Waterways - Autumn 2022

WAteRWAYs edItOR:

Ffion Llwyd-Jones Tel: 01283 742962 E-mail: f.llwyd-jones@wwonline.co.uk

ARt edItOR: Claire Davis

AdVeRtIseMeNt MANAgeR: Laura Smith Tel: 01283 742956 E-mail: l.smith@wwonline.co.uk

AdVeRtIsINg desIgN: Jo Ward

AdVeRtIsINg PROdUctION: Samantha Furniss E-mail: s.furniss@wwonline.co.uk

RePROgRAPHIcs:

Waterways World Ltd, 151 Station Street, Burton-on-Trent, Staffordshire, DE14 1BG. Printed in England by Warners (Midlands) PLC, Bourne, Lincs

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ISSN 0969-0654

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RegIsteRed OffIce: Island House, Moor Road, Chesham, HP5 1WA Tel: 01494 783453

E-mail: iwa@waterways.org.uk Web site: www.waterways.org.uk

National Chair - Les Etheridge

Chief Executive - Jonathan Smith Company Secretary – Genevieve Wilson

For press inquiries please contact: pressoffice@waterways.org.uk

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Welcome

Much has changed since I last wrote for Waterways as National Chair in 2017. But equally many things stay the same, not least the importance of ensuring our waterways are adequately funded. Just before I wrote this, the Government announced that the outcome of its review into possible CRT funding a er 2027, due by 1st July, had been deferred to the autumn. The stated purpose of this review is “to consider whether, and if so, the extent to which there is a case to continue grant support of the public benefits provided by the waterways under the Canal & River Trust’s stewardship”. As an impassioned waterways supporter I find the answer to those questions incredibly easy, as I’m sure all IWA members do.

Any doubt about the need for public funding of the benefits of the waterways was surely resolved by the pandemic. Millions of people took to the waterways to exercise, enjoy the wildlife and the natural beau . IWA has always believed in ‘Waterways for All’ and the pandemic proved many times over how much the public benefits. Boating is an important part of our inland waterways with boats being the a raction for many visitors to the rivers and canals. I have been boating for the last two weeks and have never seen so many people on the towpaths.

The delay to the review extends the period of uncertain , but it does give more time to make the case. IWA is working to support CRT’s argument that continued public funding of our waterways at a higher level is essential, to ensure they survive and meet current safe standards. We have seen major incidents resulting om extreme weather events, like the damage to Toddbrook Reservoir. Such events are likely to become more equent, adding substantially to the increasing cost of routine maintenance work.

At the same time, navigation authorities need to spend their money both wisely and e ciently. While, inevitably, some stoppages will be long term, other simpler ones are not being resolved quickly enough. IWA will continue to question navigation authorities on why this is now the case and encourage them to do much be er.

I have been boating since 1971 and have seen the waterways in many di erent states. The current trend is undoubtedly downwards and this urgently needs to be reversed. Government and navigation authorities have a role to play in making the best use of the limited resources available. IWA will be working hard to ensure this happens.

Enjoy your summer on the waterways. IWA has been working to restore and protect our inland waterways for over 75 years. There is a real and urgent need for IWA. Our CEO Jonathan Smith describes our work in more detail elsewhere in this edition.

Both IWA and our inland waterways rely on the hard work of volunteers. Please support them in every way you can, by helping to spread the waterways message, by helping us to finance our work, or by becoming a volunteer.

Les Etheridge

Foreword from interim CEO Jonathan

Smith

As the new (interim) CEO of IWA, I thought it might be appropriate for members to know a little more about me, my background and my vision for IWA.

I think it’s fair to say that waterways are in my blood: my great-grandfather was a lockkeeper on the Leeds & Liverpool Canal, my parents had a boat on the waterways before I was born, and were active on the restoration scheme for the Yorkshire Derwent before moving to Lancashire and becoming active in IWA.

I grew up boating, helping at rallies and on the North Lancs & Cumbria IWA branch stand. My whole family has been, and still is, involved in waterways, IWA and WRG. I joined IWA in 1989 when I graduated and have served on branch committees. In 1991, I was the site director for the National Festival at Windmill End, and kept my involvement with festivals right through to the 2013 event at Watford as either a WRG volunteer or on the site team.

I was active in WRG, part of the Canal Camps Logistics Team, and also in 1991 I was asked to become a member of the WRG Board, a position I hold to this day. I have served as an IWA trustee for a total of 11 years and while a trustee I was a member (at various times) of most national committees, including being national treasurer for two years, so I like to think I have a broad understanding of IWA.

In my work life I ran a small business that managed healthcare projects in developing countries. I retired last year and had planned to spend some time relaxing after 15 years of globetrotting, until I was asked to take on the role of CEO at IWA.

So what do I think IWA’s purpose and priorities should be? We are the only independent national charity dedicated to campaigning for all Britain’s canals and rivers, but what does that really mean, and what sets us apart from other charities?

I believe that IWA campaigns for the greater good of the waterways in a way that no other body can do. We are not a navigation authority, we are not a single-interest user group and we are not focussed

Only IWA does this

Essex Waterways

IWA set up Essex Waterways Ltd in 2005 to take over the management of the Chelmer & Blackwater Navigation to prevent the waterways from closing. Today, with the hard work of IWA volunteers, it is a thriving successful sustainable navigation able to fund itself.

Restoration Hub

Developed in 2017, the Restoration Hub pulled together all of IWA’s expertise in waterway restoration into a single co-ordinated and easily accessible team. It includes:

• Waterway Recovery Group

WRG is funded solely by IWA. Many of WRG’s volunteers are longterm active IWA members.

WRG provides invaluable support to restoration around the country, both in terms of manpower through canal camps and weekend working groups, but also in terms of technical skills and advice.

• Annual Restoration Conference

This is the annual event where all the restoration groups in the UK get the opportunity to come together to share insights and experiences.

• Restoration Handbooks

Since 1996, these have been the go-to documents covering the practicalities, technicalities and legalities of waterway restoration.

• Health and Safety

IWA and WRG take the lead on Health & Safety planning on restoration and share best practice throughout the sector.

• Plant and Driver Authorisation and Insurance

WRG developed the scheme as a response to insurers’ requirement that all drivers and plant operators were properly trained, assessed and authorised.

• Restoration High level Panel

Brings together experts in all areas of restoration to consider the wider issues affecting waterway restoration as a whole.

on any one restoration project. We are experienced, knowledgeable and successful in all of these areas and we offer help and assistance and campaign for the waterways to be better place. But what does that mean in practice, what are IWA’s unique selling points? The box (right) lists some of the things we do.

This is, of course, just a small selection of the work that IWA does. By number, the largest group of IWA campaigners are the active teams in branches and regions, and then there are other national groups such as the Inland Waterways Freight Group, Sustainable Boating Group, Navigation Committee, the teams running Canalway Cavalcade and the Festival of Water and IWA’s shows team. My apologies to all those I have not mentioned – the diversity and breadth of volunteering are IWA’s greatest strengths.

One last mention though must go to our report Waterways for Today, due out as you read this, which brings together evidence about why the ongoing maintenance and regeneration of navigable waterways is critical with 12 key benefits being identified. I’m sure this will be the go-to reference document about the importance of navigable waterways for many years to come.

I hope you’ll agree with me that no other organisation does what IWA does. Yes, some do some parts of what we do, but what makes IWA unique is that only IWA can do all that we do, only IWA has that unique national position and voice.

We also need to be realistic – we are a relatively small charity, membership numbers have been falling slowly for many years, with a consequent reduction in income, and people generally have less time to volunteer than in the past. That means there are some key issues facing IWA operationally. Membership rates have not changed in 10 years (they were rationalised in 2019 but that did not affect overall income) and that is not sustainable, so they will need to increase next year.

The burden of regulation (whether that be Health & Safety, or the Charity Commission or insurancerelated or fundraising or data protection) is ever increasing and requires resources to manage. One of my roles as CEO is to balance these conflicting requirements. We may have to make some hard choices about what we can do and what we cannot, but rest assured, I believe in IWA, I believe in the need for IWA and I believe in the future of IWA because only IWA can provide so many essential services that the waterways need.

