The Inland Waterways Association

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  • New guidance helps boaters navigate the switch to lithium batteries

    New guidance helps boaters navigate the switch to lithium batteries

    Lithium batteries are becoming increasingly popular with boaters looking for more efficient ways to power their boats, but making the switch is not as simple as replacing one battery with another. New guidance from IWA and the Cruising Association (CA) aims to help boat owners understand what is involved and make safer, better-informed decisions.

    The Installing Lithium Batteries for Domestic Power on Pleasure Craft guide has been produced jointly by IWA’s Sustainable Boating Group and the CA’s Regulatory & Technical Services Group. It explains the complexities of lithium iron phosphate (LiFePO₄ or LFP) battery systems and sets out current good practice, providing a practical checklist for boat owners.

    Unlike a traditional lead-acid battery, an LFP battery cannot simply be dropped into an existing electrical system. The battery, charging equipment, protection systems and wider installation all need to work together safely.

    Bowman Bradley, Chair of IWA’s Sustainable Boating Group, said:

    “ Even before installing Lithium batteries, canal boat electrical systems are becoming increasingly complex. Lithium batteries bring a new set of risks, but these can be managed safely, as we manage other risks on boats such as gas and fuel systems.

    “This does require the whole system to be considered, not just to drop in a replacement battery. Unfortunately, standards, training and the industry itself are only just starting to catch up with this technology.

    “This new guide is an important step forward in advising the ordinary boater about what to look out for to improve the safety and quality of their lithium battery system, whether DIY or professionally installed.”

    IWA’s Sustainable Boating Group has been working with the CA to develop practical information that reflects the current state of the technology, while recognising that standards and industry practice are still developing. The original aim was to provide guidance for boaters installing their own LFP systems for domestic or ‘house’ electrical loads. However, the organisations concluded that the understanding of LFP installation is not yet sufficiently mature to provide definitive instructions for amateur installation.

    Instead, the guide helps boaters understand the system as a whole and provides questions to ask when specifying, installing, commissioning and maintaining an LFP system. As battery technology develops and more boaters consider alternatives to traditional power systems, having clear and impartial information will become increasingly important. The guide provides a starting point for understanding the technology and making informed choices, whether working with a professional installer or assessing what an installation might involve.

    IWA and the CA do not recommend self-installation for the vast majority of boat owners. Anyone considering a switch to LFP batteries should read the guidance before purchasing equipment or starting work, and use its checklist to help inform discussions with a suitably experienced professional.

    Download the IWA and CA guide to Installing Lithium Batteries for Domestic Power on Pleasure Craft.

  • IWA secures improvements to Canal & River Trust’s Restoration Delivery Plan

    IWA secures improvements to Canal & River Trust’s Restoration Delivery Plan

    IWA has worked with Canal & River Trust (CRT) to help improve its revised Restoration Delivery Plan (RDP), published this morning (28th July 2026), which will provide the framework for future restoration of canals not currently open to boats and managed by the Trust. Through reinforcing the importance of a friendly approach to waterway restoration and encouraging CRT to consider restoration as a core charitable objective rather than a secondary priority, IWA is pleased that the Trust has listened and that the result is an improved plan. 

    The Restoration Delivery Plan is intended to set out how the Trust will work with restoration promoters and other partners to deliver the restoration of waterways across England and Wales. As a critical friend to CRT, IWA has engaged constructively with the Trust’s senior management to ensure that restoration receives the support and strategic priority it deserves. 

    Through detailed engagement with the Plan, IWA has helped move the document towards a more positive, practical and delivery-focused one that better reflects the ambitions expected of a major national charity. The discussions have also led to improvements in CRT’s internal restoration processes and a better mutual understanding of how restoration activity should be managed across the Trust’s network.  This, however, needs to be matched by restoration groups becoming increasingly professional when undertaking construction work, both onsite and with design and Health & Safety paperwork. 

    IWA believes this revised approach should act as a catalyst for raising standards across the restoration movement. Through its technical expertise its recently formed Restoration Delivery Group, new Restoration Panel and Waterway Recovery Group, IWA is well placed to provide the guidance and practical assistance that restoration organisations need to deliver successful projects. 

    Waterway restoration is one of IWA’s strategic priorities for 2026, and the Association will continue working with CRT, restoration promoters and other parties to help build a stronger, more professional and more successful restoration sector. 

