Map of the Burton Corporation Tramways and the Burton and Ashby Light Railway

Operation

Locale Ashby-de-la-Zouch, Burton upon Trent, England

Electric era: 1906–1927

Status Closed

Operator(s) Midland Railway and London, Midland and Scottish Railway

Track gauge

3 ft 6 in (1,067 mm)

Propulsion system(s) Electricity (diesel generation)

Depot(s) Swadlincote

Route length 10.12 miles (16.29 km)

The Burton and Ashby Light Railway was a tramway system operating between Burton upon Trent and Ashby de la Zouche between 1906 and 1927.

Remains of the tram track at Ashby de la Zouche Railway Station

History

The tramway opened on 2 July 1906 and was operated by the Midland Railway. The system used the tracks of the Burton upon Trent Corporation Tramways from a terminus by the Town Hall in Wellington Street through Station Street, Borough Road and Guild Street before using its own infrastructure through Swadlincote to Ashby de la Zouche. There was a branch from Swadlincote and Woodville to Gresley railway station at Church Gresley which opened on 24 September 1906.collectionsonline.nmsi.ac.uk

The journey time from Ashby de la Zouche to the terminus in Burton on Trent was a minimum of 64 minutes and a 10 minute interval service was offered, requiring 17 vehicles.

One unusual feature of the line was the Swadlincote power house which was fitted with two 240 bhp diesel engines, rather than the more traditional steam power. The adjacent depot could accommodate a total of 24 trams but the company only ever owned 20.

The Brush Electric Company of Loughborough provided the open top tramcars. Each had two 25 h.p. Westinghouse 80 motors and capacity for 51 passengers. The livery was Crimson Lake and white with a Midland crest. When the company was taken over by the London Midland and Scottish Railway in 1923, the cars were repainted.

The system was taken over by the London, Midland and Scottish Railway company when it absorbed the Midland Railway in 1923, and the system was closed on 19 February 1927.

At closure, 3 cars were sold to the Tynemouth and District Electric Traction Company and the remaining 10 sold locally for domestic or rural use.

Car No 11 was eventually transported to Detroit where it operated on a heritage trolley line from 1976 until closure in 2003.   It is believed to be in storage at a Detroit Department of Transportation facility as of 2012.Tram at Stanhope Bretby, 1913

1882 Stroudley 0-4-2

London Brighton & South Coast RailwayIllustration: No.191 as running in 1920, still carrying a Stroudley type boiler, but with cast iron chimney and in Marsh livery.

Stroudley’s main line express locomotives for the LBSCR were unusual in that whereas other designers at this period were building engines mainly of the 2-4-0 or 4-4-0 type, the Brighton engines had no leading bogie or even pony truck.  The use of large front coupled wheels for express work was considered in some quarters to be somewhat hazardous, but the engines turned out in fact to be very steady runners and there is no record of any of them having been derailed at speed.  Te design proved to be an excellent one and they took their turns along with more modern classes on the principal Brighton expresses, well into the 20^th century.Heraldics for royal train – at the National Railway Museum

The first engine was No.214 Gladstone, completed in 1882 and 35 others followed down to 1891, numbers 215-20 and 172-200.  The last mentioned were built in reverse order, Nos.198-200 in December 1887, 196 and 197 in May 188, and so on, until the last one No.172 Littlehampton appeared in 1891.  The last ten came out after Stroudley’s death in 1889.  The class had been preceded by the six somewhat similar engines built in 1878-80, but with rather smaller dimensions these never achieved the success of the ‘Gladstones’, and they had all gone by 1904.  Of the ‘Gladstones’ themselves, ten were scrapped prior to the First World War, but no more withdrawals took place until 1923.  The last in service was No.172, scrapped in 1933, but Gladstone itself has been preserved, having been restored to its original condition with the old yellow livery.