Insurance

IWA arranges insurance for its non-profit-making corporate members at advantageous terms and provides advice and guidance on a wide range of issues associated with insurance as well as assisting with claims. That the majority of IWA’s non-profit-making corporate members have opted into this arrangement and renew year after year indicates the value of this service. The restoration sector in particular would find it hard to get similar cover elsewhere, probably at anywhere near a similar price.

Heritage Advisory Panel

IWA formed the panel in 2019 co-ordinating our volunteers with impressive heritage knowledge and experience. The panel provides advice and guidance on heritage matters. It works to ensure that waterway heritage is understood and appreciated within Government, navigation authorities and other agencies. It also works with IWA branches to identify heritage buildings, structures and artefacts which are at risk of being lost.

Planning Advisory Panel

Supports a wide range of planning matters affecting the waterways and their management and restoration including development plans, neighbourhood plans, planning applications and planning appeals and also national planning policy, major infrastructure projects and conservation designations – or just provide an opinion on whether planning permission is required. It is available to IWA branches, other waterway groups and members with any non-routine and strategic planning problems and issues affecting the waterways.

Honorary Consultant Engineers

For many years IWA’s honorary consultant engineers have provided their services to IWA branches and waterway restoration groups across the UK, assisting in designing and commenting upon designs for restoration works and addressing technical navigation issues for the smaller navigation authorities.

All-Party Parliamentary Group for the Waterways

IWA provides the secretariat to the All-Party Parliamentary Group for the Waterways (APPGW). All-Party Parliamentary Groups are informal cross-party groups which cover a wide range of subjects. IWA provides the administrative support for the APPGW, with the Group being made up of MPs and peers with an interest in the inland waterways. This gives IWA a unique insight into the decision-making process affecting the waterways. Four stakeholder meetings a year are held on a wide range of subjects including freight, sustainable boating, heritage, restoration and waterway funding.

IWA Certificate of Boat Management

IWA’s Certificate of Boat Management provides a training scheme recognised by the Maritime & Coastguard Agency for the operation of small passenger boats that can be set up and rolled out for training skippers at minimal cost, and thus avoids the substantial training costs of other recognised scheme providers.

A fAmily involved – l-R: Jonathan Smith (CEO), Mike Palmer (WRG Chair and no relation), Riannon Smith (daughter and WRG Volunteer), Audrey Smith OBE (mother, Vice President IWA and former National Chair), Gillian Smith (sister and former IWA Trustee).

AGM venue confirmed

IWA’s 63rd Annual General Meeting will be held on Saturday 24th September at 11.30am at The Guildhall, Bore St, Lichfield WS13 6LU. The Guildhall is in the centre of Lichfield, the nearest long-stay car park is on The Friary, Outer North Side WS13 6QE, less than 10 minutes’ walk away.

The Guildhall will be open from 10.00am with refreshments available. At 10.30am, there will be a presentation on Waterways for Today – IWA’s comprehensive vision for the waterways – followed by presentation of the IWA Awards before the AGM starts at 11.30am. Following the AGM, there will be an open session where the CEO and Trustees will provide an update on campaigns and there will be an opportunity to ask questions. A free lunch will be provided at 1pm, which must be booked in advance. The intention is also to allow members to attend all sessions remotely, and further details on how to access the AGM can be found on the website at waterways.org.uk/agm2022.

AGM Agenda

• Opening remarks and welcome

• Review and approval the minutes of the 62nd Annual General Meeting

• Approval of the appointment of Trustees

• Receiving The Report of the Trustees and Financial Statements for the year ending 31st December 2021 and the Report of the Auditors

• Appointment of the Auditors

By Order of the Trustees

Genevieve Wilson, Company Secretary

AGM Papers

For full details of the AGM, a copy of the minutes of the 2021 AGM, the report and financial statements for the year ending 31st December 2021, and to reserve your seat and your lunch, please go to waterways.org.uk/agm2022 or call 01494 783453. Copies of all papers can be requested by post by calling 01494 783453, by e-mail to iwa@waterways.org.uk or in writing to The Inland Waterways Association, Island House, Moor Road, Chesham HP5 1WA.

Proxies

Any person being a member of the Association is entitled to appoint a proxy to attend and vote on his/her behalf at the Annual General Meeting. A proxy need not be a member of IWA. Forms for nominating a proxy may be obtained as above and should be returned by 11.30am on Thursday 22nd September in order to be valid.

APPGW discusses waterways heritage and architecture

The history and architecture of our waterways were the topic of a recent meeting of the All-Party Parliamentary Group for the Waterways (APPGW).

Michael Fabricant, MP, Chair of the APPGW, welcomed parliamentarians and representatives of waterway organisations to the video meeting. Presentations by speakers from the field of waterways heritage and architecture were followed by a general question and answer session.

Liz McIvor, historian, author and TV presenter, talked about the physical remains of industrial waterways and their role in our future landscapes. Jo Bell, a former Canal Poet Laureate, author and industrial archaeologist, then presented on the importance of the culture of our canals and the built heritage – and later recited her poem ‘Springtime at the Boatyard’. Hugh Pearman MBE, architecture critic and author, concluded the presentations by talking about why architects, planners and developers must respond creatively to our waterways heritage.

The question and answer session included discussion with MPs, peers and representatives from navigation authorities and waterway organisations. Issues discussed included better ways of protecting waterways from inappropriate development, the uniqueness of each individual waterway, Conservation Areas status and other designations, and the cultural importance of the horse in the history of the waterways.

IWA seeks new

Trustees

IWA is in the process of recruiting several new trustees to help us shape the future of the charity. We welcomed applications from people from all walks of life as we look to enhance the diversity of the Board.

Applications closed on 17th June. We are seeking to appoint trustees based on their skills, knowledge and experience in a number of areas. The selection will try to ensure the Board has the broad skillset and experience necessary for good governance.

For 2022, the main emphasis will be on knowledge of IWA and inland waterways. In addition, the Board would particularly benefit from skills and experience including accountancy, campaigning and fundraising, charity governance and chairing meetings.

The process for recruitment of new trustees in 2022 follows the same pattern as in 2021. Applicants were shortlisted and interviewed by a selection panel on the basis of their skills and experience. The panel provided a ranked list of candidates to the Board of Trustees, which then selected a final list of prospective trustees to be recommended to members at the AGM for confirmation. We expect to recruit about four new trustees, but numbers will be flexible depending on skillsets of applicants.

We asked all applicants to complete a Skillset Framework covering the range of skills sought for the role. No one person is likely to have all skills required on the board, so we invited applicants to complete only those areas where they feel their abilities or experience would add value to the role.

The selection panel, chaired by IWA Deputy Chair Sue O’Hare, met in late June. Proposed appointees will be announced prior to the 2022 AGM. The Board will recommend their appointment and seek confirmation from members at the AGM. Confirmed appointees will commence their formal, legal role as trustees afterwards.

IWA volunteers at Hanwell Flight.

CRT seeks IWA opinion before sales of heritage buildings

Our position on the sale of heritage property belonging to navigation authorities is that we believe navigation authorities –and other organisations that are owners of heritage waterways buildings – should continue as their custodians and to do this in a responsible way. Sale of such buildings into private hands should only take place after careful consideration and provided that every effort has been made to retain them. In this case, the sale must include adequate conditions to ensure that features of heritage interest are retained. If buildings are sold, every effort should be made to do this to another organisation with waterways or heritage affiliation which can assure a viable and appropriate future, wherever possible retaining it within the public realm.

Following the campaign to save Salterhebble Lock cottage and a constructive meeting with the Canal & River Trust, IWA’s Heritage Advisory Panel (HAP) and relevant local branches are now routinely consulted by the trust prior to any sales of its property. So far, HAP has flagged one property that needs to be further investigated, in terms of its heritage value and how local community organisations could use it. The auction of this property has subsequently been postponed while discussions take place.

Civic Trust recognises the work of the Inland Waterways Association

At the annual “Good, Bad and Ugly” awards hosted by Chester Civic Trust in March – an event with a little humour held to commemorate a year in tourism and promotion of the city – the Chester & Merseyside Branch of the Inland Waterways Association was honoured with a special award for the role it played in the awarding of the status of Inland Heritage Port to the city. The IWA team, led by John Herson, played a major role in the achievement of the first such award in the UK. The Civic Trust was especially pleased that the work helped raise the profile of its old port area, describing it as “an unappreciated part of Chester”.