    George Rogers, Chair of IWA’s Restoration Delivery Group, said: 

    “The publication of the revised Restoration Delivery Plan is a significant step in the right direction. IWA has worked constructively with Canal & River Trust to strengthen both the Plan itself and the processes that support it, and we are pleased that this engagement has resulted in meaningful improvements. 

    “We will continue to engage positively with the Trust and the wider restoration community to support the successful delivery of these shared objectives.”

  • Council’s lack of vision for Exeter’s new A379 canal bridges

    Council’s lack of vision for Exeter’s new A379 canal bridges

    In a joint response to the current public consultation regarding the A379 Bridges Replacement Scheme, IWA and FESCHH say they also believe that the consultation is unrepresentative.

    The consultation, entitled A379 Bridge Road, Exeter: Bridge Replacement Scheme, runs from 15th June – 27th July 2026. Despite Devon County Council proposing five options for the new bridges at stakeholders’ meetings in October 2025, the consultation presents only one for the public to comment on, which proposes replacing the bridges at a similarly restrictive height as the current bridges.

    The Exeter Ship Canal provides a five-mile navigable route between Exeter Canal Basin, in the heart of the city, and the English Channel (via Turf Lock and the Exe Estuary). The two, adjacent bridges carry the A379, a busy dual carriageway, across the canal at its mid-point. Currently, they have exceptionally low air drafts (the clearance between water level and underside of a bridge) which present a barrier to boaters, paddleboarders, cyclists and pedestrians.

    IWA representative Ray Alexander said: “Devon County Council appears to be back-tracking on its own Strategic Outline Business Case (SOBC) for the Scheme, which has previously been approved by the Department for Transport. For example, the SOBC identified the potential for cyclists and pedestrians to pass underneath the new bridges if they were built higher, but this significant safety benefit would be lost if they now press ahead without doing so.”

    IWA and FESCHH point to numerous opportunities and benefits that raising the height of the bridges could bring to the area’s community, economy and environment. These include:

    • Increasing active travel opportunities and safety.
    • Enabling sustainable freight use of the canal.
    • Increasing business and employment opportunities.
    • Reducing pollution and improving the environment.

    Ray Alexander added: “At a time when towns and cities throughout the country are introducing congestion management measures and seeking low-carbon transport alternatives, it would be short-sighted to rebuild the A379 bridges at a height that discourages future, environmentally friendly freight opportunities on the canal.”

    Ellen Stuart of FESCHH points to the opportunities for boosting business and employment. She said: “Increased use of the Exeter Ship Canal would encourage more visitors to the canal basin, riverside quay and city, boosting existing businesses and creating the potential for new ones.”

    Both IWA and FESCHH believe that the consultation is unrepresentative. They say that while the Scheme is entitled a Bridge Replacement Scheme, the consultation contains little information about the five bridge replacement options. Instead, it discounts all options except the one replacing the bridges with an unchanged maximum height and focuses on walking, cycling and public transport measures along the A379 dual carriageway.

    Ray Alexander said: “Our engagement with key interested parties and elected representatives has revealed substantial support for the option of raising the height of the canal bridges, including from the Exeter Harbour Board and Exeter MP Steve Race. It is our view that a consultation cannot be considered representative if it effectively dismisses an option that has demonstrated significant public support without presenting the full case both for and against it.”

    Ellen Stuart concluded: “The Scheme proposes spending up to £50 million of public money (85% from the Department for Transport) on replacing the canal bridges and associated works. If this investment is to serve Exeter and Devon for the next 60+ years, it should future-proof Exeter Ship Canal for leisure, freight and passenger use, rather than merely reproducing the existing constraints. We should be building for the future, not the past.”

    Full Response to Devon County Council Can be found here.

  • Indefinite waterway closures rise by almost 40% – IWA reveals growing network disruption  

    Indefinite waterway closures rise by almost 40% – IWA reveals growing network disruption  

    Britain’s canal and river network is facing growing disruption, with the number of long-term navigation closures increasing by 40% since late 2025, according to new analysis from the IWA.

    IWA’s Waterway Risk Index, launched in November 2025, initially recorded 15 indefinite stoppages across the network. This new assessment identifies 21 indefinite stoppages, defined as a closure that has been in place for more than 30 days without a published reopening date, excluding planned maintenance works. 

