Thames and Severn Canal
In 1783, Parliament passed an act to authorize a canal from the River Severn to Stroud. The bill became law on the 17th of April that year, granting the company powers to raise £130,000 initially and another £60,000 if needed. Josiah Clowes was appointed head engineer in 1783 to assist Robert Whitworth with the survey work. Clowes received a salary of £300 per year as resident engineer. He later gained a reputation that made him highly sought after during his final five years of life before leaving to work on Dudley Tunnel.
The project faced immediate engineering challenges regarding the Sapperton Tunnel. Commissioners from the River Thames argued for narrow boats due to prohibitive costs of a larger tunnel. However, the decision was made to build it as a broad tunnel measuring 23 feet wide and 14 feet high. Work began at the start of 1784 with expectations of completion within four years. The tunnel actually took until April 1789 to finish.
Construction involved sinking 25 shafts along the course to provide access for workers. The first section opened between Wallbridge and Chalford in January 1785. By mid-1786, navigation reached the western portal of the tunnel covering 28 locks from Wallbridge. A wharf was built at Daneway Bridge equipped with a warehouse and coalyard. The summit level and branch to Cirencester were completed in 1787 and became operational immediately upon tunnel opening. The final section to Inglesham Lock finished in November 1789, descending through 16 locks.
Until the summit level was completed, little thought seemed given to water supply issues. It was assumed that the River Frome, the River Churn flowing through Cirencester, and the River Coln would be sufficient alongside springs at Boxwell and a well near Thames Head. The original horse pump at Thames Head was replaced by a windmill but could not stop the summit pound from leaking. Clowes found he could not fix the constant leakage problems.
The flow on the River Churn measured only 30 cubic feet per second whereas calculated flows had been more than ten times this value. The summit level lost around 400,000 gallons daily largely because underlying rock was porous limestone. Estimates suggested half of the daily requirement could actually be supplied despite these efforts. A Boulton & Watt steam engine installed in 1792 pumped water into the canal to compensate for losses.
An extra shallow lock built at Boxwell allowed levels to drop beyond it so more water could be taken from Boxwell springs. Springs breaking through clay lining caused further leakage during summer when receding waters exposed holes greater than available supply rates. In one attempt to conserve water, lock lengths were reduced by 5 feet giving them an unusual double-headed appearance. At King's Reach section east of Sapperton Tunnel, concrete rather than puddle clay lined the canal bed.
Railway competition began in 1836 when the Cheltenham and Great Western Railway proposed a line between Swindon and Cheltenham via Gloucester. The canal company opposed the scheme but received compensation of £7,500 over four and a half years. The line opened to Kemble in 1841 while tolls on carriage materials improved finances temporarily. The railway company was then taken over by the Great Western Railway who built a new tunnel at Sapperton and opened to Gloucester in 1845.
Canal tolls were cut to retain traffic but revenue fell dramatically from £11,000 to £2,874 between 1841 and 1855. The Thames Commissioners faced financial difficulties making the river almost unnavigable from Oxford to Lechlade after 1855. Plans to convert the canal to a railway rejected by Parliament in 1866 led to replacement by the Thames Conservancy which soon returned most of the river to navigable state.
Complaints about condition surfaced in 1874 and 1885 resulting in surveys undertaken yet little done to remedy situations. In 1893 the Thames and Severn company announced closure of the section between Chalford and Inglesham two days later. An act of Parliament obtained in 1895 formed a trust with powers to raise £15,000 including representatives from multiple county councils and canal companies. Although re-opened in March 1899 lack of water on summit level closed it again shortly thereafter.
Following publication of Ronald Russell's influential book Lost Canals of England and Wales in 1972, restoration schemes sprang up across the region. Among organizations established that year was the Stroudwater Canal Society which became the Stroudwater, Thames and Severn Canal Trust and from 1975 known as the Cotswold Canals Trust. Volunteers have worked since then to restore both waterways through extensive lobbying efforts.
Extensive lobbying in 1979 resulted in Gloucestershire County Council deciding to rebuild a damaged bridge at Daneway rather than replace it with cheaper low-level causeway that would have severed the route. Two years later County Council support required when project benefited from 20 workers and £17,000 budget for materials under Job Creation Scheme set up by Manpower Services Commission. The council had to manage this scheme while volunteers continued their work restoring infrastructure along the abandoned waterway.
In 1991 the trust commissioned engineering consultancy Sir William Halcrow and Partners to conduct feasibility study for eastern end restoration. Funding came from National Rivers Authority local authorities and other interested parties. Report demonstrated good case for navigable culvert beneath proposed Latton Bypass despite initial rejection. Negotiation continued helped by grants of £250,000 from Gloucestershire County Council and £125,000 from North Wilts District Council leading Department of Environment decision in 1997 that culvert would be provided under road.
To drive restoration forward Cotswold Canals Partnership established in 2001 drawing together representatives from Proprietors Stroudwater Navigation Cotswold Canals Trust district county councils and other interested parties. In 2002 waterway identified as high priority in Association of Inland Navigation Authorities report entitled Vision for Strategic Enhancement of Britain's Inland Navigation Network. Estimated project cost reached £82 million requiring substantial fundraising efforts before any major construction could begin.
