Canals of Great Britain

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For canals of Northern Ireland see the Canals of Ireland article

The Canals of Great Britain are a major part of the network of inland waterways in the United Kingdom. They have a colourful history, from use for irrigation and transport, to becoming the focus of the Industrial Revolution, to today's role mainly used by pleasure boaters. Despite a period of abandonment, today the canal system in Great Britain is again in good shape, with many abandoned and derelict canals being reopened, and even the construction of some new routes under way.

Contents

[edit] History of commercial carrying

See History of the British canal system for a more detailed history.

Traditional working canal boats
Traditional working canal boats

Canals first saw use during the Roman occupation of Great Britain, and were used mainly for irrigation. However, the Romans did create several navigable canals, such as Foss Dyke, to link rivers, enabling increased transportation inland by water.[1]

Great Britain's navigable waterway network was steadily increased (by making existing rivers navigable, rather than cutting canals), but grew massively in the 18th century as the demand for industrial transport increased. The canals were key to the pace of the Industrial Revolution: roads at the time were unsuitable for large volumes of traffic. A system of very large pack horse trains had developed, but few roads were suitable for large wheeled vehicles able to transport large amounts of materials (especially fragile manufactured goods such as pottery) quickly. Canal boats were very much quicker, could carry large volumes, and were much safer for fragile items. Following the success of the Bridgewater Canal (the first modern artificial canal in Britain), other canals were quickly constructed between industrial centres, cities and ports, and were soon transporting vast amounts of raw materials (esp coal and lumber) and manufactured goods. There were immediate benefits to households, as well as to commerce: in Manchester, the cost of coal fell by 75% when the Bridgewater Canal arrived.

As the Industrial Revolution took hold in the end of the 18th and beginning of the 19th century, the canals enjoyed great success and underwent various technological changes. Early canals "contoured" round hills and valleys, later ones went straighter, as locks took them up and down hills, and the more modern canals strode across valleys on taller and longer aqueducts and through hills in longer and deeper tunnels.

However, from the mid 19th century, railways began to replace canals, especially those built with the standard narrow (7ft) bridges and locks. As trains, and later road vehicles, became more advanced, they became more economically viable than canal boats, being faster, cheaper to run, and able to carry much larger cargoes. The canal network declined, and many canals were bought by railway companies. Narrow canals became unusable, filled with weeds, silt and rubbish, or converted to railways.

There was a late burst of wide-waterway building (eg the Caledonian Canal, and the Manchester Ship Canal), and of invention and innovation by people such as Bartholomew of the Aire and Calder company, who conceived the trains of 19 coal-filled "Tom Pudding" compartment boats that were pulled along the Aire and Calder Navigation from the Yorkshire coalfields, and lifted bodily to upturn their contents directly into seagoing colliers at Goole Docks (their descendants, Hargreaves' tugs pushing three coal-pans trains to be upended into hoppers at the Aire power stations lasted as late as 2004). However, the last new canal before the end of the 20th century was the New Junction Canal in Yorkshire (now South Yorkshire) in 1905. As competition intensified, horse-drawn single narrowboats were replaced by diesel powered boats towing an unpowered butty, and the boatman's family abandoned their shore homes for a life afloat, to help with boat handling and to reduce accommodation costs - the birth of the legendary "boatman's cabin" with bright white lace, gleaming brass and gaily-painted metalware.

Constant lowering of tolls meant that the carriage of some bulky, non-perishable, and non-vital goods by water was still feasible on some inland waterways - but the death knell for commercial carrying on the narrow canals was sounded in the winter of 1962-1963, when a long hard frost kept goods icebound on the canals for three months. Most of the remaining customers turned to road and rail haulage to ensure reliability of supply and never returned. Some individual waterways (especially the Manchester Ship Canal) remained viable for longer, and there were still hopes for development, but "Containerisation" of ports and lorries mostly passed the waterways by. The last major investment development of the inland waterways was the enlargement of the Sheffield and South Yorkshire Navigation in the early 1980s to cope with barges of standard European dimensions that (in the depression of the 80s) never came. The scale of the futile hopes of those days can be appreciated by the occupants of a holiday narrowboat nearly lost in a lock built for the barges that were going to sail down the Rhine, across the North Sea, and up to Doncaster. Today even the Manchester Ship Canal does not convey cargo ships to the docks in Salford, which have become little more than a glorified 'water feature' for the apartments, offices and cultural institutions of 'Salford Quays' that have replaced the wharves and warehouses.