The Chester & Merseyside Branch saw this new award, which was sponsored by (among others) the Governmentbacked National Historic Ships organisation, as an ideal way of contributing to good maintenance and protecting this historic environment.

Jim Forkin (Chair of IWA Chester & Merseyside) said, “Britain in the early part of the 20th century abandoned and lost too many of its historic waterway assets, and even with the growth of public interest in waterways we still have to restore and protect what we have left. This Historic Port scheme is an excellent way of showing to the public and the powers that be, the need for both protection of remaining artefacts and vigilance in the face of any new developments in these environments.”

Award to volunteers on the Shrewsbury & Newport Canals

Volunteer restorers, Jim and Marion Weir, have been awarded the Tetlow Memorial Cup by IWA North West Region for their outstanding contributions on the Shrewsbury & Newport Canals.

Over the past nearly eight years, and despite repeated recent lockdowns, the dedicated husband-and-wife team (pictured holding the Tetlow Cup on the skew bridge at Wappenshall Wharf, near Telford) has worked tirelessly at Shrewsbury & Newport Canal Trust work parties in Wappenshall Wharf, and in Shrewsbury, Newport and also Norbury in Staffordshire as well as at several WRG Canal Camps.

Not content with regularly getting their hands dirty at work parties, Jim and Marion have also been busy helping to update the SNCT website as well as improving the trust’s social-media presence.

In addition, the couple has developed the health-andsafety system used by SNCT and, written and published a Work Party Leader’s Manual for the trust that has been key to enabling volunteers to continue working at Wappenshall throughout much of the pandemic.

In nominating Jim and Marion, who live in Telford, Shropshire, for the award, Bernie Jones, chair of the Shrewsbury & Newport Canals Trust, said, “They have given their all to the restoration of our canals as regular attendees at all our work sites and also they have worked proactively behind the scenes sourcing materials and tools – often at their own expense before later reclaiming.” Bernie added: “Jim and Marion have worked hard to build up our social-media presence and continue to do so. There is really nothing more they could possibly fit into their lives to help progress our restoration.”

Mike Haig, chair of IWA Shrewsbury District & North Wales Branch, presented the cup to Jim and Marion and congratulated them at a Wappenshall work party in April 2022. The couple were totally surprised and were left somewhat speechless. Later Jim said, “It was a real surprise for Marion and me to receive this award from IWA.” Many fellow SNCT volunteers and others have added their congratulations on Facebook saying the award was “very well deserved”.

The Tetlow Cup is named in memory of a former Commodore of the Lymm Cruising Club, and is awarded annually by IWA North West Region to recognise efforts of those who have gone ‘above and beyond’ to ensure work continues to restore and enhance inland waterways in the UK. A previous local awardee was Peter Jones, shortly after his retirement from ‘Jones the Boats’ at Trevor on the Llangollen Canal.

Wappenshall Wharf is a three-way junction of the old 1797 Shrewsbury tub boat canal with the 1835 Newport Canal, which linked to the national network at Norbury Junction on the (now-named) Shropshire Union Canal. The extensive recent voluntary work by trust volunteers there has included pouring a concrete ‘floor’ and retaining walls to the huge East Basin prior to rewatering. The two-storey warehouse is also being renovated for use as function rooms and café.

Jim and Marion Weir with the Tetlow Cup 2022.

IWA vacancy

IWA is looking for a dynamic professional to be the Operations Manager for the Association.

This full-time role will be responsible for the day-today running of the Association and managing the small team of paid staff who are supported by volunteers. It is all about delivering on the strategy and direction agreed by trustees, and reports to the CEO. It includes responsibility for marketing, IT, HR and general administration. Experience of managing a small diverse team is a pre-requisite, while knowledge of the waterways and IWA would be a benefit, but is not necessarily essential. For further information please contact the CEO: jonathan.smith@waterways.org.uk.

IN MEMORIAM

Dave Moore

David Moore, who died in July aged 83, was chair of IWA’s South East Region for nearly 12 years.

Dave first went on a canal hire-boat holiday in 1963 and returned for more in 1965. He later visited the London Boat Show, joined the Association and, within a couple of years, was helping on IWA’s stand at the boat show and continued to do so for many years.

In 1975, Dave joined IWA Chelmsford Branch’s committee as sales officer, becoming chair in 1980. Two years later, he became chair of the South East Region. In 1986, he was chair of IWA’s successful National Rally at Brentford. He remained region chair until 1991 and then took up office again from January 1993 to April 1995.

Having taken early retirement, Dave stood in as (paid) temporary office supervisor at IWA’s then-Regent’s Park Road office in summer 1995. He was a keen supporter of WRG, and also set up and chaired the Friends of the London Canal Museum. Throughout this period, Dave was ably supported by his wife Mavis, and daughters Judith and Alison, with the whole family providing wide-ranging support for the Association. Judith became a regular WRG navvy, eventually marrying Mike Palmer (WRG chair), and becoming an IWA trustee and national treasurer.

Following Dave’s retirement, Dave and Mavis moved to Staffordshire and Dave became a keen supporter, trustee and marketing manager for Lichfield & Hatherton Canals Restoration Trust. Mavis predeceased Dave in 2018.

STOP PReSS

With great sadness we also report the loss of two other stalwart members and supporters of IWA – John Baylis and Tony Hirst. John was active for more than 50 years for the Association and WRG, being a founder director of the WRG Board and its longest serving director. Tony was an IWA Vice President and long-time curator of the Ellesmere Port Boat Museum. Our thoughts go out to their families and full appreciations will follow in the next edition.

IN MEMORIAM

Steve Warwicker

Colleagues throughout IWA, and particularly members of the Navigation Committee, were saddened to hear about the death of Steve Warwicker from cancer. Steve’s involvement started with the Avon & Wiltshire Branch and he became South-West & South Wales Region representative on the Navigation Committee. This led to him taking on the chairmanship of that committee in 2018. He brought great knowledge and enthusiasm to the role benefitting from a canoeing and sailing rather than narrowboat-owning background.

Steve’s work experience was in high-level business and project management and, following retirement and a move to Portishead, he continued his passion for sailing and canoeing, particularly encouraging and supporting use by disability groups. He was an RYA senior dinghy instructor and power-boat instructor as well as a Regional Waterways Advisor for British Canoeing.

Steve believed strongly in the concept of ‘Waterways for All’ and he led the Navigation Committee in making contact with other user organisations such as British Canoeing.

His enthusiasm went a long way to encourage committee members to address many issues not previously seen as traditional IWA ground. As Steve’s illness progressed, we were inspired by the way in which he battled to continue his IWA involvement and addressed the eventual result with great stoicism. Steve will be sadly missed by all his IWA colleagues. Ivor Caplan

IWA responds to CRT government grant review update

The Department of Environment, Food & Rural Affairs (Defra) has announced that the outcome of its review into Canal & River Trust’s grant, which had been due on 1st July, has been postponed until the autumn. The review will determine future grant funding for Canal & River Trust beyond 2027.

The Inland Waterways Association believes that the ongoing funding of Canal & River Trust’s waterways is absolutely essential, and hopes that the postponement will give Defra more time to consider the many ways in which our inland waterways benefit the economy, the environment and the UK population.

IWA is shortly to launch the ‘Waterways for Today’ report (page 16) outlining the many benefits that waterways provide in terms of jobs and financial benefits to local communities, as well as environmental benefits through flood mitigation, transfer of drinking water and providing habitat corridors for wildlife and biodiversity. Waterways also provide important opportunities for improved health and well-being for the whole population.

These benefits can only be realised if waterways are well maintained and looked after, and it is vitally important that the waterways receive adequate funding from Government. IWA will be lobbying Defra to consider all these many benefits during their ongoing funding review of waterways.

Boating Parade showcases the region's canals ahead of the Birmingham 2022 Commonwealth Games

IWA collaborated with Canal & River Trust and the BCN Society in organising a spectacular parade through the centre of Birmingham on Saturday 25th June. Over 60 boats cruised from the recently opened Roundhouse, through Gas Street Basin to the Mailbox. The parade was led by Atlas, one of a pair now run jointly by BCNS and Coombeswood Canal Trust, followed by the entire CRT heritage fleet Nansen, Swift and the pair Scorpio & Leo with, among others, Caggy, a BCN icebreaker named after the legendary boatman.