    The findings show emerging trends in long-term interruptions to navigation across Britain’s 5,000 miles of navigable canals and rivers and comes against a backdrop of mounting pressures on the inland waterways network, including ageing infrastructure, under-investment, flooding, drought, and the increasing impacts of climate change. 

    Key findings 

    • The number of indefinite stoppages has increased from 15 to 21 since November 2025, a rise of 40%. 
    • The East of England and North West England appear to be among the regions most prone to network interruptions. 
    • Some closures have remained unresolved for many years, with Welches Dam remaining closed to navigation since 2004. 

    Britain’s waterways provide significant public benefits to millions of people, supporting recreation, tourism, nature recovery and local economies. The network also supports more than 300,000 jobs through associated marine, tourism and leisure activity. 

    However, these benefits depend on waterways remaining open and connected. With additional data now gathered, IWA says early patterns are beginning to emerge, with the East of England and North West among the areas showing higher levels of disruption. 

    IWA is calling for transparency around closures from navigation authorities who should publish clear reopening plans wherever possible and provide regular updates on progress towards restoring navigation. 

    While many stoppages are due to unavoidable circumstances such as extreme weather events or infrastructure failures, prolonged closures can have significant consequences for navigation, tourism and local businesses. 

    The latest findings build upon IWA’s wider research into risks facing Britain’s inland waterways. In November 2025, IWA published the first national assessment combining climate risk, including drought and flooding, as well as financial resilience across the network. It found that most waterways face increasing exposure to heavier winter rainfall and drought conditions, while many navigation authorities are operating under significant financial pressure. 

    Taken together, campaigners argue that infrastructure challenges, climate impacts and under-investment increase the risk of further interruptions unless investment and maintenance are prioritised. 

    Lord German, Co-Chair of the All-Party Parliamentary Group (APPG) on Waterways, said: 

    “Canals are green corridors for nature, reconnecting habitats and providing enormous benefits for our health and well-being, but closures threaten all of this. 

    “My beloved local canal is the Monmouthshire, Brecon and Abergavenny Canal, which is often affected by low water levels. These closures impact a wide range of local businesses, so this is timely work from IWA.” 

    Charlie Norman, IWA’s Director of Campaigns and Public Affairs, said: 

    “We have been monitoring all risks to the network since late last year and have identified an upward trend in indefinite stoppages. 

    “We cannot allow a policy of failing to repair waterways infrastructure as it becomes inoperable. Often, stoppages are unavoidable and understandable, but we are doing this work to spot trends and pressure authorities to act swiftly. 

    “Our waterways only work properly when they operate as a connected network. Nobody else is undertaking this type of national monitoring and the Risk Index gives us a baseline from which to measure future changes. 

    “We want our waterways to thrive for us today as well as for future generations. Neglect and under-investment are avoidable, and our Risk Index helps us keep ahead of both.” 

  • IWA seeks Festival of Water site

    IWA seeks Festival of Water site

    Do you know somewhere near you that could host the event? We will consider any suggestion virtually and then follow up with a location visit with a view to asking the landowner for permission to start considering any suitable sites we can identify.

    There are several key main elements that are necessary to consider a site as a possible venue:

    • Firstly, land size. We are looking for a site that is about equal to 3 full size football pitches. This is for the trade site, campsite and car park. Ideally the campsite will need to be adjacent, or very near the trade site, and the same for the car park. The land should be as flat as possible and be alongside a waterway. The trade site area must be together, and not in small pockets.
    • The waterway alongside must be able to accommodate up to 100 visiting boats, preferably double moored. Ideally the towpath will be on the same side as the site.
    • If there is a section of good flat bank that can accommodate floating traders, that would be an advantage. The waterways must be connected to the main network. We have had events on rivers as well as canals.
    • Access onto the land must be good enough for caravans, trailers and suppliers’ vehicles. It should be noted that vehicles can be up to 7.5 tonnes for suppliers.
    • There needs to be a water supply nearby. A fire hydrant is acceptable, as we obtain permissions to use this type of supply.
    • The nearer to a town the event is, the larger the projected attendance. Past events for example have been close to St Neots High Street, Northampton city centre and Ilkeston town centre. All of these enjoyed large attendance.
    • The Festival of Water also seeks to campaign on local issues; if, for example, the waterway is underused, has navigational problems or even a has a restoration nearby, we will use the event to draw attention to the waterway’s needs and challenges.