[edit] Growth of leisure use

The Oxford Canal near Rugby
The Oxford Canal near Rugby

In the latter half of the 20th century, while the use of canals for transporting goods was dying out, there was a rise in interest in their history and potential use for leisure. A large amount of credit for this is usually given to L. T. C. Rolt, whose book "Narrowboat" about a journey made in nb Cressy was published in 1944. A key development was the foundation of the Inland Waterways Association, and the establishment of fledgling weekly boat-hire companies, following the example of such companies on the Norfolk Broads, which had long been used for leisure boating. The authority responsible for the canals, British Waterways Board, encouraged this process from the late 1960s by operating a fleet of holiday hire boats, initially converted from cut down working boats.

Holidaymakers began renting 'narrowboats' and roaming the canals, visiting towns and villages they passed. Other people bought boats to use for weekend breaks and the occasional longer trip. The concept of a canal holiday became even more familiar when the large agencies that dealt with Broads holidays began to include canal boatyards in their brochures. Canal-based holidays became popular due to their relaxing nature, self-catering levels of cost, and huge variety of scenery available; from inner London to the Scottish Highlands. This growth in interest came just in time to give local canal societies the ammunition they needed to combat government proposals in the 1960s to close commercially-unviable canals, and to resist pressure from local authorities and newspapers to "Fill In this eyesore" or even to "Close the Killer Canal" (when someone fell in one). It was not long before enthusiastic volunteers were repairing unnavigable but officially-open canals and moving on to restore officially-closed ones and demonstrating their renewed viability to the authorities.

The Kennet and Avon Canal near the Dundas Aqueduct, Wiltshire
The Kennet and Avon Canal near the Dundas Aqueduct, Wiltshire

Local authorities began to see how a cleaned-up and well-used waterway was bringing visitors to other towns and waterside pubs(not just boaters, but people who just like being near water and watching boats (see gongoozler). They began to clean up their own watersides, and to campaign for "their" canal to be restored. As a result of this growing revival of interest, there are now even some new routes under consideration, and one under construction (the Fens Waterways Link) for the first time in a century, linking navigable rivers and existing canals. Large projects such as the restoration of the spectacular Anderton Boat Lift, or the building of the startling Falkirk Wheel attracted development funding from the European Union and from the Millennium Fund.

[edit] Present status

There are now thousands of miles of navigable canals and rivers throughout Great Britain. Most of them are linked into a single English and Welsh network from Bath to London, Liverpool to Goole, and Lancaster to Ripon, and connecting the Irish Sea, the North Sea, the estuaries of the Humber, Thames, Mersey, River Severn, and River Ribble. This network is navigable in its entirety by a narrowboat (a boat 7ft wide) no longer than about 56 feet. There are also several significant through-routes not connected to the main network (eg Glasgow to Edinburgh via the Falkirk Wheel, and Inverness to Fort William via Loch Ness.

The aim of campaigning bodies such as the Inland Waterways Association is to persuade British Waterways (which owns about half of Britain's inland waterway network) to fully reopen all disused canals. In May 2005 The Times reported that British Waterways was hoping to quadruple the amount of cargo carried on Britain's canal network to 6 million tonnes by 2010 by transporting large amounts of waste to disposal facilities.

The current speed limit for the majority of inland waterways in Great Britain managed by British Waterways is four miles per hour [2], whilst on some larger waterways the limit is increased to six miles per hour [2]. All speed measurements on BW waterways are expressed in terms of speed over the ground, rather than speed through the water.