Other boats of interest on the parade included Doris Katia, which led the narrowboats in the 2012 Queen’s Diamond Jubilee Pageant, and APT Wanderer whose extensive cruising includes the Mersey, Ribble, Wash and Trent Falls.

The parade gave the large crowd an entertaining afternoon with local musicians and emergency services adding to the fun as well as showing the value of Birmingham’s canals.

Ivor

C AP l A n

Boats waiting to begin the parade.

Waterways for Today

As IWA members and other readers of Waterways already know, our canals and rivers are really important for wildlife, heritage and recreation, but they also make very significant contributions to local economies and the lives of people who live near them.

This new report establishes the concept of the inland waterway network as a vital part of Britain’s in astructure and demonstrates why the ongoing maintenance and regeneration of Britain’s navigable waterways are essential. It also makes the case for bringing up to 500 more miles of currently derelict waterways back into use, and indicates how waterway projects can contribute to the Government’s Build Back Be er agenda.

The report identifies 12 distinct benefits that demonstrate that transforming canals and rivers can revitalise local economies and improve people’s lives, as well as providing significant opportunities for environmental benefits and mitigating the impacts of climate change. Improvements to navigable waterways and the restoration of abandoned canals and

rivers can act as the catalyst for wider investment and regeneration.

These benefits can only be realised if waterways are well maintained and looked a er. The report emphasises how essential it is that the waterways in public ownership funded by national or devolved government (such as those managed by the Canal & River Trust, the Environment Agency and Sco ish Canals) receive adequate financial support. Smaller independent or local authori -owned waterways also need access to additional funds so they can remain viable as an important resource for local people.

Among the high-profile waterway supporters who have provided quotes for the report are IWA Vice Presidents Sir David and Lady Sheila Suchet, actors Gri Rhys Jones and Timothy Spall, and Tim Smit, the founder of the Eden Project.

The report features case studies om around England, Scotland and Wales covering restoration projects, regeneration on navigable waterways, communi projects, environmental projects and much more, that all demonstrate the vast range of benefits that well-funded and maintained waterways can bring to local communities and the wider economy.

The report is a resource that can be used to persuade Government and local authorities that post-Brexit and Covid-19 recovery funding, such as the Levelling Up and the Shared Prosperi funds, would be well spent on waterway regeneration and restoration projects. Printed copies of the report will be sent to national and devolved government, politicians, local authorities and other organisations such as funding bodies.

The report will be used by IWA for its national and parliamentary campaigning, both as a stand-alone document and alongside other reports and initiatives being progressed at the current time or in the future. The first such use will be in supporting the call to Government for su cient funding for CRT in its grant om De a om 2027 onwards.

The report can also be used by waterway-restoration organisations and IWA branches as a resource for persuading local authorities and grant-giving bodies that investing in individual waterwayregeneration projects will bring significant benefits for local population and economy.

Over the next few issues of Waterways we will delve into more detail of each of these benefits.

Waterways for Today is a new report om the Inland Waterways Association, to be published this summer

MAIN IMAGE: Camden. NIGEL ESSERY

INSET: Gas Street Basin, Birmingham Old Line. NIGEL ESSERY

Overview of the 12 benefits

report pulls together evidence from a wide range of sources that demonstrates the value of the waterways, by identifying 12 key benefits with some compelling quotes, case studies, stats and data about each one.

Economic

• BEnEfIt 1: ContrIButIng to thE Country's EConomIC rECovEry – waterway-regeneration projects can level up rural and urban areas and improve the lives of millions of people.

• BEnEfIt 2: InCrEAsEd spEnd In loCAl CommunItIEs – boat-based tourism and leisure activities contribute £2.5bn to the economy each year, with people on day trips, boat holidays and taking part in water-based activities spending even more in local pubs, cafés and shops.

• BEnEfIt 3: sAvIngs to thE nhs And soCIAl-CArE BudgEts – waterways are well placed to improve the health, well-being and longevity of the many people living near them, through increased physical activities and social prescribing.

natural and Built Environment

• BEnEfIt 4: protECtIng And ImprovIng thE nAturAl EnvIronmEnt – waterways are blue-green corridors that allow opportunities for reconnecting disparate habitats, biodiversity net gain and improvements for wildlife.

• BEnEfIt 5: WAtErWAys hErItAgE for futurE gEnErAtIons – with their historic buildings and structures, waterways form a vast, open-air heritage network, accessible to everyone and bringing history to life for current and future generations.

• BEnEfIt 6: sustAInABIlIty – planning for resilience and climate change – our waterways face unprecedented challenges from climate change, but they can be part of the solution through adaptation, mitigation and enhancing the natural environment.

local Communities

• BEnEfIt 7: ConnECtIng CommunItIEs – access to the paths that run alongside our waterways is free. These inclusive, flat, linear routes can be used as active travel corridors to connect communities and provide passage between urban and rural areas.

• BEnEfIt 8: EduCAtIon And young pEoplE –waterways offer opportunities for hands-on learning in science, technology, engineering and maths subjects, as well as the humanities and arts, through outdoor classrooms, visits to local waterways and inter-generational learning.

• BEnEfIt 9: JoBs, trAInIng And ApprEntICEshIps – waterways offer many opportunities for employment, training and apprenticeships including in the tourism, leisure, hospitality, engineering and construction sectors.

Improving people's lives

• BEnEfIt 10: ImprovEd physICAl hEAlth – waterways open up multiple opportunities for outdoor activities such as walking, running, cycling, fishing, sailing, canoeing, paddleboarding and volunteering.

• BEnEfIt 11: ImprovEd mEntAl hEAlth And WEllBEIng – waterways can boost well-being and improve mental health through physical recreation, shared social experiences and connecting with nature.

• BEnEfIt 12: CrEAtIng BEttEr plACEs to lIvE – waterside locations create a sense of place that can enhance people’s enjoyment of the area they live in. This can encourage greater diversity and inclusivity across local communities.

The

LEft: Historic boats bring history to life at the National Waterways Museum at Ellesmere Port.

BELow, LEft to right: Rowing and trip-boats, Avon. Stroudwater Canal at Ebley Mill. Family towpath cycling.

Bristol harbour ferry by old gas works. p h I l

SILVER PROPELLER CHALLENGE

Exploring Active Restorations

Some of the Silver Propeller Challenge locations are on restored sections of canals, to raise awareness of restoration work and encourage waterway users to experience what is being achieved. Here we look at four of these locations. Each is on a currently unconnected section of canal with plans to restore the rest of the waterway and reconnect it to the national network. All run through beautiful countryside, om Cumbria to West Sussex, and restoration has huge potential. In each case, IWA has actively supported restoration, including through rallies and funding as well as the provision of WRG volunteers.

The locations can be reached by local, portable and trailable cra . Tripboats are also available at three of the locations.

Stainton

The Lancaster Canal was intended to run om Westhoughton in Lancashire to Kendal in Cumbria. Although sections were built north and south of the River Ribble, the planned aqueduct to join them was never built. The southern section was eventually leased to the Leeds & Liverpool Canal, leaving the Preston to Kendal section as today’s Lancaster Canal. The canal remained unconnected om the main network (albeit with a sea lock on the Glasson Dock Branch) until 2002, when the Millennium Ribble Link to the Leeds & Liverpool Canal was opened.

The canal’s principal purpose was to transport coal north om the Lancashire coalfields and limestone south om Cumbria – hence the local nickname of the Black and White Canal. It was fairly successful commercially and was particularly known for a fast and comfortable daily packet boat passenger service between Preston and Kendal.

The building of the M6 motorway severed the canal in 1968, at which point the northern section om Tewitfield to Kendal was abandoned and the southern end in Preston was truncated. The 6-mile section om Kendal to Stainton has been filled in but south to Tewitfield is in water and, though cut into lengths by road crossings, is navigable by portable and trailable

cra . The Silver Propeller Challenge location is at the northern end at Stainton. There are two further Silver Propeller locations at the ends of the main navigable length, in Ashton Basin in Preston and Tewitfield Marina.

The long-term aim is to reopen the abandoned ‘Northern Reaches’, which will involve re-engineering the six places where the canal is culverted. The Lancaster Canal Trust’s ‘First Furlong’ project (now almost completed) aims to rewater the first furlong om Stainton towards Kendal.

