Memorandum submitted by the Lancaster
Canal Trust (BW 25)
1. This submission to the Select Committee
on British Waterways is made on behalf of the Lancaster Canal
Trust, a Registered Charity (240957) by its Chairman David Slater
and Hon Secretary, David Currington.
EXECUTIVE SUMMARY
2. In this submission, after giving details
about the Trust, we seek to look at what has been achieved on
the Lancaster Canal following the Governments initiative of 1999
to "Unlock the Potential" and by its paper "Waterways
for Tomorrow" issued in 2000. In particular we will concentrate
on the term of reference relating to "the financial framework"
of British Waterways and the impact of changes in DEFRA's budget.
3. We will illustrate the way British Waterways
has worked in partnership with other bodies in order to fulfil
its commitments as they relate to the Lancaster Canal.
4. Finally we will illustrate the effects
on the future of the Lancaster Canal that our members feel will
happen if funding cuts are made to British Waterways' budget
THE TRUST
5. Formed in 1963, the Trust's main objective
has been to restore, and reopen to navigation, the 23km of canal
from Tewitfield, (north of Carnforth), to Kendal, closed by the
Ministry of Transport during the northward extension of the M6
motorway, by culverting, rather than bridging, the canal in six
places.
6. Additionally, the Trust supports the
development of the whole canal from Preston to Tewitfield as a
public amenity and seeks to protect the essential character of
the Canal. As a result of the Trust's efforts the following has
been achieved in recent years:
— Many of the original structures have
been protected.
— Further losses of cruising waterway
have been successfully resisted, notably in Preston.
— Improvements have been made to the
towpath by erecting interpretative panels at various sites along
the canal
— Several bridges have been restored
with the active involvement of the Trust
— Only last month a further 10 seats
were installed at the Trust's cost and opened to the public.
— A watching brief kepton all proposed
developments which may have an impact on the Canal and the environment
which it creates to ensure that its character is not disturbed.
RECENT GOVERNMENT
POLICY
7. Since 1968 British Waterways has acquired
several statutory duties:
— The 1968 Transport Act gave a remit
allowing it to develop the waterways' potential for leisure. It
was envisaged that the bulk of the system should be kept for pleasure
cruising.
— The Act also required British Waterways
to ensure that "cruising waterways" must be kept in
a condition suitable for use by cruising craft, that is vessels
constructed or adapted for the carriage of passengers and driven
by mechanical power.
— British Waterways is expected to
promote the use of its waterways for leisure and recreation, tourism,
regeneration, and transport while also conserving their build
and natural heritage
— British Waterways has a duty under
the British Waterways Act 1995 to have regard to the desirability
of preserving public access to towpaths and to work successfully
with a wide range of public, private and voluntary partners to
provide such access and to attract funding for facilities for
users.
8. In the February 1999 announcement about
the future of British Waterways [Unlocking the potential—a
new future for British Waterways 1999], the Government:
— Recognised that the UK's waterways
were a valuable public asset, for too long starved of the resources
needed by British Waterways to care for this national asset.
— Announced an increase in Government
funding to enable British Waterways to make faster progress in
reducing the substantial maintenance backlog resulting from decades
of under-investment.
— Set out a package of measures, founded
on partnership, to enable the full potential of British Waterways'
canals and rivers to be realised and to allow as many people as
possible to enjoy and benefit from them.
9. In 2000, the paper called "Waterways
for Tomorrow", set out the Government's policies for inland
waterways. We would summarise some of those policies that have
applications for the Lancaster Canal.
10. The paper recognised that the waterways
now provided not only a major leisure and recreational resource:
— they acted as a catalyst for urban
and rural regeneration;
— they formed an important part of
our heritage; and
— they made a valuable contribution
to the environment.
All these points apply to the Lancaster Canal.
11. The Government stated it wanted to continue
to maintain these improvements and would continue to:
— Promote the inland waterway; encouraging
a modern, integrated and sustainable approach to their use.
— Protect and conserve Canals as a
vital part of our national heritage.
— Encourage the best and, where appropriate,
innovative use of Canals, maximising the opportunities they offer.
12. The Government would:
(a) Encourage people to make use
of the inland waterways for leisure and recreation, tourism and
sport.
(b) Support the greater recreational
use of the waterways for all, including the towpaths and waterside
paths, where practicable.
(c) Encourage British Waterways
to enter into long term voluntary arrangements with public, private
and voluntary sector partners to improve facilities on the towpath
for walking and cycling, and for other recreational users, where
practicable.
(d) Encourage navigation authorities
to increase access to the waterways for the young, disabled and
disadvantaged.
(e) Look to holiday hire-boat operators
to respond to customer demands and help contribute to the development
of tourism on the waterways.
(f) Encourage navigation authorities
to work with Regional Development Agencies and local authorities
in conserving and developing the waterways.