    While there are a few boxes to check, we hope that by asking members we can identify new sites to hold this popular event and bring it back better than ever in 2027.

    If you know of anywhere that might be able to hold an event for a Festival of Water or a campaign rally, please directly contact Maria Hearnden who will be delighted to hear from you: maria.hearnden@waterways.org.uk.

  • Campaign Cruise on ‘The Danny’ Celebrates IWA’s 80th Anniversary and Champions The River Weaver

    Campaign Cruise on ‘The Danny’ Celebrates IWA’s 80th Anniversary and Champions The River Weaver

    The event celebrated eight decades of IWA’s work to protect, restore and promote the nation’s inland waterways, while also shining a spotlight on the potential of the River Weaver and the challenges that continue to affect its use and accessibility.

    Normally moored below Sutton Weaver Bridge, The Danny was a fitting backdrop for a campaign cruise to showcase one of the country’s most under-appreciated navigations. The River Weaver combines rich industrial heritage with exceptional natural beauty. Within a short distance of former industrial sites are thriving wildlife habitats, including some of the highest concentrations of kingfishers found on any UK navigation.

    The Weaver also offers a reliable and easy cruising experience due to it being non-tidal. Thanks to its large catchment area, water levels rarely become problematic, and the navigation has never been subject to lock restrictions because of low water levels. Its staffed locks make it easy to navigate, yet despite these advantages, the river remains significantly underused.

    IWA believes the River Weaver deserves far greater recognition as a recreational and heritage asset and so this is also a call to action because several longstanding issues continue to limit its full potential. A lack of dredging has constrained commercial and leisure use in some areas, while concerns remain about the long-term management and maintenance of key infrastructure along the navigation because of a loss of knowledge.

    More recently the closure of Marsh Lock which is the other access point onto the river via the Manchester Ship Canal from Ellesmere Port had exasperated the situation. The lock is now operable on 3 days per week, but passage must be booked, and there is a financial cost to boaters to use the Manchester Ship Canal. [This paragraph revised for clarity on 20th June 2026].

    The most pressing concern is the continued closure of the iconic Anderton Boat Lift that links the River Weaver with the Trent & Mersey Canal. Despite substantial support from the National Lottery Heritage Fund, the Canal & River Trust has yet to provide a confirmed timetable for reopening the lift.

    The closure has now exceeded 19 months, preventing boats from moving between two of the region’s most important waterways and restricting opportunities for tourism, recreation and economic activity.

    While IWA welcomes ongoing efforts to address the technical challenges facing the structure, the charity believes that such an extended closure is unacceptable for a nationally significant heritage asset and major navigation link. Greater clarity is urgently needed regarding the programme of works and the expected reopening date.

    Jim Forkin, chair of IWA Chester and Merseyside Branch, said:

    “The Anderton Boat Lift is one of the ‘Seven Wonders of the Waterways’ and its long closure plus at least another 12 months into 2027 is unacceptable. This situation needs addressing with more pressure put on Canal & River Trust to get the boat lift working again as soon as possible.

    “The lack of boats on the Weaver is very disappointing; it is a beautiful river with many attractions and historic assets. To bring boats back to the river would give a much-needed financial boost to many businesses and pleasure to boaters along its course.”

    Mike Wills, IWA Chair, said:

    “Over the last 80 years, IWA has helped secure the future of waterways across the country. The River Weaver is one of the finest examples of what our waterways can offer, combining industrial heritage, outstanding wildlife and excellent cruising conditions. However, its potential is being held back by avoidable infrastructure issues, most notably the prolonged closure of the Anderton Boat Lift.

    “We want to see this remarkable navigation fully connected, accessible and able to realise the benefits it can bring to local communities, boaters and visitors.”

    As IWA celebrates its 80th anniversary, the organisation remains committed to campaigning for well-maintained, connected and thriving waterways that can be enjoyed by future generations.