The canal has its own unique character as one of the country’s few coastal canals, with spectacular views over Morecambe Bay towards the Lake District. It was engineered by John Rennie and has substantial stone structures, most notably the Lune Aqueduct near Lancaster. The only locks on the main line are the eight derelict ones at Tewitfield, and the 41-mile lock- ee pound om Preston to Tewitfield is the longest in the country. Particular a ention was paid to the need to contain any breach, with both stop gates and grooves on bridges for stop planks. There were also plugs known as bed valves to dewater sections of the canal, opened by horse power using winching posts on the towpath.

The Lancaster Canal Trust operates a trip-boat om Crooklands. Canoes and paddleboards are welcome with a CRT licence or British Canoeing membership, and there is a slipway for trailable cra at Millness.

Find out more at lctrust.co.uk.

Sue O’Hare explores four Silver Propeller Challenge locations on canals being actively restored

Exploring the far-flung reaches of the network is now even more rewarding

INSET: Work at Stainton – from this… ABOVE: ... to this.

LANCASTER CANAL TRUST

Chesterfield

The Chesterfield Canal was one of the last to be promoted by Brindley, though much of the engineering was done by John Varley and Hugh Henshall. It opened in 1777 and ran for 46 miles from the tidal River Trent at West Stockwith in Nottinghamshire, through Retford and Worksop to Chesterfield in Derbyshire. It was a significant engineering achievement, with two tunnels and 65 locks including some of the earliest staircases. The first six locks were broad to enable Trent barges to reach Retford, while subsequent ones were narrow.

The canal was very successful in the 19th century, carrying primarily locally mined coal, some brought out on the underground Hollingwood Common Canal. Other cargoes included 36,000 tons of local Anston stone used in the construction of the Houses of Parliament.

Subsidence caused by mining was a major factor in the canal’s decline, especially a collapse in Norwood Tunnel in 1907, and the canal was ultimately closed in 1961. By this time restoration efforts were already underway and the first 26 miles from the Trent to Worksop were saved, thanks to the introduction of cruiseways by the 1968 Transport Act. In 1976 the Chesterfield Canal Society (now Trust) was formed to restore the remaining 20 miles. By 2003 the canal was open again from the Trent to the eastern portal of Norwood Tunnel at Kiveton Park (another Silver Propeller location). At the western end of the canal the 5-mile stretch from Chesterfield to Staveley was fully restored by 2016.

In total, 12 miles of canal have been restored including 37 locks, despite challenges including the listed status of locks and HS2 plans. Fewer than 9 miles of the original route remain to be restored to link the two navigable sections, but this will require new lengths of canal to bypass a housing development at Killamarsh and to replace most of Norwood Tunnel. The Chesterfield Canal Trust has set an ambitious target of 2027 for the completion of the restoration, the 250th anniversary of the opening of the canal. After that, the trust has proposed building the Rother Link as a new navigation to join the Chesterfield Canal at Killamarsh to the River Don at Rotherham, creating a new cruising ring.

The eastern section of the canal is managed by CRT, but the isolated western section is owned and managed by Derbyshire County Council. It is full of interest, including six locks as well as the Tapton Lock Visitor Centre and the trust’s base at Hollingwood Hub. The trust runs trip-boats from Tapton Lock and Hollingwood Hub, and paddleboards and kayaks may be hired. There are two slipways, at Tapton and Staveley Town Basin. Visiting portable or trailable boats need a licence from Derbyshire County Council, available at Tapton Lock Visitor Centre.

Find out more at chesterfield-canal-trust.org.uk

Fewer than 9 miles of the original route remain to be restored to link the two navigable sections.

Chesterf I eld C A n A l t rus t Hollingwood Hub.

Chesterf I eld C A n A l t rus t

Tapton Lock Visitor Centre.

Staveley slipway with trailable boat.

Canoes at Tapton slipway.

Workboat Python at Tapton Mill Bridge. Chesterf I eld C A n A l t rus t

Berriew

What is now known as the Montgomery Canal (or ‘The Monty’) was built by three separate companies. It leaves the Llangollen Canal at Frankton Junction near Ellesmere in Shropshire and runs south-west for 35 miles and 25 locks through Welshpool to Newtown in Powys (formerly Montgomeryshire).

It is very much a rural waterway, constructed primarily to transport limestone to canalside kilns to make quicklime for agricultural use. Use gradually diminished after the introduction of the motor lorry. It was formally closed in 1944 following de facto closure in 1936 after a major breach.

Restoration started with a ‘Big Dig’ in Welshpool in 1969. The first section from Frankton Junction is currently navigable for 7 miles to Gronwen Wharf (another Silver Propeller location) and is expected to be extended to Crickheath in 2023. Work is in progress to remove two serious blockages on the 2 miles between Crickheath and Llanymynech, where a 1-mile navigable section straddles the English-Welsh border.

Beyond Llanymynech there is an unconnected 12-mile navigable length centred on Welshpool. This stretch runs from Arddleen southwards to the Silver

Propeller Challenge location at Refail winding hole near Berriew, a picturesque mid-Welsh village. In 2021, the UK Government awarded over £15 million of Levelling Up funding to support the restoration of the 4.4-mile section from Llanymynech to Arddleen. Further funding will still be needed to connect the currently navigable sections, but at that point over two-thirds of the canal will be continuously open and there will be only a further 7 miles to Newtown to be restored.

The Montgomery Canal is of considerable ecological interest and this is an integral part of the restoration, seen particularly in the nature reserve at Aston Locks on the northern section created by WRG and largely funded by IWA. The canal has one of the most extensive collections of listed locks, bridges and other structures. Many of the locks have distinctive lock gear designed by the canal’s engineer George Buck. Unusually the canal falls from both ends to a sump level rather than rising to a summit level, and it often had surplus water which could be used to power mills. The remains of the location of a waterwheel can be seen beside the lock in Welshpool.

The Heulwen Trust operates a trip-boat from Welshpool for less abled people. Standard CRT licensing arrangements for trailable and small portable boats apply, with a slipway at Welshpool Town Wharf.

Find out more at themontgomerycanal.org.uk.

The first section from Frankton Junction is currently navigable for 7 miles to Gronwen Wharf (another Silver Propeller location).

CRT tug Aspull clearing weed at Refail winding hole. VIc SmIth

V I c Sm I th

River Rhiw in Berriew village.

Berriew Lock.

Southland Lock

Today’s Wey & Arun Canal comprises two sections: the Arun Navigation and the Wey & Arun Junction Canal. These formed the central part of the only waterway link built between London and the south coast, intended to provide a secure inland route during the Napoleonic Wars.

The River Arun was already navigable inland from Littlehampton, and the Arun Navigation was opened in 1787 northwards from the river at Pallingham to Newbridge near Billingshurst. It included a structure thought to be unique in British waterways: the combined Lordings Lock, Orfold Aqueduct and a waterwheel to lift water from the river into the canal.

The Wey & Arun Junction Canal connected Newbridge with the River Wey Navigations at Shalford. It was built by Josias Jessop in only three years and almost on budget, and opened in 1816.

The overall Wey & Arun Canal was 23 miles long and had 26 locks and one flood lock.

Unfortunately for the canal, coastal traffic revived after the end of the war in 1815. Although local industries developed and significant cargoes were carried for a while, the railways ultimately took away the business. An early leisure cruise was

1970.

In 2015 Timothy West and Prunella Scales traced the route from London to Littlehampton in their television series Great Canal Journeys.

Restoration by the trust initially focused on a 3-mile length centred on Loxwood, with Southland Lock at the current northern limit of navigation and Drungewick Lock at the south. More recently, restoration activity has been spread to other sections, as part of the long-term aim to open the whole route.

The trust runs trip-boats from the Canal Centre at Loxwood. Canoes and other small unpowered craft are welcome; a slipway is available at Loxwood. A licence or British Canoeing membership is required, and boaters are requested to advise the trust of their intended visit.

Find out more at weyarun.org.uk.

documented by J.B. Dashwood in The Thames to the Solent by Canal and Sea (1868) but the canal was abandoned in 1871 and the Arun Navigation followed. The canal was sold off and is now almost entirely on privately owned land. Renewed interest was generated by P.A.L. Vine’s 1965 book London’s Lost Route to the Sea. The Wey & Arun Canal Society (now Trust) was founded in

In 2015 Timothy West and Prunella Scales traced the route from London to Littlehampton in their television series Great Canal Journeys.

