Birmingham and Liverpool Junction Canal facts for kids

Quick facts for kids Birmingham and Liverpool Junction Canal
The former Birmingham and Liverpool Junction Canal near Norbury Junction, now part of the Shropshire Union Canal.
Specifications
Maximum boat beam	7 ft 0 in (2.13 m)
Locks	26
Status	Navigable
Navigation authority	Canal & River Trust
History
Original owner	Birmingham and Liverpool Junction Canal Company
Principal engineer	Thomas Telford
Date of act	1825
Date completed	1835
Geography
Start point	Autherley
End point	Nantwich
Connects to	Chester Canal, Staffordshire and Worcestershire Canal

The Birmingham and Liverpool Junction Canal was a very important waterway in England. It connected Nantwich, where it met the Chester Canal, to Autherley, where it joined the Staffordshire and Worcestershire Canal. This canal was a key part of a big link between Liverpool and the busy industrial areas of the Midlands.

The canal opened in 1835. Later, in 1845, it joined with the Ellesmere and Chester Canal Company. The next year, this bigger company became the Shropshire Union Railways and Canal Company.

Building the Canal: A Look at Its History

In 1824, the Birmingham Canal Navigations was extremely busy. They asked a famous engineer, Thomas Telford, for ideas to make the canal better. He gave his suggestions in September. He also likely suggested a new canal link northwards to the River Mersey. The Birmingham Canal Company called him the 'originator' of this idea.

A new railway line was planned from Birmingham to Liverpool. To compete, the canal companies acted quickly. They asked their agent, Thomas Eyre Lee, to study the idea. The new canal would start at Autherley Junction. This was on the Staffordshire and Worcestershire Canal, near the Birmingham Canal. It would go north to Nantwich. There, it would connect with the former Chester Canal. This canal was already part of the Ellesmere and Chester Canal. This connection would reach the Mersey at Ellesmere Port.

Getting Approval for the Canal

Many people supported the new canal. The Ellesmere and Chester Canal was very keen. Working with them was easy because Telford was their main engineer. The Staffordshire and Worcestershire Canal might lose some business. So, they negotiated special fees and protection for their water supply. The Trent and Mersey Canal was also worried about losing traffic. This made them start work on their Harecastle Tunnel, which had been approved in 1823.

An Act of Parliament was passed in May 1826. This law allowed the company to raise £400,000 to build the canal. They could raise an extra £100,000 if needed. The committee included members from many other canals in the region. Thomas Eyre Lee was the Clerk.

Construction Challenges and Completion

Thomas Telford was the main engineer for the project. Work began from the northern end. The first contract was for the section from Nantwich to High Offley. John Wilson won this contract. Alexander Easton was the resident engineer.

As work continued, they thought about connecting to Donnington and Shrewsbury. In 1827, another Act of Parliament allowed a branch from Norbury Junction to Wappenshall. This connected to the Shrewsbury Canal. The Ellesmere and Chester Canal also got approval for their Middlewich branch. This gave the new canal links to Manchester and the Potteries.

Telford faced many engineering problems. He had to dig very long and deep cuttings, some up to 90 feet (27 meters) deep. The ground was unstable, and landslides were a constant issue. He also had to build a detour around Lord Anson's game reserves at Shelmore. This involved building a large embankment. It was about 1 mile (1.6 km) long and up to 60 feet (18 meters) high.

Telford's health was not good at this time. William Provis was a skilled contractor. He managed to overcome the difficulties. William Cubitt also helped, taking over much of the daily work from Telford. The company also faced money problems. By the end of 1831, they had spent £442,000. They borrowed more money to finish the work.

The canal was finally finished in 1835. The first part opened on January 12. The rest, including the Newport Branch, opened on March 2. The total cost was about £800,000.