  • 50 Years since IWA members open Canal Museum

    50 Years since IWA members open Canal Museum

    Dr David Owen’s Thames boating holidays of the 1950s were followed by canal cruising in his own boat, and by the late 1960s he had become a noted author of inland waterway books. He was a geologist with a museum career in Liverpool, Leeds and Manchester, and enthusiastic chair of IWA’s Manchester Branch. In September 1970, he led a small team of waterway supporters in the North West, some gathered from his night school talks at Manchester University on Industrial Archaeology and Inland Waterways, to form what would become the Boat Museum Society with the aim of opening the North Western Museum of Inland Navigation, at a site eventually secured from British Waterways at Ellesmere Port, where there was a range of disused waterway buildings at the junction of the Shropshire Union Canal’s derelict docks with the Manchester Ship Canal. It took until 1974 before an intense period of work party activities could start at the planned museum site, but there had been earlier activity elsewhere around the country rescuing old historic boats that might otherwise have been destroyed.

    [The photo, above, shows founding Museum members, (from the left) Tony Lewery, Peter Froud, David Owen, Harry Arnold and Tony Hirst at the unveiling of a milepost on the Shropshire Union Canal at Ellesmere Port – the museum’s other co-founder, Edward Paget-Tomlinson was unable to be present for the occasion]

    By 1976, the museum was ready for its formal opening by Sonia Rolt, widow of IWA co-founder Tom Rolt. David Owen was now elevated to IWA Manchester Branch’s President, and chair of the Museum’s Board of Management. The Island Warehouse had been secured from vandals, the top basin cleared and the Toll House restoration begun. The Museum’s exhibition had been designed by Tony Lewery in the ground floor of the Toll House. It was staffed by volunteers and initially open only at weekends. At the end of the summer, the museum closed for the season, but the restoration of the Toll House, and care for the collection of boats which had been brought to Ellesmere Port, continued. The Queen and the Duke of Edinburgh visited in November 1979.

    In January 1981, the Boat Museum Trust, a partnership between NWMIN, the very supportive Ellesmere and Neston Borough Council and Cheshire County Council, was established to administer the Museum and Tony Hirst was appointed Director. This relationship between the Museum and the two local authorities was crucial in ensuring that the Museum became firmly recognised as an asset to the local community. Government funding aimed at regenerating Merseyside in 1981-82 enabled restoration of the remaining dock buildings, and there were visits from government minister Michael Heseltine and Prime Minister Margaret Thatcher. New exhibitions were opened and The Boat Museum, as it had become known, won a number of prestigious awards, including the Council of Europe’s Museum of Europe award jointly with the Museum du Vivant du Canal du Centre in Belgium for 1984.

    [The above photo show the boat builders’ workshop at the Island Warehouse at the Museum in its early years – IWA Collection]

    1990 saw the opening of the David Owen Archive (now National Waterway Archive) on the ground floor of the restored slipway workshops by the Duke of Westminster. This is now the central archive for Canal & River Trust’s historic records, and also holds some IWA archives and IWA’s historic book collection on permanent loan.

    Running the museum was not always plain sailing, however, and the museum’s survival became more challenging in the late 1980s and 1990s, when competition for people’s leisure time meant less income for running and developing. One of the museum’s many challenges was getting suitable insurance cover for its wide-ranging activities, which was covered by IWA’s then expanding insurance arrangements. Tony Hirst’s success in managing the museum led him to become chairman of the Association of Independent Museums between 1990 and 1994 and this led to many other museums around the UK joining with IWA’s insurance arrangements to improve buying power with insurers. For several years, IWA’s insurance arrangements extended to cover even the Royal Naval Museum in Portsmouth. Tony Hirst’s work was recognised with an OBE in 1995 for Services to Museums.

    [The photo above shows the short boat ‘George‘ being prepared for exhibit at the Museum – by Harry Arnold / IWA Collection]

    By the late 1990s, both the Boat Museum at Ellesmere Port, and British Waterways’ Museum at Gloucester Docks were running at a deficit and their future as separate museums had become unsustainable. Increasing running costs and greater competition for visitors’ leisure time had taken their toll. In 1999, it was agreed that both museums would join together, along with BW’s small canal museum at Stoke Bruerne, under a charity The Waterways Trust (TWT), controlled by British Waterways. Tony Hirst retired as Director of the Boat Museum at Ellesmere Port at the end of 1999. TWT was then absorbed into Canal & River Trust shortly after the latter became operational in 2012, which has ensured the Museum’s long-term survival.