The engines were rebuilt by Marsh from 1906 onwards, and many of them acquired boilers with Ramsbottom safety valves over the firebox.  The copper-capped chimney also in many cases gave way to plain cast iron ones, the yellow livery was replaced by Marsh’s chocolate brown, and most of them lost their names.  Under Southern auspices the colour was again changed to green, the numbers became B172, etc. (none ever received a 2000 number), and the few remaining names disappeared, including that of 184, which had borne the name of Stroudley in commemoration of its designer.

Driving wheels – 6’ 6”,  Trailing wheels – 4’ 6”,  Cylinders – 18¼”x 26”,  Pressure – 150 lb.,  Weight – 38 tons 14 cwt.B1 173 Cottesloe at East Croydon c1895

from Chasewater News Summer 1993 –Part 1

From the Editorial

The Editor observed that there was a lot of news to report about Chasewater Railway making it difficult to find space for non-news items.  This must be a good sign as it means a lot more progress is being made on our railway.

Locomotive News

No.4 Asbestos – This loco has remained in service and operated all of our passenger trains so far this season and even passed an intermediate boiler examination in May.  Efforts are still being made to cure a number of minor faults, the worst of which is a badly leaking left-hand boiler clack.  Various attempts at reseating it have failed so a replacement component is now being machined.

No.5 Sentinel – This loco passed its major five-yearly boiler examination in May with no serious repair work being necessary.  The boiler water spaces will now be shot-blasted and painted and some ninety odd ¼” whitworth studs and nuts renewed before the two halves can be re-assembled.  There is a lot of work to be done, but hopefully the loco should be completed in late autumn.

No.2 Lion – This loco also had a visit from the Boiler Inspector in May when it passed its steam test.   The only serious problem is a persistently leaking mud door on the right hand side of the firebox which will require rectification.  Completion of the vacuum brake system and a repaint is now all that is required for the loco to be ready to enter service.

S100 – Still plodding along!

Fowler diesel – This loco has remained in service, being used on works trains and for shunting.  A problem has arisen recently in that it will not start unless the batteries are re-charged immediately beforehand.  Visually it is improving week by week as it is gradually being repainted in black with red buffer beams.  Hopefully once the repaint is complete it will remain in that livery.

DL7 – Following recent work on the main engine and traction electrical system the loco is runable again.  It was used for the evening shunting on June 6^th and performed well with the exception of the brake which requires adjustment.  Only minor superficial repairs and a repaint are now required to complete the job.  It is likely that we will soon have a genuine need for two diesels, as with the track being extended all the time, one will be required for the works train and the other for shunting the passenger stock.  This will be of benefit as it will ensure both locos are started and used regularly.

No.21 diesel – Work on this loco has continued with the filling, sanding and undercoating of its cast iron body members.  When painting is complete the recently repaired engine will be refitted.

Smith Rodley crane – untouched.

Carriage & Wagon News

Great Eastern six-wheel passenger brake – This coach has now, but for a few small areas of panelling and trim, been completed on the wooden superstructure.  The multi-coloured first coat of gloss has been repainted in BR blue to seal it, but unfortunately one or two of the original wooden panels have dried out and now have ¼” cracks appearing.  These will be filled again, and like the rest of the body will be monitored until stable when the top coat will be applied.  The interior of the coach remained warm and dry throughout the winter months to my disadvantage for now we have an unpaid member living-in – a mouse!  Work will soon begin on the frames so as to be ready for the coach’s 100^th birthday celebration in June 1994.

CRC 4-plank coal wagon – Keith has progressed well with the re-planking of this vehicle, and during the best thunderstorm so far this year Tony Wheeler successfully freed off the seized brake rods using Calor gas heat.

Keith Poynter poses next to the CRC 4-plank wagon during a pause in restoration work.

Southern brake van – This van has become our colliery information centre, and judging by the comments overheard from visitors the prospect of brake van rides down the line would certainly be another interest which we could offer to the public.

16 ton Great Western Toad – This van has remained out of service but has now been moved to the C&W yard where restoration can begin.

Dave Borthwick

The Maryport & Carlisle coach, the Midland 4-wheel coach and the Manchester Sheffield & Lincoln coach have remained sheeted up to protect them from the weather.

