The Stroudwater Navigation is a canal in Gloucestershire, England which linked Stroud to the River Severn. It was authorised in 1776, although part had already been built, as the proprietors believed that an act of Parliament obtained in 1730 gave them the necessary powers. Opened in 1779, it was a commercial success, its main cargo being coal. It was in length and had a rise of through 12 locks. Following the opening of the Thames and Severn Canal in 1789, it formed part of a through route from Bristol to London, although much of its trade vanished when the Kennet and Avon Canal provided a more direct route in 1810. Despite competition from the railways, the canal continued to pay dividends to shareholders until 1922, and was not finally abandoned until 1954.
Even before its closure, there was interest in retaining the canal for its amenity value. The Stroudwater Canal Society, which later became the Cotswold Canals Trust, was formed in 1972. Following initial hostility from the proprietors, who had not been stripped of their powers when the canal had closed, agreement was reached and work began on restoration of the waterway. The project gained popularity, and in 2003, a bid was made to the Heritage Lottery Fund for £82 million to restore both the Stroudwater Navigation and the Thames and Severn Canal. The project had to be split into smaller parts, and only the first phase has so far been funded in this way, when a grant of £11.9 million was confirmed in 2006. With match funding, this enabled the section from 'The Ocean' at Stonehouse to Wallbridge to be reopened, together with the Wallbridge to Hope Mill section of the Thames and Severn.
A second bid to the Heritage Lottery Fund for the connection from Stonehouse to the Gloucester and Sharpness Canal at Saul was rejected in 2007. This section presented some engineering challenges, as it was severed by the construction of the M5 motorway and the A38 road. The roundabout where the A38 joins the A419 road was built over Bristol Road Lock, and part of the route was destroyed by flood relief work for the River Frome, while at Stonehouse, the bridge carrying the Bristol and Gloucester Railway had been replaced by a culvert. A bid to the newly formed Gloucestershire Local Transport Board for its reinstatement, and to create a long-distance footpath along the route was rejected, but in 2019 the Heritage Lottery Fund made a further grant of £8.9 million towards the section from Ocean to Saul. Highways England also made a grant of £4 million, to fund the construction of the canal under the A38 roundabout, and it is expected that the Stroud section will be linked to the national waterways network at Saul Junction by 2028. Outside the main restoration, the Cotswold Canals Trust is gradually restoring many of the other structures, with the ultimate goal of re-opening a link between the River Thames and the River Severn.
History
Construction
The first plans for making the small River Frome navigable date back to the last three years of the 17th century. The plan was to serve the woollen industry, by carrying coal from the Severn to Stroud and transporting the finished cloth away to markets, but it was opposed by mill owners, and it came to nothing. The idea was revived in 1728, when John Hore, who had previously succeeded in making the River Kennet navigable, suggested a canal around long, with 12 locks, suitable for 60-ton barges. An act of Parliament, the (3 Geo. 2. c. 13), was obtained in 1730, with support from those who worked in the cloth industry, but opposition from some of the millers, but it seemed to ignore Hore's recommendations, in that it was again based on making the river navigable. As the millers were given powers that would have effectively shut the navigation for two months each year, and the tolls were set at a level that would have discouraged traffic, no further action was taken.
John Dallaway, who had been appointed as a commissioner under the Stroudwater Navigation Act 1729, commissioned the engineer Thomas Yeoman to make a new survey in 1754, and his new plan was published the following year. It was for a navigation from Wallbridge to the Severn, estimated to cost £8,145, which would require 16 locks and four stanks (which were probably half-locks or staunches). In order to placate the millers, water for the operation of the locks would be provided by a reservoir below Wallbridge, which would cover and be filled on Sundays, when the mills were inactive and would not be needing the water. Tolls were set at a more realistic level. While support and finance for the scheme were being gained, John Kemmett, Arthur Wynde, James Pynock and Thomas Bridge devised a scheme which used cranes at each mill weir to transfer cargo, stored in boxes, from a boat on one level to another on the other side of the weir. The (32 Geo. 2. c. 47) authorised Kemmett and the others to construct the canal without any locks to avoid loss of water to the mills. The act allowed two years for completion of the scheme, and although some progress had been made by April 1761, Kemmett was given an extension of six years at that time. After about of river had been improved, the works were abandoned as being too costly.
