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PART 2
What's in a chain?
To most people of a certain age who know anything about cricket, a chain has always been the distance between the
wickets, 22 yards, one tenth of a furlong or one eightieth of a mile. Not any more. Ever since the French invited the
English into a tent to drink some cordial, metric measures have been working their way into our everyday lives.
British Waterways have devised a set of standards, against which waterways are assessed. The purpose of these is to
ensure that the services available to waterway users are adequate and well maintained. The waterways are divided into
units, each of which is assessed against a set of criteria. These units are known as chains. The length of these units
is one kilometre (or it can be less in certain built up areas). That means a chain is around fifty times longer than it
used to be.
There are four groups of standards, Navigation, Channel, Environs and Towpath. The first two, Navigation and Channel,
are concerned very much with the activity of boating. While there is no public navigation at present, other than the
trip boat and the small boat cruises, these standards provide a measure of the progress of restoration. The Navigation
standards range from N1, a commercial waterway used for freight and leisure, down to N7, the dry track of a former canal.
The Channel standards have just three levels, C1 for waterways that consistently exceed the stated gauge depth, C2, those
that meet the published dimensions and C3, those that fall below the gauge due to silting up or excessive weed growth, etc.
The remaining standards, Environs and Towpath, are relevant to all canal users, not just those in a boat. The Environs
standards relate to the appearance and upkeep of services such as car parks, information boards etc. and to issues such
as the amount of graffiti and length of time before it is removed. Waterways standards range from E1 for those that are
visited by large volumes of visitors, to E5, rarely visited lengths. Lastly, the Towpath standards
deal with the state and usage of the towpath. T1 is for densely populated areas or popular locations. T4 applies to
stretches where there is no towpath or it is not continuous. A further level T5, applies to towpaths that are not the
responsibility of the navigation authority.
"What has all this got to do with us?" I hear you ask. "BW doesn't run this waterway". Well The Association of Inland
Navigation Authorities (AINA) liked BW's idea and decided that all waterways should be measured the same way. They have
encouraged all their members (including WACT) to adopt these standards. Following a feasibility study carried out on the
Loxwood link, the Trust decided to adopt the standards and a project was started to develop the procedures and tools
required.
Over the winter, a set of procedures and a database to record the assessments have been developed. We are now preparing
to put them into practice. This is where you come in. We need volunteers to walk each chain and assess the standards by
a set of criteria set out in a questionnaire. If you would like to help with canal restoration, but without getting up
to your knees in muddy water, this might be right up your street.
If you are interested, please contact me by email at Andrew.Belton@btopenworld.com or send your name, address and phone
number to the WACT office, marked for my attention.
With the new chain the length it is, Brian Lara may have to work a bit more on his run rate!
Andrew Belton
How can the Conservation Appeal of the Canal be Increased? -
Introduction
Historically many canal restorations have found themselves at odds with nature conservation organisations, often the
reason for this has been the perception that navigation produces habitat disturbance that destroys vegetation and drives
away wildlife. There is some scientific evidence that boat movements in excess of 1,000 per year do cause such effects on
marginal plant colonies, especially emergent plants rooted in the bottom which grow out into the air and floating plant
mats. The supply of water by abstraction from rivers for canal use often competes with the environmental needs of the
rivers themselves, certain minimum flows being necessary to sustain plant and animal colonies. Our future progress
depends on major funding and the potential sources of this will see both these issues as critical to decisions on
whether such funds are granted. The suggestions given here are intended to provide positive environmental projects
which could be mitigating factors offsetting any potential adverse effects of navigation.
Mitigating Disturbance
Linear "Wetland" for Conservation
Much of the canal route is through remote rural landscape, so by providing a waterway managed for biodiversity and
conservation as well as for navigation, the Trust would be providing an amenity with a more widely based appeal. The
features required have been identified in both the Halcrow report and in various ecological surveys already commissioned.
Adding associated conservation areas alongside the canal route proper would expand the concept further, obvious examples
are woodland and reedbeds, the latter might be sited beyond overflows and would act as both wildlife refuges and purify
the water. The Trust has had an approach in the past from the Woodland Trust so there is some interest locally in
partnerships to maintain such areas. The development of working partnerships with conservation organisations would
provide common understanding and may help the Trust to formulate Conservation Management Plans, an essential need for
funding applications. The canal towpath would provide a possible access route to such areas, and car parking could serve
both attractions, thus minimising the traffic impact on the surrounding countryside. Once vehicle access is available
the establishment of canal focused activities at these points is facilitated.