Wickham DMU E56171&E50416 – a firm offer has now been received from a preservation group based at Llangollen who wish to purchase a two-car set for restoration as a working DMU.  In view of the fact that it would cost the CLR a great deal of money to strip the vehicles of their asbestos insulation, the offer has been accepted.  Exact details of the deal are yet to be finalised but the vehicles are likely to leave Chasewater later this year in return for cash or a replacement coach direct from BR.

44806 waits by Goods Junction signal box whilst the Wickham DMU set passes ...llangollen-railway.org.uk

Gloucester trailerE56301 – This vehicle has also remained out of use, and is also the subject of a purchase offer from another preservation society. The group interested in this vehicle are based at British Nuclear Fuels in Preston and need a coach to get them started in the passenger carrying business.  This coach also poses the problem of asbestos insulation.  Again, details are yet to be finalised but the coach is likely to leave Chasewater this year.

56301 at County School Station on the Mid-Norfolk Railway on 17th December … en.wikipedia.org

Derby centre car W59444 – This coach has remained in service and is quite popular with the public.  It does, however, cause the occasional headache for the station staff as with so many doors (10) the passengers sometimes manage to open them faster than the staff can shut them!  With three out of four of our revenue earning passenger vehicles set to leave Chasewater, members may be wondering how we intend to continue running a train service.  In fact replacement  (asbestos-free) DMUs are being sought, and staff at Tyseley Depot have been very helpful in this.  What will arrive and when?  Watch this space!!

1881  Adams 0-6-0 

London & South Western RailwayIllustration:  No.0101 (later 3101 and finally BR 30566) in 1930.

William Adams’ standard freight engine for the LSWR.  Seventy were built between 1881 and 1886, numbered 395-406, 433-44, 496-515, and some scattered earlier numbers.

Fifty of them were requisitioned by the ROD in 1917, and sent to the Middle East, but some never arrived there, having been sunk in transit.  After the war the others remained in the service of the Palestine and Egyptian State Railways, and several survived until the 1940s.

All of the twenty that remained on the LSWR came into the SR at the grouping in 1923.  They had been placed on the duplicate list as 0397, etc., for many years, and the SR eventually gave them numbers in the 3000s, as 3397, and so on.  The only changes undergone by the class were in the boilers, a number of them having at some time carried the Drummond pattern with pop safety valve on the dome, whilst some others acquired after the grouping some boilers from scrapped 4-4-0s which were originally London Chatham & Dover engines.  These boilers were interchanged from time to time amongst different engines.

Eighteen of the class survived Nationalisation and became BR Nos. 30564-81, and the last was not taken out of service until 1959.

  Driving wheels – 5’ 1”,  Cylinders – 17½”x 26”,  Pressure140 lb.,  Tractive effort – 15535 lb., Weight – 37 tons 12 cwt.

These dimensions varied in later years with individual engines.  Some had 150 lb. pressure with 16645 lb. tractive effort, whilst those built after 1885 had a longer front overhang and weighed 38 tons 14 cwt.Old Adams 0-6-0 at Feltham Locomotive Depot

No. 3167 was an ex-LSW Adams ’0395′ class 0-6-0, built in 5/1883 but lasting until 12/56 – latterly on light duties. Of a large class, it was one of the few not sent abroad during World War I.   © Copyright Ben Brooksbank and licensed for reuse under this Creative Commons Licence.

]]> http://chasewaterstuff.wordpress.com/2012/02/20/steam-locos-of-a-leisurely-era-1881-adams-0-6-0-london-south-western-railway/feed/ 0 chasewater stuff Adams 0101 Adams 0-6-0 Feltham http://chasewaterstuff.wordpress.com/2012/02/19/canal-news-waterscape/ http://chasewaterstuff.wordpress.com/2012/02/19/canal-news-waterscape/#comments Sun, 19 Feb 2012 09:47:10 +0000 chasewater stuff http://chasewaterstuff.wordpress.com/?p=10585 Continue reading →]]> Canal News

Waterscape

Polecat spotted on Midlands canal

15th Feb 2012

There are signs that rare polecats have been making their homes on the Staffordshire & Worcestershire Canal. One of the rare nocturnal waterway predators was spotted on the canal near Wolverhampton.Bridges at Aldersley Junction

2 road bridges, a railway line and the water/sewage pipe all spanning the Staffs & Worcs canal between Aldersley Junction and the Oxley Moor bridge.  © Copyright Richard Law and licensed for reuse under this Creative Commons Licence.