(g) Promote the waterways as a
catalyst for urban and rural regeneration. We look to the Regional
Development Agencies to take account of the waterways in their
strategies and to support worthwhile proposals for their improvement,
development and restoration.
Urban and Rural Regeneration
(h) Be committed to urban and rural
regeneration as the key to tackling the causes of socio-economic
decline, exclusion and deprivation. The waterways can make a major
contribution to this by acting as a catalyst for economic and
social regeneration.
(i) Commit to the improvement of
waterways and the redevelopment of disused and derelict waterside
land which produces the following benefits:
— removes a potentially dangerous eyesore;
— it creates a pleasant place in which
to live, work and play;
— attracts private sector investment;
— waterside businesses such as marinas,
shops, pubs and restaurants create jobs and generate income from
tourists and other visitors; and
— waterway-related property development
can also provide additional income to support the publicly-financed
waterways.
(j) Support the provision of passenger
boat services on the inland waterways, wherever practicable and
economic;
(k) Encourage the transfer of freight
from roads to water-borne transport where this is practical, economic
and environmentally desirable.
13. None of the above ideals can be achieved
in the long term if the necessary levels of funding for British
Waterways, which will be needed to finance the work. are not themselves
secured on a long term ring fenced basis.
THE CURRENT
SITUATION
Leisure and Recreation
14. Since 2000, British Waterways has worked
to make the open section of the Lancaster Canal more attractive
and accessible to the general public. As examples,
— Towpaths have been maintained and
improved.
— Notice boards and seating erected;
crumbling bridges restored.
— Much of this was in close conjunction
with the Local Authorities, IWA, and our own Trust.
15. However the most dramatic work has
been the construction (with the assistance of Millennium funding)
of the Ribble Link, south of Preston. Opened in 2002, our Canal,
for the first time in its history, was connected to the UK waterway
network; canal users can literally go from London to the Lakes.
This opportunity has been seized upon by a large number of canal
users in recent years. Deprived of access to the Canal and anxious
to explore the attractions of north Lancashire and the nearby
Lake District there has been a noticeable increase in the use
of the Canal and a consequential increase in business for local
economies. Indeed there are currently new marinas and other boating
facilities in the pipeline.
16. The Millennium Ribble Link is proving
hugely popular. Boaters are recommended to book well in advance
of when they wish to travel. The Link has proved a very good example
of British Waterways fulfilling its remit to "promote the
use of its waterways for leisure and recreation, tourism, regeneration,
and transport" and to "form strong partnerships with
the public, private and voluntary sectors" as the construction
of the link and other improved amenities was carried out in partnership
with The Waterways Trust, Lancashire County Council, and The Ribble
Link Trust.
URBAN AND
RURAL REGENERATION
17. The main aim of our trust is to reopen
the 23km disconnected section of the Canal to its original source
at Kendal. Recently this dream has moved a step nearer to fruition
with the completion of the Scoping and Environmental Impact Assessment
regarding the planning and design work for Phase 1 of the Restoration.
18. This was carried out by Messrs Arup
in September 2006 at a cost of some £750,000. (The funds
coming from Rural Regeneration Cumbria (£325,000), South
Lakeland District Council (£325,000), Kendal Town Council
(£15,000), British Waterways (£87,000) and the Lancaster
Canal Trust (£5,000)). Having been out to local consultation,
the results are awaited before Phase I (Kendal Canal Head to the
Town outskirts) of the three phase £60 million project can
hopefully begin.
19. The completion of the project will have
a big impact on the Canal Head area of Kendal and the canal corridor
leading south from the Town as follows:
— The provision of some 2000 permanent
jobs in the Kendal and North Lancashire area, in addition to construction
jobs.
— Restoration of some 52 listed structures.
— Additional tourist revenue of £14
million per annum.
— An additional 1 million visitors
per annum.
— £45 million private investment.
— Bring 35 hectares of "brownfield"
land into use.
— Provide around 620 residential units,
180 hotel beds, and 53,000 m2 of gross floor space in retail,
leisure, business and industry.
— Introduce and promote biodiversity,
including the creation of new wetland habitats.
— Help to promote sport, recreation,
arts trails, sustainable transport links, multi-user trails, and
volunteer projects.
20. The currently derelict corridor will
be regenerated by the restored waterway and associated towpath.
New marinas may well be constructed just outside the town centre
for boat owners to tie up and visit the town by public or water
transport.
21. Planning applications are in the pipeline
from private parties for housing development by the corridor.
The regeneration scheme envisages large number of housing units
being constructed including water front properties
22. It is hoped that following full restoration
operators of water taxis/buses will be able to operate between
Lancaster and Kendal, with many stops in between. There has already
been some tentative talk about possible quarry freight using the
Canal.
23. The Restoration Project is being driven
by a consortium of local bodies under the umbrella of the Lancaster
Canal Restoration project (LCRP). They are The Lancaster Canal
Trust, Lancashire County Council, Lancaster City Council, Cumbria
County Council, South Lakeland District Council, Inland Waterways
Association, The Waterways Trust, and British Waterways.