"Quiet" areas of the canal route
This is a concept used in Poole Harbour where certain areas have speed limits and restrictions on the waterborne
activities allowed. The Trust might explore a similar concept for the more rural lengths of our route by a combination
of design and management e.g. limiting mooring, encouraging lower speeds, with wider shallow margins and embayments.
"Low Disturbance" Canal Craft
Alternative power such as electricity could be encouraged by introducing trip boats and later hotel boats powered in
this way. Such craft only use power when underway and generally, having easily driven hull designs, are lower net users
of energy than diesel or petrol boats. They are much kinder to the environment and emphasise the natural peace of the
waterway and as high users of their relevant pounds would provide a significant improvement in water quality as opposed
to traditional craft. With a little research on the minimal effects they are likely to have on marginal and floating
plants it may be possible to reduce or even exclude them from counts of boat movements.
Water Abstraction
Areas for Fishing
We already have fishing on several pounds, e.g. at Dunsfold, and this has two potential benefits; firstly it could
provide significant income in the future, secondly fish require a maintained level of water which may count as
"environmental" use and have a higher priority than navigation alone. Clearly the rules for fishing would have to
take account of boating, but this should not be an impossible challenge. The fishing lobby is influential with bodies
such as the EA.
Minimising Leakage
It is always a difficult challenge to achieve minimal water loss from the canal, and it is not an activity which
easily attracts funding, but leaks produce very visible results either by flooding below the channel or low water
levels in the canal. Water will become an increasingly valued resource and abstraction from rivers more competitive
in the future, so we will be required to demonstrate excellent retention to justify our claim to a share of what is
available. By an extensive and successful leak reduction programme we would be able to generate evidence to support
such a claim.
The above suggestions would expand the appeal of the canal to environmentalists and others giving wider potential
membership of the Trust and would possibly attract more active volunteers. The water supply needed to maintain levels
could be argued as being for environmental purposes and would probably gain a higher priority than purely for navigation.
More potential funding opportunities would be opened to our applications as a result.
If you agree with my suggestions I would be grateful if you could lobby members of the Council of Management to
give the appropriate priority to these issues.
Tony Pratt
B2133 Project Manager -
B2133 Project Manager's Report
After two special meetings, the Trustees chose their preferred design options for the road crossing. Now Alan Johnson is
generating the application for planning consent and Jim Phillips is starting fundraising. Briefly, the design arrived at
was a compromise of what was desired with what is achievable. Naturally one looks at what will not be achieved, but the
resolve to proceed is already being admired by other canal societies.
To summarise the project, Devil's Hole lock invert and the channel bed from there towards the Onslow Arms will stay at
the same level. Over the DHL invert will be 1.4m (4ft 7in) of water and that will be the top water level at a new lock,
to be built just before one gets to the road. The road is to be replaced at the same level after the bridge is built.
Under the bridge will have a headroom of 2.15m (7ft). This will determine the water level at the bottom of the new lock
and at the top of Brewhurst lock. The water under the bridge will be 1.4m deep, which will determine the bottom mitre of
the new lock and the top mitre of Brewhurst lock. To enable this water depth to be used, it will be necessary to lower
the pound between the new lock and Brewhurst lock. The copings at Brewhurst will be need to be lowered too. The resulting
water level drop at Brewhurst lock will be about 0.85m (2ft 9in). Just for completeness the new lock will accommodate
boats 22m (72ft) long, 4.4m (14ft 5in) wide and have a rise of 1.1m (3ft 7in). The bridge will be 22m long and the
width of the waterway 4.4m. The general channel to Brewhurst will be about 6.7m (22ft)
Raising the road was probably a problem the original canal builders had as well; hence the non-standard rise on both
Brewhurst and Devil's Hole locks. Because of the non-quantifiable risks in raising the road, the need for access over
the site at all times by the emergency services and the advice of the consultants, lifting the road was not really a
viable option.
One major item in the first estimate was the cost of establishing the new channel. The compromise here was to make the
amount of earth moved a minimum, rather than trying to keep the channel dimensions as at present. Doing this has the
advantage of minimising the number of trees to be removed, but importantly it reduces the amount of steel piling required.