The animal was rescued by British Waterways and the RSPCA after being found swimming in a lock. It was cold and wet, but otherwise unharmed.

Polecats are related to otters and were trapped to near-extermination by gamekeepers and fur trappers in the early 1900’s. As a result, they are now listed on Schedule 6 of the Wildlife and Countryside Act 1981, meaning that they are protected from illegal trapping and persecution. Thanks to this protection, the number of polecats has started to increase, especially in Wales and southern and central areas of England.Polecat – Rebecca Palmer – cheshirewildlifetrust.co.uk

Rare wildlife

British Waterways’ ecologist Paul Wilkinson said “Having reported sightings of polecats using the canals as watery highways is absolutely fantastic. These animals are hard to track, as they do not leave many distinctive signs and often get confused with minks or ferrets. The fact that one has been seen is just brilliant news for conservation.

“Polecats mainly feed on rabbits, but they do have a varied diet. There is a range of habitats along the waterways, so there is a plentiful supply of prey, including frogs and toads”

Although polecats can make their own dens, they tend to use existing sites such as rabbit burrows and log piles. Polecats are often found in woodlands and hedgerows. The waterways offer a huge variety of well protected habitats and safe passage through the landscape for this elusive creature.

 Iron Trunk Aqueduct, 26 February

Come along the open day at the Iron Trunk Aqueduct to find out what works British Waterways will be doing to help restore this waterway wonder.

The aqueduct celebrated its 200th birthday on 21 January last year. Engineers from British Waterways will be carrying out a series of works to help restore this iconic Georgian structure back to its former glory.

At the open day, a team of experts will show you what repairs are being carried out to the aqueduct and explain why it is in need of a makeover. You will delve into the history of the aqueduct, take a tour along and underneath it and join in guided walks along the canal.

The Iron Trunk Aqueduct carried the Grand Union Canal over the River Great Ouse and links the communities of Cosgrove and Wolverton (near Milton Keynes). Built by Leighton Buzzard-based canal engineer Benjamin Beaven, the aqueduct is in fact a replacement structure as the previous brick aqueduct fell down in the night on the 18 February 1808.

This project is being funded by a number of local organisations including the Heritage Lottery Fund, British Waterways, Wolverton Town Council and WREN

11am & 2pm

• Short talk by British Waterways’ manager about the history of the aqueduct and what works are taking place. Meeting point is beside the aqueduct.

11:30am & 2pm

• Guided circular walk, led by Milton Keynes Parks Trust, will depart from beside the Galleon Pub. The walks are expected to last a maximum of an hour and are not suitable for mobility users or pushchairs.

11am – 3pm

• Free trips boat trip (one way), between Cosgrove and Wolverton (trips last about 30 minutes)

• Galleon PH – refreshments, face painting, children’s activities, photographic display

• Car park, Wolverton – scavenger hunt for children, from the MK Parks Trust vehicle

• Below the aqueduct – demonstration of traditional harnessing for a working horse

• Beside the aqueduct – come and see historic narrowboats moored alongside the towpath

• Cosgrove Wharf – children’s activities on the MK Play Association’s Funion Bargee; refreshments aboard Elizabeth of Glamis

Booking is required to reserve your free place on the short talks or guided walks.

Location: Iron Trunk Aqueduct, Cosgrove, Bucks.

Parking: There is parking either at the public car park near to the Galleon Pub (Old Wolverton Road, Old Wolverton, Milton Keynes MK12 5PL) or at the car park alongside Cosgrove Caravan Park. British Waterways team member will be on hand to direct visitors from the car parks to the aqueduct.