Canal Features and Water Supply

The canal was 39.5 miles (63.6 km) long. It needed 28 locks to drop 176 feet (53.7 meters) from Autherley to Nantwich. These locks were mostly grouped together. There were five locks at Tyrley, five at Adderley, fifteen at Audlem, and two at Hack Green. There was one lock at Wheaton Aston. A special "stop lock" at Autherley Junction prevented the canal from taking water from the Staffordshire and Worcestershire Canal.

The canal was built for narrow boats. These boats could be no wider than 7 feet (2.1 meters). The main water supply came from the Belvide Reservoir. This reservoir was near where the canal crossed Watling Street (now the A5 road) on an aqueduct. The reservoir was not big enough at first. So, in 1836, its size was doubled. It can now hold 70 million cubic meters of water. Later, water from the Barnhurst sewage treatment works also helped supply the canal.

Joining Forces with Other Canals

The company worked closely with the Ellesmere and Chester Canal Company. This company owned canals from Ellesmere Port to Chester and from Chester to Nantwich. They worked together to keep making money. This was important because railways were becoming a big competitor.

In 1845, the Ellesmere and Chester Canal Company took over the Birmingham and Liverpool Junction Canal. The next year, the combined company became the Shropshire Union Railways and Canal Company. This happened because of another Act of Parliament. In 1847, the new company agreed to be leased by the London and North Western Railway Company. So, it lost its independence but continued to manage the canals.

How the Canal Operated

The new canal was a big improvement. Before, goods moved between Birmingham and Liverpool using the Trent and Mersey Canal. The new route was 20 miles (32 km) shorter. It also had 30 fewer locks. For journeys to Manchester, it was 5.25 miles (8.45 km) shorter and also had 30 fewer locks.

Disputes Over Tolls

There was always an argument about the special fee, or "compensation toll," charged by the Staffordshire and Worcestershire Canal. This was for using a short part of their canal near Autherley Junction. It was first 2 shillings per ton. But in 1831, they cut it to 1 shilling.

To lower this fee, a group of people suggested building a new short canal in 1835. This "Tettenhall and Autherley Canal and Aqueduct" would bypass the Staffordshire and Worcestershire Canal section. It would even cross over it on an aqueduct. The Staffordshire and Worcestershire Canal was unhappy. But when the bill for this new canal was about to pass in Parliament, they gave in. They agreed to a much lower fee of 4 pence per ton. The bill was then stopped. The threat of building an aqueduct was used again later to get more water and to lower the toll even further.

Goods and Income

The fees for carrying goods on the canal were set lower than planned. This was because of the competition from railways. Lime and limestone were charged at half a penny per ton. Everything else cost 1 penny per ton.

In the first half of 1836, 5,144 boat journeys were recorded. They carried 71,405 tons of cargo. This included general goods, iron, coal, building materials, and lime. The income from tolls was £11,706 in 1836. It rose to £30,859 by 1840, then slowly decreased.

Steam Tugs and Horse Haulage

In 1842, the company was allowed to carry passengers and goods. They could also pull boats for other carriers. The engineer Alexander Easton and canal superintendent Samuel Skey tested using steam tugs. These tugs pulled groups of boats along the canal. The tests were successful. By late 1843, they had eight steam tugs. These tugs pulled boats from Autherley to Ellesmere Port.

However, in 1845, the Ellesmere and Chester Canal started thinking about turning their canal into a railway. They thought trains might be cheaper than tugs. The steam tug project was soon stopped. William Bishton was then hired to provide horses to pull boats on the canal.

Lasting Importance

Even though the canal went through rural areas, it was a very important trade route. It connected two major cities. Because of this, it remained profitable for a long time. Many other canals became unprofitable.

In 1944, most of the Shropshire Union system was closed. But the former Birmingham and Liverpool section stayed open. The route to Ellesmere Port also remained open. It was still important for carrying metal and oil products until the mid-1960s. Today, the canal's quiet, rural setting is a big draw. It is very popular for pleasure cruising and boating holidays.

Points of Interest Along the Canal