The savings on piling and excavation, against the first estimates of cost, were considerable.
The next question is always, when it will it be built? As usual with WACT projects, progress is limited by our
ability to fund the work. Logically we have to divert the public utilities in the road before anything else. Bundled
up with this work is the development of the winding hole to be placed in the canal by the pumping station. This phase
will be expensive and with high up front payments required by Southern Water Services and BT, it will strain the cash
flow. At the time of writing the pub is concerned about the vibration effects of pile driving on their real ale, just
another challenge for this phase.
The second phase will be to lower the pound to Brewhurst and the lock. Here the volunteers will participate as they
did at the aqueduct. Finally the bridge will be built in phase three. The new lock, well, that will be built by the
volunteers whilst the other phases are in progress. It all sounds simple and so it is, there is nothing that we
haven't done before, only this is on a slightly larger scale.
Eric Walker
Restoration Round-up -
A look at what's been happening over the last few months. Compiled by John Wood.
THE TSG (formerly the Eric Walker Group)
Contact Eric on 023 9246 3025 MEETS: Every Thursday and Sunday at least!
At Drungewick Lock, the rebuilding of the west wall was completed in March in good time for the start of the trip boat
season at Easter. By May, Phil Broadley and his team had completed the two waterfalls, an integral part of the
back-pumping operation at the lock. We intend to complete a whole host of jobs before the Small Boat Rally on the
16th May. This includes installing the final lock side bollard, footholds under the lock beams, steps from the training
wall, landing stage for boat crews plus general tidying up of the site. The Drungewick pound looks marvellous now the
water level is at its historic level after locating and repairing a serious leak in this section. We supported the
National IWA 'Waterways Clean-Up' days at the end of March with very useful work carried out towards Southland Lock,
also near Brewhurst Lane.
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THE MID-WEEK WORKING PARTY (M.W.W.P.)
ACTING LEADER: Peter Jackman: - 01483 772132 MEETS usually twice a month
Recent work has included offside bank work at the 'Onslow Arms' and continuing to clear, burn and generally tidy up
below Southland Lock.
THE MONDAY WORKING PARTY GROUP ("Keeping Up Appearances")
LEADER: Brian Crossley - 01737 843192 MEETS: Usually twice a month
By the time you read this, the group should have installed a bench seat at Devil's Hole Lock and prepared both sides
of the lock for grass seeding. We should have also helped Winston Harwood down at Lording's in preparing the picnic
site by raking and seeding. Thereafter the group will add this site to their ongoing task of 'keeping up appearances'.
Brian thought you might be interested in the following piece which appeared in the monthly Working Party News, under
the title of 'Working Party Leader's Newish Motor Car on Police Abandoned Vehicles File'. One of the penalties of being
a member of one of the more mobile working parties is that one's car tends to end up in a shamefully dirty state. One
of Winston's passengers is reported to have muttered he would wipe his feet as he got out of the car.
"On the wet April morning of the AGM, the Monday Working Party was strimming, fencing and installing a bench seat at
Devil's Hole Lock. I was the last to leave and stupidly backed down the towpath slope with my spectacles steamed up.
The car ended up half off the path at a crazy angle with one driving wheel in the air. Further progress was impossible.
We had arranged to meet for lunch in the shelter of the lean-to at the 'Onslow Arms' public house. So I walked back,
everybody volunteered to help, and we all returned to the lock. With some skilful manoeuvring of his car, one of the
team, aided by pushes and shoves from the others, managed to tow me out of my predicament. I would like to record my
deep appreciation. But that wasn't the end of the story!
In the afternoon, two policemen bore down on one of the group who was strimming the canal bank alongside the B2133.
"Have you seen an abandoned car near the lock up there?" one of them asked, pointing in the direction of Devil's Hole.
Apparently, while I was getting help, some public-spirited dog walker had decided my mud-splattered car was obviously
abandoned, noted the registration number and dutifully informed the police. It was explained that the car belonged to
'the boss', wasn't considered a write-off and was now happily back on the road."