 IWA walk on the River DeeRiver Dee

© Copyright Dennis Turner and licensed for reuse under this Creative Commons Licence

 23 February 2012

Grosvenor Arms

32 Handbridge, Chester, Cheshire, CH4 7JE

Related Waterways

River Dee (Cheshire)

Join the Inland Waterways Association for a group walk along the River Dee in Cheshire.

The first half of the walk follows part of the long-distance footpath the Marches Way, beside the river. The second half returns along an attractive old carriageway called the Chester Approach. The walk is 4.2 miles and mainly flat.

10.15am

Meet at the Grosvenor Arms. Memebers and non-members welcome.

News

Hanging around to repair Marple Aqueduct

10th Feb 2012

Specialist contractors are this week abseiling 100 feet off Marple Aqueduct to remove vegetation and carry out repairs. The Grade I-listed aqueduct on the Peak Forest Canal is overgrown with ivy, which is damaging the masonry.

British Waterways’ vegetation contractors will also be cutting back trees and bushes that are hiding the aqueduct from full view.

Marple Aqueduct: towpath looking west

© Copyright Christopher Hilton and licensed for reuse under this Creative Commons Licence

 Peak Forest Canal

The 200-year-old Marple Aqueduct is a Scheduled Ancient Monument, which carries the Peak Forest Canal over the River Goyt. It consists of three stone arches and was built between 1794 -1801.

Mark Ashton, contracts manager, British Waterways, said: “It will be a rare opportunity to watch the contractors hanging over this magnificent aqueduct to remove the overgrown vegetation which has built up over several years. The work that we are doing today will be the first step in safeguarding this important piece of local and national heritage for generations to come and it will make a huge difference to its overall appearance.”

An application to Heritage Lottery Fund (HLF) to carry our further works to underpin the structural integrity of the aqueduct is being considered in the near future.Turflea Lift Bridge – Lifted. Upper Peak Forest Canal, Cheshire  © Copyright Roger Kidd and licensed for reuse under this Creative Commons Licence.

Chasewater Railway – Driver Experience Days

I am pleased to inform you that we have decided on the following dates
for driver experience days in 2012.

Saturday 25th February, Saturday 24th March, Friday 20th April,
Saturday 12th May, Friday 22nd June, Friday 19th October and Saturday
3rd November.

We have designed the days to reflect our industrial heritage. You can
help to get the locomotive into steam, and then have the hands on
experience of driving in the yard before the full round trip of the
line with a coal train, reminiscent of what it would have been like
when the collieries were operating. There will also be opportunities
to participate in shunting the wagons. You will get expert guidance
from our fully trained driver and fireman who will help to make your
day something to remember.

The whole day, including cups of tea/coffee but excluding meals, will
be £200 each. Meals can be purchased on the day from our onsite
restaurant. We do ask that the person who is having the experience is
physically able to climb up and down the locomotive steps, has no
illness or injury that may impair their vision and is over 18 years
old. We also ask that each person brings with them boots, gloves and
overalls/boiler suit as you can get dirty during the day from the
coal. Family and friends are welcome on the day, and they will be able
to ride in the brake van. You are welcome to take photographs and a
complimentary Certificate of Experience of the day will be presented.
A one year free membership to Chasewater Railway is included in the
price. This entitles the holder to free travel on our trains on normal
running days for 12 months.

If you would like to book a driver experience place on any of the
above dates please do not hesitate to contact me via email at
becanddan@sky.com or on 01543
682854

Dan Weeks

1880  Whiteleggs 4-4-2T 

London Tilbury & Southend  Railway

No. 32 in early days.

From1880 onwards the outside-cylindered 4-4-2T was the standard type for the heavy outer suburban traffic of the LTSR, successive designs being produced over this period by T.Whitelegg until 1910 and thereafter by his son, R.H.Whitelegg.