    [The top photo shows celebrations at the official opening – by W. Broadhurst / IWA Collection]

    [Photos below show another royal visitor, the Duke of Gloucester – IWA Collection; and museum exhibits ‘Gifford’ and Mossdale. Gifford was given to the museum by co-founder Edwards Paget-Tomlinson – photo by Harry Arnold]

  • Parliamentary Group on Waterways Discusses Access, Water Quality and Active Travel

    Parliamentary Group on Waterways Discusses Access, Water Quality and Active Travel

    Under the secretariat of the Inland Waterways Association (IWA), the All-Party Parliamentary Group (APPG) for Waterways convened last week to hear evidence from Paddle UK and the Walk Wheel Cycle Trust on the growing importance of waterways for recreation, active travel, public health, and environmental stewardship. This was alongside concerns about water quality, access restrictions and the need for investment in infrastructure.

    Ben Seal, Head of Access and Environment at Paddle UK, outlined the recent growth in paddle sport participation: an estimated 7.5 million people paddle annually across the UK, this means water sports participation now exceeds that of popular sports such as football or rugby.

    Parliamentarians heard how waterways contribute significantly to both public wellbeing and the economy. Paddle UK referenced the Sport and Recreation Alliance’s “Reconomics 3.0” report, which found that water sports support around one million jobs, contribute billions to the economy as well as preventative health savings to the NHS.

    However, concerns were raised about threats facing waterways and those who use them with water quality a major issue. Representatives warned that pollution and the corresponding negative publicity are discouraging participation.

    The APPG also heard evidence about the positive environmental contribution volunteers and community groups make. Paddle UK gave the example of the removal of 11 tonnes of invasive floating pennywort by paddlers. This helped save navigation authorities significant costs, as well as citizen science schemes supporting water quality monitoring and public accountability.

    Paul Twocock, Executive Director of Strategy and Engagement at the Walk Wheel Cycle Trust, outlined the charity’s work to improve walking, wheeling, and cycling access across the UK. Around 500 miles of these routes run alongside canals, with a further 600 miles along rivers.

    He also described partnership projects delivered with CRT (Canal & River Trust), Scottish Canals, and local authorities, including towpath improvements along the Leeds and Liverpool Canal and lighting upgrades on Edinburgh’s Union Canal. He also discussed challenges associated with balancing shared towpath use in busy urban areas such as London’s Regent’s Canal.

    Paul Twocock said:

    “There’s nothing better than being alongside a canal or river for improving wellbeing, health and connecting with other people. We could open up those benefits to many more people across the UK, but as ever it’ll take some focused investment to make it happen and improvements in the way we deal with biodiversity net gain targets – that’s what we were urging parliamentarians to take action on this week.”

    Accessibility was also a major theme throughout the session. Polly Maton from Disability Rights UK emphasised why it is important that waterways and water sports are accessible to disabled people, noting that access to the water’s edge can be just as important as access onto the water itself.

    There was discussion of future policy opportunities, including the proposed Clean Water Bill, the Government’s forthcoming Access to Nature Green Paper, and proposals for new river walks announced in Labour’s manifesto.

    The roundtable concluded with parliamentarians acknowledging both the social and environmental value of waterways, and the importance of improving access, water quality, and infrastructure to support growing participation across a wide range of activities.

    Concluding, Lord German, also Honorary President of the Monmouthshire, Brecon and Abergavenny Canals Trust, said:

    “Our waterways are unique and precious, delivering social, environmental and economic benefits, including regeneration, tourism, biodiversity and public wellbeing – as seen from this APPG meeting and the evidence given. I look forward to helping further this agenda”.

    Photo L-R: (not all members were present at the end of the meeting) Joanna Richardson (British Marine), Baroness Jenny Jones, Charlie Norman (IWA), Ben Seal (Paddle UK), Paul Twocock (Walk Wheel Cycle Trust), Polly Maton (Disability Rights UK), Alice Gibb (Defra)

  • IWA Navigation Committee News

    IWA Navigation Committee News

    In order to make IWA’s navigation-related campaigning work more visible, a Navigation section will be included in future editions of the Bulletin email alongside the Restoration and Environment sections.

    1. Water resources

    The Sustainability & Environment Group now leads in the area of water resources for IWA, but there are many aspects relevant to navigation.