Having raised £100,000 Cotswold Canals Trust lodged money with Waterways Trust hoping it could serve as match funding for potential grants received. Andy Stumpf became full-time Regeneration Programme Manager working on major bid application to Heritage Lottery Fund canal visited by Charles Prince of Wales acting as patron of Waterways Trust. A Heritage Survey costing £60,000 funded by Inland Waterways Association carried out alongside Community Development Plan and Visitor Management Strategy costing another £30,000 all prerequisites for main HLF bid submission.
By time bid ready for submission HLF under pressure for funds they had asked British Waterways managing application to split bid into smaller phases. At end of 2003 provisional grant of £11.3 million awarded enabling restoration of Stroudwater Navigation between Stonehouse and Wallbridge plus Thames and Severn Canal between Wallbridge and Brimscombe Port. Additional £2.9 million received from European Inter-Regional budget for first phase. By January 2006 grant rose to £11.9 million receiving further £6 million match funding from South West England Regional Development Agency.
Restoring the central section poses several major engineering difficulties including inadequate water supply and collapsed Sapperton Tunnel blocked by two rock falls. Parts tunnel cut through stable Great Oolite limestone at Coates end or Inferior Oolite towards Daneway end but length near middle and at Daneway end cut through fuller's earth which expands when wet causing heave bottom tunnel resulting wall roof falls.
In addition there are two missing railway bridges an aqueduct and 31 locks to rebuild requiring significant investment yet no substantial funding in place as of May 2015 for any restoration projects on this section. As project neared completion open days held 10th and the 11th of May 2013 attended by over 1,800 people allowing public walk along bottom new canal section where domestic rubbish removed relocated site covered crushed recycled concrete layer Bentomat geotextile topped subsoil topsoil obtained elsewhere site tubular vents allow methane produced disturbed rubbish escape safely.
New section filled water officially completed the 2nd of June 2013 after evaluation cruise held the 10th of November 2017 maintenance boat Wookey Hole carried three assessors Heritage Lottery Fund chief executive Stroud District Council mayor Stroud Cotswold Canal Trust chief executive vice-chair travelled Ocean Stonebridge eastwards Bowbridge Lock stop lunch Upper Wallbridge Lock enabling HLF assessors view work done sign off Phase 1a project bringing conclusion official opening Wallbridge Lower Lock took place the 2nd of February 2018 Prince Charles cut ribbon celebrate reconnection Thames Severn Canal Stroudwater Navigation unveiled commemorative plaque.
A number buildings associated canal survived appear listed building register including five circular cottages built with three floors lower floor intended store access outside set outside steps leads up first floor around 15 feet diameter designed living area equipped cooking range staircase built inner outer wall leads up circular bedroom second floor round houses situated Lechlade Round House Inglesham entrance lock from Thames Marston Meysey Cerney Wick near Latton next lock 39 Coates close eastern portal tunnel Chalford next lock 13.
Some pointed slate roof others lead cone collected rainwater drinking built 1790s use lock-keepers lengthsmen not particularly popular due limited amount space problems finding suitable furniture circular room. In 2002 British Waterways bought lock Inglesham adjacent round house safeguard route canal after they pulled restoration scheme sold house bought member Cotswold Canals Trust transferred ownership lock trust June 2010 Inland Waterways Association mounted national campaign £125,000 enable Inglesham Lock around 4 miles pound above restored work refurbishment lock structure began 2016 completed May 2019 tidying site continuing until September.
Continue Browsing
Common questions
When was the Thames and Severn Canal authorized by Parliament?
Parliament passed an act to authorize the canal on the 17th of April 1783. This bill granted the company powers to raise £130,000 initially and another £60,000 if needed.
How long did it take to complete the Sapperton Tunnel for the Thames and Severn Canal?
Work began at the start of 1784 with expectations of completion within four years but the tunnel actually took until April 1789 to finish. The project faced immediate engineering challenges regarding the construction of this broad tunnel measuring 23 feet wide and 14 feet high.
What caused water supply issues in the summit level of the Thames and Severn Canal?
The summit level lost around 400,000 gallons daily largely because underlying rock was porous limestone. A Boulton & Watt steam engine installed in 1792 pumped water into the canal to compensate for these losses.
Why did the Thames and Severn Canal close between Chalford and Inglesham in 1893?
The Thames and Severn company announced closure of the section between Chalford and Inglesham on two days later after the announcement in 1893 due to lack of water on the summit level. Although re-opened in March 1899 the canal closed again shortly thereafter.
When was the first phase of the modern restoration of the Thames and Severn Canal officially opened?
Restoring the central section posed several major engineering difficulties including inadequate water supply and collapsed Sapperton Tunnel blocked by two rock falls. New section filled water officially completed the 2nd of June 2013 after evaluation cruise held the 10th of November 2017.