The Midland Railway absorbed the LTSR in 1912, but although it placed the imprint of Derby on all the locomotives by removing the names which they had hitherto carried, and effecting other sundry minor alterations, the class continued to hold undisputed sway on the line, and was even perpetuated by the LMS, who constructed 35 further engines between 1923 and 1930.

There were, broadly speaking, three main varieties.  The first lot, the smallest, consisted of 48 engines built between 1880 and 1898, these were Nos. 1 to 48 in the LTSR list.  An enlarged version, the ‘intermediates’, appeared in 1900, Nos. 51-68.  Between 1905 and 1911 the last twelve engines of the original class, Nos. 37-48, were rebuilt with much larger boilers, and as such constituted the basis of the final enlarged version, of which four new engines, Nos. 79-82, were turned out in 1909.

When taken over by the Midland in 1912, all lost their green livery and names, and became MR Nos.2110-79.  When the new LMS engines appeared in 1923 they took some of these numbers and thereafter a certain amount of somewhat confusing renumbering took place.  Briefly, the small class finished up as 2056-91, and all were withdrawn between 1929 and 1936.  The ‘intermediate’ class became 2092-2109 and three of them lasted to become BR Nos.41922, 41923 and 41925, but all of them had gone by 1953.

The largest class were finally 41953-64 (the earlier LTSR built engines), and 41928-52, and 41969-78, the LMS ones, which had been originally 2110-34 and 2151-60.   Four of these still remained in service in 1959.  No.80 Thundersley has been preserved in its old LTSR colours.

LTSR Thundersley No. 80 4-4-2T

 It was restored in Norfolk by the celebrated Bill Harvey (Locomotive Shed Master at Norwich) assisted by members of the Norfolk Railway Society.  © Copyright Ashley Dace and licensed for reuse under this Creative Commons Licence.

Sundry modifications appeared amongst the LTSR engines at various times.  The earliest of the small class originally had stove-pipe chimneys, and four were fitted with condensing apparatus.  In later years some of them acquired extended smokeboxes, as did most of the intermediate ones and all of the larger ones, the later also being superheated.

The LTSR, being a Westinghouse line, all engines necessarily had this brake, but many were dual-fitted for working other companies’ stock over its lines.

Dimensions

Small – Driving wheels – 6’ 1”,  Cylinders – 17”x 26”,  Weight – 63 tons,  LMS classification – 1P

Intermediate – Driving wheels – 6’ 6”,  Cylinders – 19”x 26”,  Pressure – 170 lb.,  Weight – 67 tons 16 cwt,  LMS classification – 2P,  BR classification – 2P

Large – Driving wheels – 6’ 6”,  Cylinders – 19”x 26”,  Pressure – 170 lb.,  Tractive effort – 17390 lb.,  Weight – 71 tons 10 cwt,  LMS classification – 3P,  BR classification – 3P

No. 2118, as built by the LMS in 1923.

A hard task!

Feb 15th, 2012 by lizziethatcher

More than 100 tonnes of concrete is to be poured into Chasewater Reservoir to help support the 200-year-old dam.

The concrete will help control the flow of water when the reservoir is full. Repairs to the reservoir’s drawdown culvert (or plughole), have also been carried out.

County councillor Mark Winnington said: “This is the last major milestone in what has been a hugely successful and high profile project to restore one of the most popular country parks in the Midlands to its former glory.

“The county council has carried out vital safety improvements to the overflow to safeguard nearby residents in the event of severe flooding, which will enable us to monitor the condition of the dam much more closely in the future.

“The drawdown culvert – the equivalent of the plughole in a bath – was located and inspected for the first time in over 200 years. Vital improvements have now been made and the project is expected to be complete in the spring.”

Water levels have begun to rise again after the plug was replaced last October. It is expected to be refilled fully by spring 2013.A view from the train.

1879 W.Kirtley 0-6-0T

LondonChatham & Dover Railway

Illustration: a group of three of them in 1935.

Ten shunting engines constructed by W.Kirtley between 1879 and 1893 at Longhedge Works.  They spent most of their working life in the London area at Longhedge shed, but during the First World War they all went over to Boulogne for shunting there at one period or another, although not all at the same time.