    • Water Abstraction

    Navigation Committee has been aware for some time of the view expressed by CRT Chief Executive Campbell Robb that the forthcoming renewal of CRT’s abstraction licences issued by the Environment Agency (EA) represents the single biggest threat to the canal network. The reason for this is partly the effort and cost required to renew them, but primarily the potential risk to water supplies from onerous conditions being imposed such as reduced abstraction or the requirement for fish screening. The latter has emerged as a live issue, firstly on the Monmouthshire, Brecon & Abergavenny Canals where feeds from rivers and streams have been taken out of use in preference to the installation and maintenance of very fine screens. More recently, restricted opening hours have been imposed at Diglis Locks at the junction of the Worcester & Birmingham Canal with the River Severn, because of restrictions on the use of back-pumping without fish screening being implemented. CRT’s Head of Boating and Customer Service described this in Navigation Committee’s recent meeting as a very concerning situation which will be replicated elsewhere across the network and will impose millions of pounds of extra cost on CRT – costs which were of course not foreseen when CRT was established as a charity.

    It has become apparent through these events and through consultation documents that EA appears to be protecting river environments over other aquatic environments such as canals in water abstraction, despite canals being long-standing legitimate and necessary abstractors of water which provide environmental benefits in their own right. This point was raised in Navigation Committee’s recent liaison meeting with Defra’s inland waterways team, who were sympathetic to the view and said they had been in discussion with CRT for several years. It appears that there may be an important role for IWA in pressing CRT’s case that canal water supplies need to be protected. The point was explicitly included in IWA’s response to the latest EA consultation, the Consultation on Significant Water Management Issues, which was submitted on 18th May.

    • Water Retention

    A draft document setting out IWA’s proposals for improving the security of water supply for navigation on CRT’s canal system had been discussed at the last Navigation Committee meeting and the content agreed. The format was subsequently developed and the document sent to the CRT National Boating Manager with a formal response for feedback from the National Hydrology Manager and the Operations Performance Director.

    • Water Transfer

    Navigation Committee noted that IWA’s response to the Grand Union Canal Transfer Phase Two Public Consultation had been led by Graham Heald and submitted on 30th March and a news item had been published. IWA called for a more comprehensive and transparent demonstration of the engineering of the canal section of the scheme to show how the water flows would be managed and controlled, both to ensure navigation within the transfer length and to maintain or preferably enhance water supplies to the wider canal network to London, Oxford, Northampton, Warwick, Leicester and Shardlow. IWA Northampton Branch also submitted a response focusing particularly on local points.

    • CRT work on Water Resources

    The CRT Council Boater Representatives group had a special meeting on water resources on 20th April, attended by Sue O’Hare as IWA nominee on Council and Graham Heald by invitation.

    A report was provided on CRT’s incident review of the 2025 drought. It had been found that knowledge transfer and collaboration across the organisation had worked well, together with strong leadership roles. Areas for improvement included asset reliability, data and water level and flow measuring (SCADA) limitations, and communications (where it had proved challenging to achieve the right balance between certainty and comprehensiveness). A positive outcome had been the addition of new roles in the National Hydrology team. A webpage of drought FAQs has been produced.

    In terms of the outlook for 2026, the wet winter had helped to replenish reservoirs but it had been followed by a dry spring. The position of reservoir work had improved over last year with some works being finished, meaning that Toddbrook Reservoir could be refilled and brought back into use and capacity restrictions on some other reservoirs lifted.

    A revised Water Resources Strategy was already overdue and still in preparation, with CRT seeking clarity from EA over the Water Resources National Framework which imposes new and unique expectations on CRT.

    • Condition of the waterways

    The two major breaches (the Llangollen Canal at Whitchurch and the Bridgewater Canal at Little Bollington) continue to cause disruption for both businesses and individual boaters. CRT appears to be making rapid progress at Whitchurch, but despite repeated assurances that the Bridgewater Canal Company still intends to reopen its canal by the end of 2026 there is still no visible work being carried out yet. More positive news was the reopening of the Staffordshire & Worcestershire Canal ahead of schedule after the repair of the collapsed bywash at Penkridge.

    Other issues discussed around the network included the lack of announcements about repairs to the Anderton Boat Lift, the water level problems at New Islington Marina in Manchester, the ongoing closure of the Tame Valley Canal at Spouthouse Embankment, the problems at Keadby Lock and the Vazon sliding rail bridge on the Stainforth & Keadby Canal, the deteriorating condition of locks on the Bridgwater & Taunton Canal, the closure of the Avon Navigation for the rebuilding of Nafford Lock, the reopening of Baits Bite Lock on the River Cam and Salter’s Lode Lock on the Middle Level Navigations following work on the guillotine gates.