To avoid being reported again, I am considering always displaying a sticker with the words POLICE AWARE, and I'm a
little nervous of parking anywhere these days for fear that registration number has not yet been deleted from the
abandoned vehicles file. Perhaps some zealous policeman will have towed it away for scrap. Despite all the trauma
suffered in the cause of the Trust, I understand the Treasurer is unwilling to consider expense claims for car washing!
THE LOXWOOD LINK MAINTENANCE UNIT
LEADER: Peter Wilding - 01483 422519 MEETS: Wednesdays
Getting ready for the new season included repairs to bank leaks above Baldwin's Knob Lock, clearing two fallen trees
lying across the canal and final landscaping work including hedge planting in the Drungewick slipway area and Roger
Dimmick Lane. For the future, much work is needed on the Drungewick Lane to Drungewick Lock new section of the
Loxwood Link, together with the raising of a section of the bank that is presently too low. So, plenty of work ahead.
THE WINSTON HARWOOD GROUP
CONTACT: Winston on 01293 424672 Meets every Tuesday, Thursday and Saturday
The causeway we built last year gives us access to the Lording's site most of the year, which has enabled us to
work through the winter months. The Flood Gates were installed last autumn and it was thrilling to see them working
correctly, i.e. holding back floodwater which has for 100 plus years simply overflowed and eroded the towpath. The
one third of a mile between Lording's and Harsfold is now in water and we are looking forward to the open day and
boat rally on 23rd May. The water wheel is operational, running at 4 rpm lifting large amounts of water and the
occasional unfortunate fish! It's nice to see that the mink and cormorants have not found them all.
Work continues rebuilding Lording's Lock and aqueduct - thousands of bricks to lay, so anybody ho wants to learn to
lay a brick will be most welcome. Building the two remaining arches will be interesting. These will be built on a
huge polystyrene former. The new picnic area, complete with loo, is taking shape. We are 'on site' (driving all
the way down) every Tuesday and Thursday. We hope to see you soon either as a helper, skilled or unskilled, or just
to come and say hello and see at first hand the transformation of the Lording's site.
THE KEITH NICHOLS GROUP
CONTACT: Keith on 01403 753882 for dates and times.
A missive from St. Richard's Hospital, Chichester - it's not compulsory to have replacement knees when you are a
hedge layer, but in my case it helps. Can you get new billhooks on the NHS?
We completed the 240m Drungewick end of the Gauging Station Meadow hedge, a month later than I had expected, in
early March. After a brief discussion it was decided that we should start the second section even though we probably
would not be able to finish it this season. The main reason to start being that the towpath at the Barnsill end of the
hedge was very mucky, therefore by hedge laying it would open that end up allowing a greater airflow to assist in
drying it out. On Tuesday 16th March, Tony had completed 95m of clearance and we layed the first metre. By Monday
12th April, the team had layed 61m with all the associated work in the coppice. That was my last day before going
into hospital, so I used my new acquisition, a 1983 long wheelbase Land Rover, to move 100 stakes and binders to the
site which should keep the team going for a few days. The end of the season approaches rapidly so how far will the
team get - you will be told.
I had an interesting trip to start on the trimming of Brewhurst River Meadow Hedge that was laid last season. Myself,
and a wheelbarrow full of equipment, merrily sped our way to the work site courtesy of a 'ZK' crew training session
on Sunday 21st March. Thanks chaps/chapesses. I unloaded at Baldwin's Knob Lock and proceeded to trim and tuck from
Birch Copse Pumping Station back towards the lock. The weather was rather variable and with the usual Sunday walkers
PR, I did not get as much done as I thought I would (it is voluntary). I was collected from Baldwin's Lock, as a
ferocious hail and rainstorm hit us. I almost felt sorry for the 'ZK' crew, but that soon passed. On the Monday,
Bob, Jeremy and myself completed the remaining 500m in good weather, although lunch was taken sheltering from a
sudden shower, in the lee of Baldwin's Knob Stop Plank Shelter. Does anyone like brambles? If yes, contact me.
Tony and others planted up the 500 saplings that had been heeled in at the Drungewick end of the Gauging Station
Meadow, extending the layed hedge to the field gate on the towpath side, also running from the slipways to the Heavy
Plant Crossing on the non towpath side. That's a load off my mind. In five year's time we'll lay that if there are
any of us left. April 25th, 95m down 100 left.