Originally LCDR Nos. 141-50, they became SECR 600-9 at the 1899 amalgamation, and in due course SR A600-9 at the grouping.  Nos. 601/5/6/9 were scrapped between 1932 and 1936 and the others, except A607, became 1600, 1602-4 and 1608, No. A607 was transferred to the service list as No. 500S, and sent to work in Meldon Quarries, near Oakhampton, and lasted until1950.  Nos. 1600 and 1608 were sold to collieries in the north of England in 1936, and No. 1603 was scrapped in the same year.  The remaining two survived Nationalisation, No.1602 being cut up in 1951 and No. 31604, renumbered as such, in 1950.

The last survivor of all, however, was No. 1600, which had gone to the Haydock Collieries, Lancashire, where it was in service until 1958.

Driving wheels – 4’ 6”, Cylinders – 17½”x 24”,  Pressure – 160 lb.,  Tractive effort – 18510 lb.,  Weight – 40 tons 15 cwt.

NºA607 (LC&DR Nº148) in unlined SR Black and retaining the brass bunker side plate bearing the legend “SE&CR” fitted by that company when these engines were in ‘austerity’ grey. This loco would become Meldon Quarry shunter Nº500S in 1938. Photograph: Steve Roffey collection semgonline.com

Waterway Watcher

Trent and Mersey Canal near Burston, Staffordshire

Approaching Long Meadow Bridge, No 87. This is an accommodation bridge between pastures by the River Trent (off to the right) and the railway (off to the left). No public route crosses the canal here.  © Copyright Roger Kidd and licensed for reuse under this Creative Commons Licence.

  Volunteers get £28m and the job of cleaning up England’s waterways

Posted by Waterway Watcher on February 11th, 2012

Volunteers get £28m and the job of cleaning up England’s waterways

04 February 2012

Defra has created a £28m Catchment Restoration Fund to fund volunteers who want to reduce pollution in rivers and canals.

The Department for Environment, Food and Rural Affairs (Defra) has created a £28m Catchment Restoration Fund to fund volunteers who want to reduce pollution in rivers and canals.

But there is a question over whether the main threats to the health of watercourses, which are reduced flow and diffuse pollution, can actually be tackled by volunteers.

The fund is part of a £92 million Defra commitment to clearing up England’s rivers and lakes and improve the landscape through which water flows.

Making the announcement, Environment Minister Richard Benyon said: “We’ve all seen examples of rivers choked up with rubbish and weeds and the devastating effects on wildlife and the scenic beauty of these precious places.

“With only a quarter of our lakes and rivers currently providing a home to a wide range of birds, fish and mammals, there is still much more we can all do.”

He celebrated the return of the otter to several waterways, and said he hoped “communities and charities” would take up the offer “and I hope it will lead to us soon celebrating the same sort of success for other treasured wildlife, such as water voles, kingfishers and salmon”.

The money covers work over three years, providing up to £10m each year, in 2012/13, 2013/14 and 2014/15.

The fund will support work that aims to:

• restore more natural features in and around waters

• reduce the impact of man-made structures on wildlife in waters, or

• reduce the impact of small, spread-out (diffuse) sources of pollution that arise from rural and urban land use.

The Environment Agency will administer the fund. Formal applications and expressions of interest for projects starting in 2012/13 are invited by 29 February 2012. A second phase of applications for funding in 2012/13 will run until 18 May 2012.

It covers all rivers, groundwater, lakes, canals, estuaries, coastal waters, wetlands and protected areas such as Bathing Waters, Drinking Water Protected Areas and Sites of Specific Scientific Interest with water related features.

The overriding threat to waterways’ health

The Environment Agency itself issued a study last month which characterised the worst threat facing many watercourses as being simply the water drying up.

The report said that over-abstraction and the predicted impact of climate change could see, by 2050, river levels in England and Wales in summer drop by 80%, with rivers “transformed into puddles of warm, stagnant mud”.