Spring paddleboarder on the Loxwood section of the Wey & Arun Canal. Ju LIA n Morg A n

Autumn paddleboarder on the Loxwood section of the Wey & Arun Canal.

Kayaks on Platinum Jubilee Day, June 2022, Wey & Arun Canal.

Promoting light freight on the tidal River Thames

Earlier in the year, we held a meeting with the DfT Maritime Minister, Robert Courts, which came about as a follow-up to the APPGW meeting on freight, to highlight the opportunities and the challenges faced by waterways freight. More recently, we attended a water-freight seminar hosted by the Company of Watermen & Lightermen of the River Thames, which provided an opportunity to hear from and talk to the Port of London Authority, Cross River Partnership, Logistics UK and the Thames Estuary Growth Board. We will work with all these organisations and others to promote light freight on the tidal River Thames.

Over 60% of goods transported on the inland waterways are on the Thames and much of this is concentrated on the tidal river through London. In recent years, the Thames has seen between 3m and 4m tons of bulk cargo carried on its waters annually. However, this freight is made up primarily of construction materials such as sand and aggregates, as well as waste from the city’s very active redevelopment sites. At present, there is very limited transportation of light freight goods.

Advantages of river transport

As an alternative to road transportation, the advantages of harnessing the Thames through the bustling capital are well recognised. There is little congestion on its waters and fewer delays caused by external factors, such as traffic or road closures. Indeed, according to the Port of London Authority, which administers the river through the capital, there are only two things that limit river freight in London: fog and the closure of the Thames Barrier. As such, goods can largely be relied upon to arrive on time.

The other key advantage is sustainability. Carrying by boat is far more energy efficient than any vehicular alternatives and so

reduces air pollution. Energy consumption per km/tonne of goods moved by waterways has been calculated to be about 17% of that of road and 50% of rail transport, and trials are currently underway to further reduce emissions of boats. Most of the Thames operators use HVO (hydrotreated vegetable oil), and the PLA is also transitioning to use this more sustainable alternative to diesel fuel. It also substantially reduced NOx and particulate emissions. IWA’s Sustainable Boating Group has been researching this fuel and concurs with the PLA that this is the best medium-term solution to improving the sustainability of the existing fleet.

materials for the construction industry form the mainstay of cargoes on the Thames.

IWA has long campaigned for the promotion of freight on the inland waterways. It is an important way in which our rivers and canals can contribute towards reducing emissions and pollution, and it’s vital for the people whose livelihoods depend on it.

Currently,

Over 60% of goods transported on the inland waterways are on the Thames.

Challenges for Light freight operators

So far, so good, but there are challenges, particularly for smaller companies. At present, the fixed costs of harnessing river transportation are relatively high, so an operation needs to be big enough to benefit from economies of scale. In future, there may be grants available to smaller enterprises, as well as additional carbon taxes that drive users away from road vehicles and towards boats. However, it currently still costs more per parcel to deliver on the river than by road. One idea to reduce this expense is for like-minded businesses to form partnerships to consolidate delivery costs.

But despite some of the cost issues, the range of organisations using the river is beginning to expand. In June 2021, Guy’s & St Thomas’ Trust began a trial transporting essential hospital equipment from Dartford, Kent, to Butler Wharf in Southwark, a move which PLA planning and environment director James Trimmer described as a “major leap forward” for the river.

Furthermore, logistics company DHL successfully trialled parcel deliveries on the river in 2018, leading to the establishment of its full river service in 2020. The last stage of delivery is carried out by bicycle couriers, which demonstrates that deliveries are not limited to waterside premises. The river through central London has a large number of piers, which means goods can be taken into the capital by boat for last-mile deliveries using a range of infrastructure including cycleways and consolidation hubs.

One initiative is Pedal Me’s cargo bikes and trailers, which can carry up to 300kg and are shown to be 25% to 50% faster than vans in urban areas. Another cost-effective option is ‘walking freight’, while electric vans are also used for larger cargoes.

In the short to medium term, it is unlikely that river transport will beat road transport on cost. As such, we have the challenge of dispelling doubts and myths about boat carrying, while emphasising its benefits of sustainability and reliability. The success of ongoing and future pilots, combined with future Government initiatives, will enable more businesses to run trials, therefore reducing costs through economies of scale and increasing river freight. This activity will run alongside improved infrastructure such as consolidation hubs in places like Tilbury and Dartford, and east of Teddington Lock, alongside pier improvements in central London.

Feasibility study

A feasibility study on light freight on the Thames, recently carried out on behalf of the Thames Estuary Growth Board and PLA, identified “enormous potential for handling large-scale light traffic”. The report went on, “While there is limited activity at the moment, our research indicates that, at the right scale, [river freight] could easily be competitive with road freight. Moving millions of parcel deliveries from the road to the river would deliver new jobs, reduce congestion and push London forward on the path to net zero.”

The findings for the report recommended the establishment of a coordinating body with political backing to help facilitate riverside developments, and discussions with “large, innovative online businesses” to help achieve 20m parcel deliveries a year – a figure, which, it says, will begin to make Thames light traffic competitive. As well as parcels, the report also states that there is much potential for carrying food, beverages and retail goods. It further suggested likely destinations in Central London and identified potential origin points including the Port of Tilbury, Dagenham International Ferry Terminal, a new wholesale market in Barking and Wandsworth Riverside.

On the report’s findings, Perry Glading, Thames Estuary Growth Board deputy chair and lead on light freight, said, “This is an opportunity we cannot afford to miss, as we continue to strive towards net zero and deliver the world’s cleanest greenest estuary.” This enthusiasm was shared by the PLA, with James Trimmer saying, “The report shows joining the dots between port and consumer is a very real possibility and one which will deliver manifest environmental and wider social benefits. At the PLA we’re working daily to turn this potential into reality. The report is being shared with businesses to develop the case for investment and all levels of Government to garner support.”

IWA will continue to work with other organisations to promote freight on the Thames and on all waterways where transporting goods by water is economical.

Freight traffic underway in the heart of the city and passing HMS Belfast

High-speed river transfers are part of a parcel-delivery service launched in 2020 by DHL Express and Thames Clippers Logistics.

A barge loaded with concrete segments to line tunnels being built under London.

Walk with IWA

Chelmer & Blackwater Navigation Walk

Walk the length of the 14-mile Chelmer & Blackwater and learn the history of the navigation

The towpath is easy to follow along the length of the navigation, and obvious where it changes from one bank to the other. Many other rights-of-way link with the towpath, giving endless opportunities for circular walks of any length.

This walk indicates the points of interest along the navigation. It starts at the head of the navigation in Chelmsford, and runs downstream to Heybridge Basin.

SPRINGFIELD BASIN

Start your walk at Springfield Basin. The basin is a stone’s throw from Chelmsford town centre. Springfield’s population expanded, partly as a result of the coming of the navigation, from 889 in 1801 to 2,256 in 1841. Industries grew up around the basin dealing in coal, coke, lime burning, timber and malting.

Discover new ways to enjoy the waterways with our self-guided walks. Follow the step-by-step instructions in this guide or online using your smartphone, and find out about history and heritage features along the way. More walks are available at waterways.org.uk/walks. We are still adding to this area and would love to hear from anyone who has a waterway walk to contribute. Please get in touch with us at walks@waterways.org.uk.

Springfield Basin.

Hoe Mill Lock.

StephANIe pAy

Richard Coates, resident engineer on the Chelmer & Blackwater, founded a coaland-timber business that later became Brown & Sons. He was also instrumental in founding Chelmsford’s first gasworks on the wharf in 1819. Brown & Sons was taken over by the one of the firms that eventually merged to form Travis Perkins in 1988.

You will need to leave the navigation when you reach Travis Perkins. Turn left until you get to Navigation Road, then turn right, and then right again at the first footpath you come to, when Travis Perkins’ yard finishes. From here, you will get to the water’s edge and can follow the towpath along to Springfield Lock.

SPRINGFIELD BRIDGE AND LOCK

Follow the towpath until you reach a lock. You will see the original bridge from the 1790s. Just below the lock, the navigation joins the River Chelmer proper. Ahead, across the broad floodplain, you will be able to see the Chelmsford bypass, which was opened in 1932.

BARNES MILL LOCK

Continue along the towpath until you reach the next lock.