24. All the above does, we suggest, paint
an optimistic future particularly following the restoration of
the whole Canal. Its regeneration and preservation as national
asset will be of benefit to both local communities and the nation
at large. It fully complies with many of the Government policies
set out above in the 2000 vision for our inland waterways—"Waterways
for Tomorrow" .
25. It also demonstrates that British Waterways
is currently complying fully, (within its current financial capabilities),
with its own statutory duties and, much to its credit, is playing
an important role in the aims and objects of "Waterways for
Tomorrow." Future cut s in funding may jeopardise British
Waterways' effective compliance with its commitments.
THE FUTURE
OF THE
LANCASTER CANAL
26. The extent to which the current situation
has evolved on the Canal is in no small part due to the increased
investment given by the Government, the Millennium fund and other
local bodies and agencies.
27. The increased usage we see developing
on a Canal now open to the rest of the canal network; together
with British Waterways' commitment to the partnership that is
striving for the restoration of the closed link to Kendal, makes
it vital that the Government continues to give its proper support
by ensuring the certainty of future funding at current inflation
protected levels. If all the commitments made in "Waterways
for Tomorrow" are to be fully realised then year-on-year
funding cuts will undermine all that has been achieved so far
and it will appear to the general public that the Government has
yet again reneged upon its promises. Investments in such a large
national asset are not possible on a short term and fluctuating
basis. Assets once renewed or added to must be maintained as any
prudent business knows. To avoid or delay funding for planned
and unplanned maintenance will lead to an increasingly rapid deterioration
of the canals and their infrastructure.
28. How could funding cuts year-on-year
lead to a quite drastic impact on the continued operation of our
Canal; seriously undermine the improvements achieved with recent
investment and negate all the visions and policies so laudably
set out in 2000?
29. First of all we sense a period of uncertainty
and reorganisation within British Waterways' staff that do not
necessarily improve our day to day contacts with them. This in
no way reflects on the individuals but is an obvious outcome as
they struggle to take on evermore work as individuals and with
less money to allocate to their budgets.
30. Against this background we would mention
the Lune Aqueduct. This crosses the River Lune just north of Lancaster
and allows passage to the northern 3mile section of the open Canal.
For a number of years there has been minor seepage from the canal
bed where the aqueduct joins the soil embankment on both the north
and south side of the structure. In March 2006 inspections of
the structure showed that the leakage had become more pronounced.
Temporary repairs costing in the order of £190k were completed,
the canal reopened in late summer 2006.
31. British Waterways stated the need to
affect more permanent and expensive repairs in a year or two.
If funding cuts make this work impossible then the Canal could
be closed at the Aqueduct. Many boats will be stranded in the
northern portion of the Canal and there will be an immediate and
drastic effect on the marinas, and other businesses operating
in support of the Canal users. The impact will also be felt by
those schemes currently in the pipeline for new marinas, holiday
lodges etc. The waterbus that operates between Lancaster and Tewitfield
will no longer be able to survive, (another of the Government's
visions lost). The gradual regeneration of the economy we are
beginning to see this rural part of North Lancashire will be halted.
32. Next we must consider the Ribble Link.
Not all maintenance and repair work is in the domain of old exhausted
canal systems. New assets are also prone to troubles soon after
commission. The Link has developed some faults, with the by washes
and with again some voiding of the embankments. Currently British
Waterways has placed some open-ended operational restrictions
on the use of these locks which can now only be used when British
Waterways staff is present. If the locks were to seriously fail
due to lack of attention to these emerging problems then the Link
could also close. Thus we would be back to having a Canal isolated
once more from the rest of the system. Boats would again be trapped
in the canal and the local economy would suffer at once from the
inability of our new found users to get up to north Lancashire
and spend their money. The knock on effect to the local economy
would be perhaps greater than the Lune Aqueduct closure.
33. Finally, if any closures were made what
would be the effect on the real goal of our Trust; the restoration
of the closed canal up to Kendal. If British Waterways is seen
to be unable to maintain and keep open the existing navigable
part of their Canal then what hope is there for British Waterways'
effective participation in the partnership (LCRP) leading the
restoration attempt. British Waterways was to put in some not
small amount of funding; where will this come from in a climate
of continuous cuts? This again will be seen as direct rejection
by the Government's of all its promises and commitments made in
Waterway for Tomorrow' calling for the restoration of our canals
as a means of regenerating local economies in rural areas; and
giving the opportunity to provide new housing and to promote water
transport.
34. The Trust feels that the funding levels
for British Waterways must be continued at levels needed for British
Waterways to adequately plan for the effective maintenance of
the canal system. As this system grows and grows, as we would
wish, then funding will also need to increase in line with inflation
in order to protect the growing canals which are part of our heritage
and not be cut back as part of some short term politically driven
financial strategy.
Lancaster Canal Trust
January 2007
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