The Thames & Severn Canal Through Time

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Cotswold Canals Trust

Hyde Through Time Lee Brown. The line opened to Kemble in , and the tolls on the carriage of materials for the railway's construction improved the financial position of the canal for a short time. The railway company was then taken over by the Great Western Railway , who built a new tunnel at Sapperton , and opened the railway to Gloucester in The Thames Commissioners were also in financial difficulties, and the Thames was nearly unnavigable from Oxford to Lechlade after In , plans to convert the canal to a railway were rejected by Parliament, but the Thames Commissioners were replaced by the Thames Conservancy , and most of the river was soon returned to a navigable state.

The condition of the canal continued to decline. Complaints were made about its state in and , which resulted in surveys being undertaken, but little was done to remedy the situation.

Tales from the Towpath

In , the Thames and Severn company announced that the canal between Chalford and Inglesham would close two days later. At the same time as the Trust refurbished the canal, the upper Thames was upgraded by the Thames Conservancy. Although the canal was re-opened in March , lack of water on the summit level soon closed it again, after which Gloucestershire County Council suggested that they take it over. They did so on 2 July In they began negotiations with interested parties which ultimately led to the abandonment of the canal from Chalford to Inglesham in The Stroudwater Navigation managed to keep the remaining section open until , when it was abandoned, [14] and their own canal closed in Following the publication of Ronald Russell's influential book entitled Lost Canals of England and Wales in , a number of canal restoration schemes sprang up.

Extensive lobbying in resulted in Gloucestershire County Council deciding to rebuild a damaged bridge at Daneway, rather than replace it with a much cheaper low-level causeway, which would have severed the route. In , the Trust commissioned the engineering consultancy Sir William Halcrow and Partners to conduct a feasibility study for restoration of the eastern end of the canal. Funding was provided by the National Rivers Authority , local authorities, and other interested parties.

The report demonstrated that there was a good case for the provision of a navigable culvert beneath the proposed Latton Bypass. In order to provide a suitable structure to drive the restoration forwards, the Cotswold Canals Partnership was established in , drawing together people representing the Proprietors of the Stroudwater Navigation, the Cotswold Canals Trust, councils at district and county level, and a number of other interested parties.

By the time the bid was ready for submission, the HLF were under pressure for the funds they had, and asked British Waterways, who were managing the application, to split the bid and the project into smaller phases.

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With the restoration underway, British Waterways pulled out of the partnership in because of financial difficulties. The role of project leader was taken over by Stroud District Council, and a new body, the Stroud Valleys Canal Company, [26] was created in March to act as a holding company for the assets of the waterway, with a responsibility to manage and maintain it once it is reopened.

They now own most of the canal bed between Wallbridge and Brimscombe. Work on the canal beyond Bowbridge would be handled by volunteers. The Restoration Programme is divided into several key phases.

Thames & Severn Canal

Phase 1b connects the completed Phase 1a section, westwards, to the rest of the inland waterways network, at Saul Junction on the Gloucester and Sharpness Canal. Phase 3 completes the project, connecting Brimscombe Port in the west with Gateway Bridge in the east, via Sapperton Tunnel. Funding was in place for all of the scheduled work, but increasing costs have curtailed the programme.

A revised plan — with increased support from volunteer labour — aims to have restoration completed to Bowbridge by the end of , with all major work eastwards put on hold. The final section of the canal before it joins the Stroudwater Navigation presents particular problems for restoration, as the channel had been used as part of a flood relief scheme by the Environment Agency. Water from the Slad Brook, which is culverted beneath Stroud, joins the canal a short distance above Lower Wallbridge Lock.

The Painswick Stream and Ruscombe Brook join the channel below the junction and flow through the Dudbridge locks, after which the water is discharged into the River Frome below the A Dudbridge Road bridge. As a consequence of its flood relief function, the channel here is classified as a " main river ".

At Capels Mill, the bed of the canal was used as the route for the Stroud Bypass in the s, and so a diversion had to be built at this point. It passes through an area which was used as a landfill site in the s and s.

Cotswold Canals in Pictures

As the project neared completion, open days to allow the public to walk along the bottom of the new canal section were held on 10 and 11 May , and were attended by over 1, people. Tubular vents allow any methane produced by the disturbed rubbish to escape safely. The new section was filled with water and officially completed on 2 June An evaluation cruise was held on 10 November , when the maintenance boat Wookey Hole carried three assessors from the Heritage Lottery Fund, the chief executive from Stroud District Council and their canal project manager, the Mayor of Stroud, and the Cotswold Canal Trust chief executive and vice-chair.

The cruise enabled the HLF assessors to view the work done and to sign off the Phase 1a project, bringing it to a conclusion.

The Cotswolds — Area of Outstanding Natural Beauty

During the execution of the phase 1a project, it became obvious that there would be a shortfall in funding, caused in part by the development of Brimscombe Port being deferred. Thus the Heritage Lottery funded works ended at Bowbridge Lock, and work up to Hope Mill Lock has been undertaken largely by volunteers.

Work had already begun on the restoration of Ham Mill Lock, the next one upstream. In a separate development, water supply to the restored section was improved by building a siphon at Geogh's Orchard Lock, which takes water from a millpond supplied by the River Frome and feeds it into the lock. The pipeline runs over the top of the canal bank, and a solar-powered pump creates a vacuum within the pipe to allow the siphoning to begin.

The volume of water taken is regulated by a gate valve, and is governed by an abstraction licence issued by the Environment Agency. The simpler work includes construction of two new locks, restoration of a further six locks, construction of several minor road bridges, and reinstatement of about 1 mile 1. This section poses some significant engineering problems. A new railway bridge is required at Stonehouse, where the canal has been culverted underneath the Bristol—Birmingham line.

Plans to overcome these obstacles have been produced, but await the necessary funding. The trust will conserve this section of the route until the funding is available. Previous bids for Heritage Lottery funding were rejected in May and November In addition, the Cotswold Canals Trust have offered financial assistance and volunteer labour. The section does not pose the major engineering challenges faced elsewhere, but land ownership is an issue, and there are several miles of infilled canal around Kempsford.

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