Near the lock you can see a late 18thcentury weatherboarded mill. For much of its life, it was tenanted and worked by the Marriages, a well-known local milling and farming family, connected with the navigation from its earliest days.

SANDFORD MILL

Continue walking along the towpath until you reach Sandford Mill. Here, the navigation takes an artificial cut to bypass the site of the mill. The original mill had four pairs of stones. In 1880, additional power was provided by steam; in 1884, more than 1,500 quarters of waterborne wheat were ground. Gradually the mill decreased its output until it was bought by Chelmsford Borough Council in 1924 for the site of its waterworks. Now 2m gallons of water are daily drawn from the navigation and treated here.

CUTON LOCK AND STONHAMS LOCK

The next lock you will reach is Cuton Lock. Between these two locks there is a good view of Danbury Hill. The highest part, 365ft above sea level, is crowned by a spired church.

LITTLE BADDOW LOCK

Continue along the path until you reach Little Baddow Lock.

Sandford Mill.

Boats from Sandford Boating Club on their end-of-season cruise at Springfield Basin.

Planning

your walk Location

Chelmer & Blackwater

Distance: 22.5km (14 miles) Ease: Challenging Surface: Much of the towpath has been upgraded although it can become muddy in wet weather. We recommend wearing wellies in winter.

Parking: There is plenty of public parking in Chelmsford town centre.

To the right is the site of Johnson’s, alias Little Baddow Mill. This was burned down in 1893 and the site was later acquired by the navigation company which built the present house. Below the lock and beyond Boreham Bridge, rebuilt in the 1950s, there is a good view of Little Baddow church dating mainly from the 12th, 14th and 15th centuries.

When you reach the next road-bridge, you will need to cross over the navigation to continue following the path.

PAPER MILL LOCK

Paper Mill Lock is the base for Essex Waterways and the hub of the navigation. This marked the ‘halfway house’ along the navigation in barging days. On the right of the lock are the stables where the horses spent the night, and on the left is the recently restored early 20th-century bothy, complete with its bunks, where the bargees slept. In 1792, there were two mills on the island to the left, just below the lock. One mill was engaged in grinding corn and the other in making paper. Paper making seems to have been started by John Livermore in the late-18th century. A mill stood on the site until the early years of the 20th century.

RUSHES LOCK

The next lock along the route is Rushes Lock. Beyond the lock can be seen the 13th-century church of Ulting, which was restored in 1873.

HOE MILL LOCK

You will arrive at another lock with moored boats and a camping and caravan site. The lock is contained in an artificial cut that bypassed the mill, which had two wheels and 12 pairs of stones. It was worked until 1895 and pulled down around 1914. Four hundred yards below the lock is

Sugar Baker’s Holes. This was the site in the early 1830s of Marriage, Reid & Marriage’s beet sugar works, one of the earliest in the country.

RICKETT’S LOCK & BRIDGE

This is another of the original red-brick bridges built in the 1790s. Just below the lock is the Langford Waterworks, which takes up to 35m gallons of water daily from the navigation.

BEELEIGH LOCK

Beeleigh Lock is contained in an artificial cut which joins together the Chelmer and Blackwater rivers to form the navigation.

Beyond the lock the excess water from the Blackwater flows over the Long Weir into the tidal reach of the River Chelmer. At this point, the navigation enters the River Blackwater.

Beeleigh Bridge, built in the 1790s, now takes traffic from Langford to Maldon Golf Course, laid out in 1891. A good view of Maldon can be obtained from here. Immediately beyond the bridge and going off to the left is the former Langford Canal, built in 1792, which served Langford Mill. Its disused southern section can be seen making its way across the golf course to the right.

Beeleigh boating.

12

CHAPMAN’S BRIDGE

This is the last of the original brick bridges you will see on the navigation. Just beyond it is the railway viaduct built in 1889 to join the Maldon East and Maldon West stations.

13

HEYBRIDGE

Beyond the second railway bridge a backwater leads off to the right to the site of Heybridge Mill (demolished in 1954).

At this point the navigation leaves the River Blackwater and enters its longest artificial cut which goes through Heybridge to the basin. Heybridge

developed enormously after the opening of the navigation, especially with the siting (in about 1811) of William Bentall’s ironworks beside the navigation where iron ore, coal and timber could be easily imported. The business prospered and Heybridge’s population grew from 368 people in 1801 to 1,177 in 1841. By 1900, the works covered 13.25 acres. At the beginning of the straight cut, beyond Wave Bridge, is Bentall’s warehouse, which was built in 1863 and is now a scheduled industrial monument.

& Blackwater Navigation to the River Blackwater via a tidal sea lock.

No settlement existed here until the 1790s. As sea and navigation trade increased so the hamlet expanded. The cottages adjacent to the basin, date from the 1790s and the Old Ship, formerly the Chelmer Brig, was rebuilt in 1858. The Lock Keeper’s House was built in 1842 and the pair of old cottages nearby date from the 1820s.

HEYBRIDGE

BASIN Heybridge Basin links the Chelmer

The basin could accommodate ships of 300 tons, which once brought coal from Newcastle and timber from Scandinavia.

T I m Le WI s

Heybridge Basin.

Spotlight on...

Aberdulais

IWA’s Restoration Hub and South Wales Branch, in partnership with the Neath & Tennant Canals Trust, are campaigning to protect the Aberdulais Aqueduct and the adjacent lock so they can form part of a restored waterway. Aberdulais Aqueduct, completed in 1824, joins the Neath and Tennant canals. It is an important link in the proposed Swansea Bay Inland Waterway, which would join up with the Swansea Canal to form a 30-mile route.

A feasibility report, carried out in 2012 by Neath Port Talbot Council, did not result in any further action.

In early 2020, Storm Dennis caused further damage to the aqueduct, overwheming the low arches with floodwaters. Debris built up and some masonry was swept away. Flooding also affected local residents, some of whom saw the aqueduct’s removal as the solution.

Climate change is likely to bring more damaging storms and further flooding issues. In 2021, IWA began compiling a heritagepartnership agreement that would bring together the owners of the aqueduct (Port Tennant Company), Cadw (the Welsh Government’s historic environment service), the local authority and Natural Resources Wales (NRW). We felt there needed to be a long-term management plan to agree a programme of works to stabilise the structure. In addition, a longer-term flood management strategy was needed for the area.

Our campaign to save Aberdulais Aqueduct has involved conversations with NRW and the local council. There are concerns that both organisations would support the removal of the aqueduct to alleviate local flooding issues. We have also had meetings with Cadw and the owners of the aqueduct. We are also supporting the local trust to rebuild relationships with local residents and work with the ‘Save the Tennant Canal’ group to create further pressure at a local level.

In August 2021, IWA successfully applied for a Cadw grant to cover the cost of a structural survey of the aqueduct. It was needed to get a better idea of the scale of the repair work and potential cost implications. Mann Williams, which specialises in creative conservation of historic buildings and structures, undertook the survey and produced a report at the end of January 2022.

The main conclusion of the investigation and report is that, despite appearances, the condition of the monument is relatively stable and, in its current state, repair is feasible. IWA believes urgent and immediate works should be done as quickly as possible to mitigate further damage, which would increase the cost and complexity of repairs.

In early May 2022, IWA, Neath & Tennant Canals Trust and Cadw jointly hosted a site visit with all the key stakeholders (NRW, Neath Port Talbot Council, the owners of the aqueduct and

Aberdulais Aqueduct, a Grade II* listed building and Scheduled Ancient Monument, is at risk from the effects of climate change.

Aberdulais Aqueduct after storm damage.

Network Rail) to discuss and agree the next steps for the project to conserve the structure and consolidate what is currently there, so that in the future it can be strengthened, relined and reverted back to navigation.

At a local level, there is a growing awareness of heritage and the importance of project heritage assets in the area. We believe there is a real opportunity to save this heritage asset and will continue to lead on this campaign.

It’s a complex multi-agency situation involving flood management, water supply to the Tennant Canal and repairs to a significant river weir but, hopefully, stabilisation work will ensure the aqueduct is protected for future regeneration plans.

What's next for Aberdulais?

• All involved support the idea of a appointing a contractor to undertake the urgent/short-term works identified in the Mann Williams report.

• IWA has asked Mann Williams to look into the cost of preparing a tender document to go out to contractors to cost the work.