[edit] List of canals

The following list includes some systems that are navigable rivers with sections of canal (eg Aire and Calder Navigation) as well as "completely" artificial canals (eg Rochdale Canal).

[edit] Canals in England

[edit] Canals in Scotland

[edit] Canals in Wales

[edit] Canals that have been abandoned or are currently not navigable

[edit] Proposed canal routes

Planned canal which would connect the Chesterfield Canal at Killamarsh, via the River Rother through to the Sheffield and South Yorkshire Navigation, thus creating a new cruising ring and encouraging boats to visit the Chesterfield Canal.

  • Grand Union Canal (Slough Branch)

Extending Slough Arm of the Grand Union Canal south to join the River Thames.[6]

  • York Stream (Maidenhead)

Making the York Stream fully navigable for boats and linking to other nearby canals and navigable rivers.[7]

  • Bedford and Milton Keynes Waterway

Connection from Grand Union Canal at Milton Keynes to the River Great Ouse near Bedford. This link will finally enable broad-beam boats to travel from the north to the south of the inland waterway network.[8]

  • Fens Waterways Link

The Fens Waterways Link comprises several new waterways and improvements to current routes. It will create new circular routes and in conjunction with the Milton Keynes and Bedford Waterway, it will be connected to the rest of the country's waterways via the Great Ouse.[9]

  • Upper Avon Extension (Warwick)

This proposed connection from River Avon to Grand Union Canal via Warwick is subject to much local opposition. [10]

[edit] Canal features

[edit] Aqueducts

Canal aqueducts are structures that carry the canal across a valley, road or railway. Their size and construction method varies considerably. Dundas Aqueduct is quite low and is built of stone in a classical style. Pontcysyllte Aqueduct is an iron trough on tall stone piers. Barton Swing Aqueduct opens to let ships pass underneath on the Manchester Ship Canal.

For more, see List of canal aqueducts in Great Britain

[edit] Boat lifts

[edit] Inclined planes

[edit] Locks

Locks are structures that raise or lower boats from one water level to another. Where a large height difference has to be overcome, locks are built close together in a flight such as at Caen Hill Locks. Where the gradient is very steep, a set of staircase locks are sometimes used, like Bingley Five Rise Locks. At the other extreme stop locks have little or no change in level but were built to conserve water where one canal joined another. An interesting example is King's Norton Stop Lock which was built with guillotine gates.

See also List of canal locks in Great Britain.

[edit] Tunnels

[edit] Canal boats

[edit] Canal museums

[edit] Canal engineers

[edit] See also

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[edit] References

  1. ^ Hadfield, Charles (1974). British Canals An Illustrated history, Fifth edition, David & Charles, p.28. ISBN 0-7153-4863-9. 
  2. ^ a b British Transport Commission. General Canal Byelaws 1965.
  3. ^ The Canals of Southwest England Charles Hadfield Page 190-191 ISBN 0-7153-8645-X
  4. ^ Hadfield, Charles (1985). The Canals of The West Midlands (third edition). Brunel House, Hewton Abbot, Devon: David & Charles, p.62. ISBN 0715386441. 
  5. ^ Paget-Tomlinson, Edward (2006). The Illustrated History of Canal & River Navigations 3rd edition. Landmark Publishing Ltd, pp189. ISBN 1843062070. 
  6. ^ IWAAC Inland Waterway review 2006 (pdf). Inland Waterways Amenity Advisory Council. Retrieved on 2007-09-23.
  7. ^ The Maidenhead River Project. Maidenhead Waterways Restoration Group. Retrieved on 2007-09-23.
  8. ^ Bedford & Milton Keynes Waterway. Bedford & Milton Keynes Waterway Trust. Retrieved on 2007-09-23.
  9. ^ The Fens Waterways Link. Environment Agency Waterways Team. Retrieved on 2007-09-23.
  10. ^ Upper Avon Extension (Proposed). Inland Waterways Association. Retrieved on 2007-09-23.

[edit] External links