Reports from our Talks Programme
by Peter Keen

The Manchester Bolton and Bury Canal Society — A Talk by Paul Hindle

SCARS has had long standing contact with the MBBCS. Both Societies have gone through similar trials with their restoration work, both have raised funds at waterway event around the country and both have worked alongside each other on various work parties over the years.

They have also exchanged speakers over the years. This time it was the turn of Paul Hindle who came to give a brief history of the canal, followed by an update of the latest works at the Salford end of the canal. Paul has recently rewritten the Towpath Guide for his canal so is well qualified for the task. We are grateful to him for the illustrations for this Report.

The MBBC is, like the Sankey, a dead end waterway, connecting coalfields with customers. The Sankey fed Liverpool and the Cheshire salt-fields whilst the MBBC linked Manchester at one end to Bolton and Bury at the other ends of its Y shaped course. (Left)

Authorised in 1791, it was mostly opened by 1797. It was not linked to the Irwell until 1808, from which it linked up with the Rochdale and Bridgewater Canals in 1838/1839. The canal was just over 15 miles, with 17 locks on the main arm, bringing the canal up to its lock-free summit level. It also had a further 6 miles of associated tram-road feeding coal to its wharves. It had a large feeder Reservoir (Elton — still in use, and home to a sailing club, it is a popular venue for walkers and picnickers) near the Bury branch and two substantial aqueducts along its course. Paul split his talk into sections to cover the Salford arm, and the Bolton and the Bury branches, concluding with the recent restoration work.

The canal left the Irwell via a pair of locks and passed through what was then a very active industrial area with some local companies having their own loading wharves off the main channel. Wharves and locks have long gone. Heading north west, the canal followed the valley of the Irwell, passing Kersal, Pendlebury and Kearsley and climbing all the way via its many locks. Collieries were set up beside the canal or river, or were linked by tram-roads. The embankment for one of these, the Ringley Incline, can still be traced. Coal was loaded aboard the boats in boxes rather than loose, the efficiency of containers is nothing new.

Other features passed included the arm serving the Wet Earth Colliery and Fletcher's Canal serving his own pits.

Soon after crossing the Irwell on a stone built aqueduct, still surviving, the canal made a sharp turn to the north east, entering the bottom set of three locks at Nob End. After a short pound a second set of three locks was negotiated up onto the summit level. Whilst all the lock chambers survive to some degree they are much overgrown, waterless and gateless. Alongside the locks were the lock cottage, canal workshops, two canal cottages a manager's house and the Nob Inn. Only the workshop remains.

At this point the canal splits and Paul first took us along the Bolton arm. Still in water for three quarters of a mile, it is popular with the fishermen and has hosted a trail boat rally.

The reason for the loss of two miles of canal can be found at Hall Lane where there was a fine aqueduct carrying the canal towards Bolton. Unfortunately the lane piercing the structure was designed for quieter slower times and was rather narrow. The Aqueduct was declared "unsafe" by the local council which then experienced great difficulty in demolishing it to make way for a wider road to serve the ever increasing traffic flow.

From Hall Lane the canal traversed what is now Moses gate Country Park and followed the course of the present day St Peter's Way before terminating at twin arms serving two warehouses and their wharves. Quite a headache for restoration.

The Bury arm continued north eastwards for a while with its attendant collieries and mills. Ladyshaw Colliery survived until the late 1960s although not in production during its latter years. Sadly this section of canal is waterless as a result of a catastrophic breach in 1936 when the canal bank slumped down into the Irwell Valley, damming the river and causing extensive flooding. A similar problem had occurred in 1880s but clearly the repair work carried out then was not good enough. Since canal traffic was in decline it was not considered economical to repair the breach so the rest of the canal has been severed from its water supply ever since.

Just off the tow path can be seen a steam crane, once used to load the coal containers aboard the boats. This has been adopted by the Society as its logo, as seen beside the map overleaf.

RESTORATION

Paul then tackled the restoration programme which has only taken place thanks to the efforts of the late Margaret Fletcher, her husband John and the other members of MBBCS who have lobbied, pleaded and persuaded anyone who could help towards the restoration. Eventually a partnership was formed consisting of the MBBCS, British Waterways, local developers and the supportive councils through whose areas the canal passes, all committed to eventual restoration. An Economic and Physical Benefits Survey was commissioned which was officially launched at the Lowry on Salford Quays. In addition to the 6000 jobs and £180M of private investment anticipated there would be other facilities in the form of increased tourism and recreation along with environmental and quality of life improvements

Phase one was that section of canal leading from the River Irwell. Before abandonment there were two locks stepping up from the river. Both were threatened by the construction of a new ring road but sufficient support was obtained to build a single lock off the river, a tunnel below the new road and a second deep lock to bring the canal up to its original level.

From here the canal was to be re-excavated through what will be a mixed development of retail, commerce and accommodation as far as lock three. Large winding holes were to be provided  for boats to moor whilst awaiting passage through the locks and to provide a pleasant water area to be enjoyed by the occupants of the development. After a short section of canal would be lock four and another winding hole before the embankment carrying The Crescent, the A6 leading into Manchester.

All these targets have now been achieved through the cooperation of all the parties involved.

Phase two will consist of the restoration of three zones.

One will be the continuation of the channel below The Crescent (which is to be removed from the main road network and restored to its original appearance as an elegant regency crescent) through Salford

University car parking area  northwards to Frederick Road. This will be carried out in conjunction with the Crescent improvements  by Salford City Council and Salford University. A second project under British Waterways will concentrate on  the summit level between Little Lever and Bury, where the channel is intact with only a few obstacles to be removed. The third area for attention is the restoration of the terminus wharf at Bury which will be carried out by Bury Metropolitan Authority.

Following the usual question and answer session Paul concluded his presentation for which we were most grateful.

Given the current economic climate any restoration scheme is going to be difficult because of limited funding sources. The MBBC however has a hugely invaluable asset in the continued support of the partnership which can locate and tap into those parcels of cash on offer. The Society is to be congratulated on its achievements so far and SCARS wishes it continued success in its future restoration programme.

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