The study, The Case for Change: Current and Future Availability, uses more up-to-date figures and is more precise in its forecasts than an earlier one produced by the Agency, and concludes that “important habitats could be lost”.

Reduced river flow concentrates pollution in the remaining water, worsening its effect on aquatic life. Principal pollutants are no longer due to ‘points of pollution’ from individual industrial sites, since these have mostly been eradicated. Instead they are of ‘diffuse’ sources, such as hydrocarbons in run-off from roads and car parks, and nitrates from fertiliser use.

The lead applicant for the EA funding must be a charity or an organisation with charitable, benevolent or philanthropic purpose. Local authorities or private sector companies can be involved in delivering a project, but only as partners.

A key condition of obtaining funding is “to aim to achieve improved status or prevent deterioration in one or more quality elements in one or more water bodies in England through reductions in pollution, improvements in ecological or morphological conditions, OR, aim to achieve objectives for a Water Framework Directive Protected Area in England.”

Defra therefore hopes that volunteers will use the fund to do the job of cleaning up pollution, but it is open to question whether diffuse pollution and reduced water flow can successfully be tackled by work of this kind.

Deregulation of the environment

The move is in line with Defra’s ongoing attempts to shift the burden of responsibility for protection of the environment from government bodies and business to charities and volunteers in communities.

Other moves in this direction include the transformation of British Waterways into a charity, which is no longer subject to the same degree of public scrutiny.

The timetable for this was confirmed earlier this week by Environment Minister Richard Benyon, along with a promise of £1bn of taxpayers’ money to help it look after England and Wales’ network of 200-year old canals and rivers.

He said that giving the new Canal & River Trust charitable status “will mean new opportunities for revenue through donations, charitable grants and legacies, increased borrowing powers, efficiencies and volunteering activity”.

A further clue to Defra’s philosophy on deregulation this week was the refusal of Environment Secretary Caroline Spelman to deny that “environmental red tape” will not be slashed under Cabinet Officer Oliver Letwin’s zealous campaign to “reduce the burden on business” of all legislation.

Mrs Spelman was questioned repeatedly by Labour MP Joan Walley, Green MP Caroline Lucas and Tory MP Zac Goldsmith of theEnvironmental Audit Committee.

It was put to her that at a 12 January meeting, Letwin told senior Defra officials, and representatives from both the Environment Agency and Natural England that he wanted all environmental guidance to be replaced with a single 50-page document.

The request was reportedly met with “disbelief” by those present.

Mrs. Spelman responded by saying she was “not in a position to confirm or deny the story. I was not at the meeting”.

The rush to enter the lock

Cromwell Lock. The lock gates open, the lights go green and suddenly there is this mad rush to get into the lock. But there’s plenty of room for all.  © Copyright Jonathan Thacker and licensed for reuse under this Creative Commons Licence.

Waterscape

Cromwell Lock

Monday 20 February 2012 – Monday 12 March 2012

UPDATE (15 February 2012): Due to unforeseen circumstances, this stoppage has been delayed for a week. The work is now currently planned in for three weeks starting the 20th February.

Intermarine, on behalf of British Waterway’s Major Works Team, will be re-decking and altering the upstream floating visitor mooring pontoons. This will be whilst concurrently extending/altering/re-decking the downstream lock approach mooring pontoons.

During this restriction, Intermarine will advise craft owners upon visiting site of safe passage.

We apologise for any inconvenience which may be caused, although best attempts will be made to keep disruption to a minimum.

Please expect delays of up to 1 hour maximum.

During work to the moorings, mainly the floating mooring above the lock, all craft are asked to please refrain from mooring here until the work is fully complete.

 Please note this restriction will cover the eventuality of potential problems and issues with water levels.

Approaching Cromwell Lock

Looking northwards and downstream towards the lock. The large arrow and floating barrier on the right direct boats into the lock channel. The lock-keeper’s house is just in view on the left.  © Copyright Trevor Rickard and licensed for reuse under this Creative Commons Licence.