By 1774, canal building was much better understood, and a new attempt was made. The plan was led by Dallaway's son William, who asked Thomas Dadford Jr. (the engineer on the Staffordshire and Worcestershire Canal) and John Priddy (who had been the engineer on the Droitwich Canal during its construction) to carry out a survey. The cost of a canal which avoided the river and hence the mills, was put at £16,750, and soon £20,000 had been raised. Deciding that they did not need a new act of Parliament, since the powers of the Stroudwater Navigation Act 1729 were still valid, Yeoman, who had carried out the 1754 survey, was asked to survey the route again, and a route was selected, which would require 12 locks. Work started, with Samuel Jones as engineer, but he was replaced by Priddy within a month. A challenge to the legality of building a canal under the Stroudwater Navigation Act 1729 was mounted by landowners and millers in 1775. An injunction was obtained, and the Gloucestershire Assizes ruled that the act did not cover the work. The (16 Geo. 3. c. 21) was obtained on 25 March 1776 to remedy the situation, authorising the raising of £20,000 and an extra £10,000 if required. Both sides commissioned the writing of poems to support their causes.
Work resumed under the supervision of Priddy, but he was soon replaced by Edmund Lingard, who had been the engineer for the Coventry Canal. The canal was opened in stages as it was completed. It reached Chippenham Platt at the end of 1777, Ryeford in January 1779, and it was open throughout to the Wallbridge terminus on 21 July 1779. It had cost £40,930, which had been raised by calling £150 on each £100 share, by borrowing money from the shareholders, by running up debts, and by using the tolls from the parts of the canal which were already open. Traffic was around 16,000 tons per year, which enabled the company to repay the debts and to declare a first dividend of five per cent in 1786.
Operation The locks were suitably sized for Severn Trows, which were , and could carry 60 tons. The canal was not provided with a towing path for horses. Some boats sailed along the canal, but most were bow-hauled by men. Framilode Lock at the entrance to the canal was a tide lock, with multiple gates to cope with all states of the tide. When a vessel arrived at the junction, a rope would be taken from it to the shore, and attached to a capstan, which would then be used to haul the boat into the lock. Once the canal was open, the proprietors worked hard to improve the facilities, and a number of warehouses were built. Many of the shareholders were also involved with the Thames and Severn Canal scheme, which was completed in 1789 and provided a through route between Wallbridge and the River Thames at Lechlade. The navigation was seen as a commercial waterway; pleasure boats were discouraged by the imposition of a charge of £1 (in 2020: £) for the use of each lock.
The main cargo carried was coal. In 1788, a group of shareholders set up a coal committee, and began trading. At first, the product came from the Staffordshire coalfields, travelling via the Staffordshire and Worcestershire Canal, or from the Shropshire coalfields, but this was later supplemented by coal from the south Gloucestershire mines and then the Forest of Dean. This profitable business continued until 1833. Boats that worked the canal included Severn Trows, a type of sailing boat which was fitted with ketch, cutter or sloop rigging. Many were later converted for use as dumb barges by removing the masts, but none are known to have survived to the present day.
In 1794, a basin was built above Framilode Lock, so that vessels could wait there until the tide in the Severn was at a suitable level. This had been requested by the Thames and Severn Canal company, but requests for a horse towing path in 1799 and 1812 were dismissed as too expensive. They eventually provided one after the Gloucester and Berkeley Canal had been built, and the canal was the only part of the waterway from Shrewsbury on the Severn to Teddington on the Thames that did not have one. It was completed in August 1827. The opening of the Gloucester and Berkeley Canal in 1825 required a slight diversion where they crossed at Saul, and the levels were adjusted by building a new lock on the Stroudwater below the junction, to ensure neither company lost water to the other; the new company paid for its construction. After the Gloucester and Berkeley Canal opened to Sharpness in 1827, the link between Saul and the Severn at Framilode was used much less, although coal from the Forest of Dean still used that route.
Traffic, receipts and dividends steadily increased. Tolls rose from £1,468 in 1779 to £6,807 in 1821. The first dividend of 3.75 per cent was paid in 1786, and had reached 15.78 per cent by 1821. Figures for tonnage are not available for the early years, but were 79,359 tons in 1821. There was a dip in the carriage of merchandise in 1810, when the Kennet and Avon Canal opened and provided a more convenient route from Bristol to London, but it picked up again after 1819, when the North Wilts Canal opened, providing a link from Latton near Cricklade to Abingdon via Swindon and the Wilts and Berks Canal, which was easier than using the Thames. The highest dividend paid was in 1833, when shareholders received 26.33 per cent, after which receipts and dividends steadily dropped. In 1859, in order to allow the passage of a coal barge called the Queen Esther, two of the locks were widened.
Decline