MAINTENANCE SESSIONS AT TICKNER'S HEATH DEPOT
Contact Colin Gibbs on 020 8241 7736 for more information
These continue most Tuesdays, with an interesting variety of tasks needing to be tackled. Volunteers with
mechanical and woodworking skills particularly welcome, but there is plenty of absorbing tasks for those without.
VISITING GROUPS
Bill Nicholson ('Dig Deep' co-ordinator) reports
The 'Dig Deep' teams returned for another season with the Kent & East Sussex Canal Restoration Group (KESCRG)
visiting on the weekend of 3rd/4th April, followed by 'Bit in the Middle' (BITM on 17th/18th April and then the
Newbury Working Party Group (NWPG) on 1st/2nd/3rd May. It has been very much a case of trying to complete one
project (Sidney Wood) whilst at the same time getting going on another (Haybarn Swing Bridge).
In Sidney Wood the task has been to complete the 350 metres of towpath surfacing down to Lock 16, past the new
run-off weir built last year. By the end of two weekends this had just about been completed. Wet weather on the
last Sunday, means that one more visit will be required to top dress the path with planings at the same time as we
infill the last gap in the towpath bank with imported clay.
Our new project for 2004 is to refurbish and install a swing bridge at Haybarn crossing on the Arun Navigation
section of the Wey & Arun Canal. The bridge was donated by British Waterways and originated from the Leeds & Liverpool
Canal, and is currently stored at Wharf Farm, Newbridge. This required split site working between those doing up the
bridge at Wharf Farm and those preparing the structural work to hold the bridge at Haybarn. At Newbridge, both KESCRG
and BITM have been stripping down the bridge ready for cleaning off the steels and the structural inspection. The old
wooden deck timbers have been removed, retaining bolts cut off and the whole bridge jacked up onto timbers ready for
needle gunning and grit blasting. The bridge will then be assessed by Roy Sutton (IWA Hon Engineer and KESCRG member)
to confirm that it is capable to taking the required loadings. Only when this has been satisfied will we start
demolition of the existing low level concrete deck at Haybarn.
At Haybarn it is necessary to divert the public footpath; which crosses the canal there. BITM have started to erect
the necessary fencing for this and NWPG will complete the diversion during their weekend in May. Horsham District
Council has granted planning permission and London Waterway Recovery Group (LWRG) should be in a position to start
demolition in the middle of May if all is well with the swing bridge. My thanks to both KESCRG and BITM for getting
the project well underway in very mixed weather conditions.
DON'T FORGET!
For just £3.00 inc. postage, you can obtain the 10 maps in A4 size showing all the sites and restoration projects
that have been accomplished over the last 33 years. This booklet also clearly shows the name and location of these sites. Send your cheque, payable to W & A Enterprises Ltd, to Griffiths Avenue, LANCING, BN15 0HW
RECYCLING
Another record! In the quarter from 1st January to 31st March 2004 we collected a total of 15,142 tonnes of old
newspapers and magazines from our two skips. This is the highest quarterly tonnage since we started using our
current merchant, Messrs Aylesford Newsprint, so well done those members and friends who support this branch of
our fundraising.
'BADGES OF OFFICE'
Would any former officers/managers with Dymo-type name badges please return then to John Wood. Blank badges are no
longer available, nor can we get the 'Wey & Arun Canal Trust' headers
David Isted/John Wood -
After running out of milestones to donate and add their details or memories, we now have 25 "infoposts" to be erected
at various sites along the canal. If you would like to sponsor a post with a suitable plaque attached the cost is £100.00.
Gift-Aid forms are available, which makes the total for WACT £128. Contact the Office on 01403 752403 or myself on
01903 507277 and let us know what wording you want on the plaque.
As we are extending our work along the length of the canal, I could do with your help to maximise publicity and public
relations, such as photographs, maintaining notice boards, manning Publicity and Sales Stalls and generally talking to
the people who are interested.
My second home is in Loxwood. Yes, the tin shed at the Onslow Arms! You will find me there most Saturdays. Do come and
talk to me about our various plans, now and for the future.
The Tunnel under the B2133 at Loxwood
This is our next major project and could cost £1.2M! So, here we go fundraising again. How can you help? I'm not asking
for your hard-earned cash, but one or more of these ideas may help......