• Crucially, funding needs to be found for this work – Cadw indicated it would fund more than 50% of the cost but we would need to source the rest. IWA South Wales Branch and the Neath & Tennant Canals Trust are looking into options for fundraising, including crowdfunding.

• IWA will continue to engage with Neath Port Talbot Council, Cadw and Natural Resources Wales to protect the canal and its restoration so it features in their future plans. We will demonstrate the benefits of waterway regeneration and protecting assets from flood damage. Considering the next steps.

Side view of storm damage.

Authenticity, space and place

started painting as a way to try and stop my head from just unravelling,” says Kay, who is a Canal & River Trust licensed roving trader called Kay’s Canal Crafty Arts. She explains how, after taking redundancy from a lecturer post at University College London in 2014, she went to Los Angeles to manage a special programme at the University of Southern California for a year. Returning to the UK, Kay embarked on a PhD, while also, as she describes it, “buying a 1973 narrowboat on something of a whim and starting to paint”.

“I

“There was a lot going on,” she continues. “I’ve had mental health challenges for years and the painting seemed to help with that. I gradually started advertising my painted wares on various Facebook groups and Instagram, and people seemed to like them and started buying them. So that’s how I became a waterways trader.”

Kay now earns a living selling her handpainted canal art on traditional canalware and other items from her 32ft Braunston ‘Barney’ Boat, which is called Pea Green –the name is after the Edward Lear poem ‘The Owl and the Pussy Cat’. The items are interesting upcycled and new pieces, including lanterns, planters, teapots, coffee pots, Christmas decorations and hanging slates. When not cruising the canals, Pea Green is moored near Welford Wharf on the Leicester Line of the Grand Union Canal.

Networking the 500

There are more than 500 roaming traders on the canals, according to a Freedom for Information request Kay made to CRT.

She is an IWA member and adds, “I believe that the resources IWA provides in ensuring the All-Party Parliamentary Group for the Waterways meets and shares lived waterways experiences with supportive parliamentarians are hugely important to all of us who earn a living on inland waters.”

Kay makes good use of the roamingtraders network to find good spots to moor up and trade.

“You see other roving traders who are clearly working very hard and trading every weekend, and I’ve got to know some of them, so if I’m heading in a certain direction, I’ll ask them where spots are,” she explains. “I’ve returned to places over the last three or four years where I’ve done particularly well and built up a bit of a customer base in those areas. People do come back and find me, which is really nice.”

Kay doesn’t sell at floating markets, for a couple of reasons, not least the weather. Pea Green doesn’t have a rain cover for trading, so if the weather is bad, she can’t display her painted wares on the boat.

Roaming for trade

Kay lives on Pea Green during the summer months, generally from the end of May to late October. In 2021, she travelled from

She tries to get a good spot on a Friday and then opens for trading on Saturday and Sunday. Occasionally, she will also trade on weekdays, especially on bank holiday weekends. It takes an hour to set up because the entire roof of the boat is covered and then another hour to pack away.

“It’s really hard work,” she says. “I don’t have a car with me when I’m travelling, and the boat is so tiny there’s not much storage space. It’s very challenging. You do trade well over the weekend, which is fabulous. But then, you’ve got five or six days to try and get to towns and restock, then paint the new finds.

“A lot of my pieces are second hand, so I trawl charity shops finding things to paint. Back at the boat, I clean them up before painting – while also doing all the boat work you need to do, such as moving it, filling with water and food shopping, and trying to find a laundry, and then getting to the next place where you’re hoping to moor up to trade. You want to be trading in spots where there are people on walks, or visiting and on boats.

“By the time I got back in November last year, I was pretty worn out,” she says, adding that while Monte (aka MontefioreMontague) the boat cat travels with her, and is a good companion, he mostly just sleeps. “I’m trying to train him to paint, but he’s really only good with paw prints,” she jokes.

Historian Kay Andrews is drawn to IWA’s work in canal heritage and history. She sells hand-painted canal art on traditional canalware and other items.

Welford Arm (Leicester Line) up to the Wirral, trading most weekends.

Teapots and gin bottles

Kay admits to being fussy about the items she likes to buy for upcycling, looking for things with a bit of a “vintage antiquey” feel to them, especially old stoneware, jars and jugs, teapots and gin bottles.

“Years ago, I learned about antiques and ceramics, so I always look out for Denby ware and other interesting makes that kind of fit with my style,” she says. “It’s difficult to articulate. I’ll look at one white jug and it just doesn’t feel right for some reason. And another white jug, the shape just seems interesting and it’s got a certain appeal to it and I think it will look good painted.”

She builds up the stock all the time, mostly second hand, although she does add new items such as planters and enamel mugs. The ongoing process is demanding, often leading to days when, after the weekend’s trading is done, Kay moves the boat for two or three hours, then gets up very early the next morning to move the boat again to a quiet spot, ties up and then paints from around 10am to 6pm.

“Not every week is like that, but if boatyards want a large order of stock and I am trying to restock the boat, it can get busy. I try to do my painting to be selling and also trying to get those orders out. I take commissions and sell painted wares through the museum shop at Foxton Locks.”

Kay taught herself to paint and then spent a day with Judy Tonkin, who taught her some techniques and pointed her in the right direction. Since then, Kay has discovered more about the history of painted canalware, observed other work and learned how the different styles evolved.

“Basically, the various styles came out of different boatyards,” she explains. “In each boatyard, there was a master painter and apprentices who would learn a very specific style. And, of course, lots of boat people also did their own painting. The museum at Foxton has various styles of painting on display, and you can pick out different styles of roses. It’s often the petals that have a specific identifiable style.”

Bringing history into art

“I do miss the historical stuff,” Kay adds. Her academic field was Holocaust education, and she brings some history into her art wherever possible.

“For my Instagram and Facebook posts, I try to alternate between posting a photograph of something I’ve painted, then the next post will have a picture of Pea Green in a waterway setting often accompanied by an old Ordnance Survey map or a clipping from an archival newspaper,” she says. “The idea is to provide historical links between the past and present and challenge my followers to raise questions about waterways history.”

Kay says that historical sites are interesting because of the way visitors choose to see them today. The waterways are 200+ years in the making, yet the current narrative is often focused on just one or two events from the past 100 years. She adds that canal history is equally fascinating because of the way it is “seen and not seen, and the concept of authenticity and space and place. It concerns me that often key elements, such as the presence of women, are ignored or written out of the history and canal sites people visit.”

Many years ago, long before becoming a roving trader, Kay worked for a Westminsterbased charity where she learned the importance of communicating the worth of a cause to policymakers as well as wider society. She comments, “This sharing and flag waving for the waterways are among the essential roles undertaken by IWA.”

However, although she explains the history of canal folk art to interested customers, she says that people tend to be most intrigued in the history behind the castle scenes on ‘Buckby-style’ watercans.

“They’ll ask why the castle scene, as often they have heard some myth about it being a romantic dream of the boat people, when actually the origins are probably more mundane, being

influenced by the fashions and ceramic styles of the mid-19th century.”

Kay laughs as she adds, “So I do try and explain the history a bit more to people before they run down the towpath!”

Tambourines, horseshoes and lamps

Back on land during the winter, Kay continues to paint, often on larger narrowboat items such as hatch doors or back doors. She likes doing them in the house as there’s more space to lay them flat between layers of paint, to ensure a good finish. This is particularly important with wood graining or scumbling.

“Over the last six or seven months, I’ve probably had three or four pairs of doors,” she says. “It’s been a steady stream. Although customers don’t always send me the whole door, sometimes it’s just the boards cut to the right shape for a castle or roses. I can’t paint big items on the boat – a 32ft boat just doesn’t have the space!”

Kay adds that there have been some unusual requests where people have sent her items to paint, everything from a Dutch clog to a tambourine, where she painted on the skin of the instrument.

“One of the most interesting pieces for me to paint came from a friend whose father was a steam train driver/engineer. He had a paraffin-powered lantern with a revolving centre, which held three different glass lenses in clear, red and green colours. She wanted it stripped down and painted in traditional canal art because they live on their boat. When I stripped it, the name of the depot that he ran his train from was stamped into it and LNER, the train company, was stamped into the side as well.”

In addition to maintaining the tradition of canal art painting, Kay also keeps busy during her time on land by offering smallgroup painting classes, and, of course speaking to groups about canal art, canal history, and her continuing adventures, with Monte, on Pea Green.