kennet and avon canal IMG_9199

Early plans

 

The idea of an east to west waterway link across southern England was first mentioned in Elizabethan times, between 1558 and 1603,[2] to take advantage of the proximity of the rivers Avon and Thames, only 3 miles (4.8 km) apart at their closest. Later, around 1626, Henry Briggs made a survey of the two rivers and noted that the land between them was level and easy to dig. He proposed a canal to connect them, but following Briggs' death in 1630 the plan was dropped. After the English Civil War four bills were presented to parliament, but all failed after opposition from gentry, farmers and traders worried about cheaper water transport reducing the value of fees on turnpike roads they controlled, and cheaper produce from Wales undercutting locally produced food.[2] The main alternative to road transport for the carriage of goods between Bristol and London was a hazardous sea route through the English Channel. The small coastal sailing ships of the day were often damaged by Atlantic storms, and risked being attacked by warships of the French navy and privateers during a succession of conflicts with France.[3]

 

Plans for a waterway were shelved until the early 18th century. In 1723 the Kennet Navigation through Reading opened. The Avon navigation from Bristol to Bath was opened in 1727; the first cargo of "Deal boards, Pig-Lead and Meal" reached Bath in December.[4] The two navigations were built to meet local needs independently of one another, but both under the supervision of surveyor and engineer John Hore. In 1788 the so-called "Western Canal" was proposed to improve trade and communication links to towns such as Hungerford, Marlborough, Wiltshire, Calne, Chippenham and Melksham. The following year the engineers Barns, Simcock and Weston submitted a proposed route for this canal, although there were doubts about the adequacy of the water supply. The name was changed from Western Canal to Kennet and Avon Canal to avoid confusion with the Grand Western Canal, which was being proposed at the same time.[5]

 

[edit] Construction

 

 

 

 

 

Surveyor, John Rennie: portrait by Sir Henry Raeburn, 1810

In 1793 a further survey was conducted by John Rennie, and the route of the canal was altered to take a more southerly course through Great Bedwyn, Devizes, Trowbridge and Newbury. The proposed route was accepted by the Kennet and Avon Canal Company, chaired by Charles Dundas, and the company started to take subscriptions from prospective shareholders. In July 1793 Rennie suggested further alterations to the route, including the construction of a tunnel in the Savernake Forest.[5] On 17 April 1794 the Kennet and Avon Canal Act received the Royal Assent and construction began. The Newbury to Hungerford section was completed in 1798, and was extended to Great Bedwyn in 1799. The section from Bath to Foxhangers was finished in 1804, and the two were linked by an iron railway until the completion of Devizes Locks in 1810.[5]

 

The canal opened in 1810 after 16 years of construction. Major structures included the Dundas and Avoncliff aqueducts, the Bruce Tunnel under Savernake Forest, and the pumping stations at Claverton and Crofton, needed to overcome water supply problems. The final engineering task was the completion of the Caen Hill Locks at Devizes.[6]

 

[edit] Operation

 

In 1801, trade along the canal commenced, even though goods had to be unloaded at Foxhangers at the bottom of what is now Caen Hill Locks, transported up the hill by a horse-drawn railway, and reloaded into barges at the top. When the flight of locks finally opened in 1810, allowing the same vessel to navigate the entire canal, the rate of carriage per ton from London to Bath was £2 9s 6d. This compared well with carriage by road, which cost £6 3s to £7 per ton, and therefore trade on the canal flourished. In 1812, the Kennet and Avon Canal Company bought the Kennet Navigation, which stretched from Newbury to the junction with the Thames at Kennet Mouth, near Reading. The purchase from Frederick Page cost £100,000, of which £70,000 was paid in cash with the balance paid back over a period of time. The purchase was authorised by the Kennet Navigation Act of June 1813, which enabled the company to raise the funds through the sale of 5,500 shares at £24 each. At the same time work was undertaken to improve the Avon Navigation, from Bristol to Bath, with the Kennet and Avon Canal Company purchasing a majority shareholding in the Avon Navigation in 1816.[7]

 

By 1818, seventy 60-ton barges were working on the canal, the majority of the tonnage being accounted for by coal and stone travelling via the Somerset Coal Canal.[8] The journey from Bath to Newbury took an average of three and a half days. By 1832, 300,000 tons of freight was being carried each year and, between 1825 and 1834, the company had an annual revenue of around £45,000.[5]

 

[edit] Decline

 

The opening of the Great Western Railway in 1841 removed much of the canal's traffic, even though the canal company lowered tariffs.[9] In 1852 the railway company took over the canal's operation, levying high tolls at every toll point and reducing the amount spent on maintenance. Ice-breaking was stopped before the winter of 1857, and traders were further encouraged by preferential tolls to use the railway rather than the canal. In 1861 a new order prohibited any traffic on the canal at night, and, in 1865, boats were forced to pass through locks in pairs to reduce water loss. By 1868 the annual tonnage had fallen from 360,610 in 1848 to 210,567. In the 1870s water abstraction from the canal near Fobney Lock followed the regulations introduced in the Reading Local Board Waterworks, Sewerage, Drainage and Improvements Act of 1870, and contributed to the silting up of locks and stretches of the canal. Several wharves and stretches of towpath were closed. In 1877 the canal recorded a deficit of £1,920 and never subsequently made any profit.[10]

 

The Somerset Coal Canal and Wilts and Berks Canal, which each supplied some of the trade from the Somerset coalfield to the Kennet and Avon,[11] closed in 1904 and 1906 respectively. In 1926, following a loss of £18,041 the previous year,[12] the Great Western Railway sought to close the canal by obtaining a Ministry of Transport Order, but the move was resisted and the company charged with improving its maintenance of the canal.[9] Cargo trade continued to decline, but a few pleasure boats started to use the canal.[13]

 

 

 

 

 

A Second World War pillbox near Kintbury

During the Second World War a large number of concrete bunkers known as pillboxes were built as part of the GHQ Line to defend against an expected German invasion, many of which are still visible along the banks of the canal.[14] They were generally built close to road and rail bridges, which would have formed important crossing points for enemy troops and vehicles.[15][16] After the war the Transport Act of 1947 meant that control of the canal passed to the British Transport Commission, but by the 1950s large sections of the canal had been closed because of poor lock maintenance following a breach in the bank west of the Avoncliff Aqueduct.[5] The last through passage was made in 1951 by nb Queen (Nicholson Guide 7 p59).

 

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