1 "Cash in the Attic" Yes, time to turn out all those items you have stored away but never use or even see. Take them to
your local auction rooms or, if you want any help, give me a ring on 01903 507277.
2Garage Sale at home. Do take advice on any items that may be valuable.
3Coffee Morning, Tea Party, cakes, pies or anything for sale.
4Card Party, Whist, bridge or any other game that takes your fancy.
5Other ideas welcome.
David Isted
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MEMBERSHIP RECRUITMENT
A large membership is always desirable for an organisation like the Wey & Arun Canal Trust, for a number of good reasons. Firstly, about half of the amount of the adult £10 annual subscription, goes into the canal restoration funds, whilst the balance is used for the cost of producing and posting our quarterly magazine Wey-South Bulletin, together with a small amount needed to cover membership administration costs. Secondly, in recruiting new members we may be lucky enough from time to time to find someone who has professional skills that we can use, such as civil engineering, public relations, fund raising and many other disciplines we need. Thirdly, a larger total number of members means more political clout, but please remember we do welcome 'armchair' members, who for a host of reasons are unable give us any more support than their annual subscription.
If you would like to try to recruit a friend, neighbour, work colleague etc. we will gladly supply you with some ammunition, such as membership application forms, details of the work and aims of WACT and back-numbers of Wey-South. Just imagine how marvellous it would be if every member could recruit just one new member! If you think you could give it a try, then contact John Wood (01903 753099) or the Granary (01403 752403) for a supply of the items mentioned above.
John Wood
Letters to the Editor -
'Cross with the Crossing' - from Peter Wilding
Dear Tim
After 7 years I felt it necessary to resign from the Council of Management because I cannot support the disastrous
decision it made for the canal/road crossing at the Onslow Arms. By 5 votes to 4, plus 1 abstention, it decided not
to raise the road. The consequence is we will have only a narrow concrete boat channel at the bottom of a deep gully
way below the existing bed level; a new lock to the west of the road; and Brewhurst Lock cut down to about half its drop.
The winding hole behind the Onslow Arms is to be filled in (there was no specific decision on this, it was a fait
accompli as part of the scheme) and a new winding hole for 72 foot boats which cannot reach it is to be made opposite
the pumping station. I cannot see the Onslow Arms in the future being the attractive waterside pub alongside a good
canal basin and mooring that it could be. A very costly long sewer diversion of about 115 metres is proposed along the
steep offside bank but costings for a much shorter route of about 25 to 30 metres west of the road were refused.
I am still convinced that with a modest raising of the road it is possible to obtain an adequate canal air draught
with only a slight lowering of the existing water level (by 400mm), no need for a new lock, lowering of Brewhurst lock,
or excavation of the canal. The cost would be £300,000 less than the scheme approved. No convincing reasons to me for
not raising the road were given ('rainwater gullies in the gutter may be affected') the effects on gradient and
adjoining properties are not significant.
To sum up we should press much harder for raising the road and the unsatisfactory alternative should be a solution of
last resort. It is ironic that the winning photograph in our competition is of the 'Onslow Pound'- enjoy it while you
can or support me in preserving it.
Chairman's reply
A lot of research had been done with professional help from Tony Gee & Partners (civil engineers) and Albury Soil
Investigation. This information was put before the Trustees at a special CoM meeting and the decision arrived at
was thought to be the most cost effective solution. To comply with highway specifications the maximum lift allowable
to the road is 442mm (17.5"); this meant that some lowering of the canal bed was inevitable. The dilemma was
between some lowering plus lifting the road, or gain all the air draft by lowering the bed alone, and the closeness
of the vote reflects that dilemma. The latter option was given as the cheapest. None of the options avoided constructing
an extra lock, and that confirms the advice given by Sir William Halcrow and Partners in their Feasibility Report to us
in 1993.
Wey-South Editor: Tim Jolly
All communication and copy either by post to:
2 Southdown Close
Roffey
Horsham RH12 4LD
Or email to: tim.jolly@tesco.net
Material published in this bulletin represents the views of the contributors and should not, unless specifically indicated, be assumed to be the policy of the Trust.
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Next Issue will be published in June. Copy MUST reach the editor by end April please.
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If at all possible please email copy by attachment in Microsoft Word format.
However, typed / WP copy can be scanned and ASCII data on floppy disc is acceptable. Photos particularly welcome.
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