    It is very noticeable that CRT is now talking of difficult conversations about less well-used waterways, such as the Dee Branch which it has said is effectively permanently closed. Developments elsewhere are equally concerning. The Great Ouse Boating Association views the decline in the condition of EA assets on the Great Ouse as having reached a critical point and will be highlighting this to politicians in its joint campaign cruise with Fund Britain’s Waterways in July. The Basingstoke Canal has recently lost its manager and the position will not be filled.

    • Closure of CRT Customer Service Facilities (CSFs)

    Following a consultation with boaters in 2022 on the minimum standard for CSFs, CRT announced that showers, toilets and laundry facilities would be closed across the network from November 2025 and invited expressions of interest from other organisations in running them. Navigation Committee was concerned at the time that the closures appeared rushed and it was unclear that the published process had been followed, and requested that CRT answer a set of questions. Since then, there has been widespread dissatisfaction and discussion on social media, and Navigation Committee received a specific enquiry highlighting the impact in areas where many boaters have small cruisers in which it is impossible to install usable facilities. A response from CRT was still awaited but a specific commitment was made in the recent Navigation Committee meeting with the National Boating Team.

    OTHER POINTS

    • CRT’s Independent Commission on the Future of Boat Licensing

    As previously reported, a small subgroup of Navigation Committee is taking thoughts forward so that IWA is ready to respond to further consultations at the appropriate time. CRT has recently appointed a Boating Transformation Programme Manager, Alice Hamilton. Alice will lead the work on communications and engagement. The plan is for a pre-consultation with national boating organisations followed by a 3-month consultation over summer, during which CRT is hoping for face-to-face contact with boaters as well as online.

    • Residential boating/mooring

    The All Party Parliamentary Group for the Waterways meeting on 14th April explored residential boating, with presentations by the Residential Boat Owners Association and the National Bargee Travellers Association. The complexity of the subject has since been highlighted in mainstream media after it became known that the Leader of the Green Party, Zack Polanski, may not have paid Council Tax that was due.

    • Fishing matches and visitor moorings

    A CRT stoppage notice recently stated that a fishing match was to be held right across the visitor moorings on the Trent & Mersey Canal in Rugeley, which are intensively used by boaters to visit the town centre shops. The issue was resolved following contact by Helen Whitehouse with the CRT West Midlands Regional Director, but the general principle was raised by Navigation Committee in its meeting with the National Boating Team. CRT confirmed that the principle agreed by British Waterways of not allowing fishing matches to be held over designated visitor moorings still stands, and that the stoppage notice in question had used the wrong template and given an unintended message.

    • Boat Safety Scheme consultation on Smoke Alarms

    IWA’s response to the BSS’s consultation was submitted on 22nd April, in support of introducing a new mandatory safety standard for the correct number of suitable working smoke alarm(s) in good condition.

    • Skippers Guide to Trent Falls

    The Skippers Guide to the Passage Planning and Transit of Trent Falls produced by Brian Sharples and endorsed by Navigation Committee has been published here.

    • Decarbonisation of the Inland Waterways

    Navigation Committee noted the adoption of the Sustainable Boating Group Policy for the Decarbonisation of the UK Inland Waterways Leisure Fleet  by trustees as an IWA policy. It has been submitted to the Department for Transport as part of their Call for Evidence on the Decarbonisation of Smaller Vessels.

    • Environment Agency National Waterways Forum and National Waterways Advisory Group meeting 25th March (attended by Sue O’Hare as IWA nominee)

    The increased focus, importance and funding being given to navigation by EA is good to see, though there is still much to be done. EA’s CEO Philip Duffy has directly committed to improving the navigation service, which has resulted in new posts and transformation programmes as well as increased funding.

    • Resource funding £21m for 2026/27 (up from £16m last year and £13m the year before)
    • Capital funding £33m for 2026/27 (up from £25m in 2025/26)
    • This is the first year of a 3-year settlement, so in principle the same amount of Grant In Aid should be received for each of the next three years, albeit subject to change because of external pressures.

    Asset management is the first of the transformation programmes (Project Aurora) including harmonisation of the treatment of assets across EA and development of condition assessments harnessing data and digitisation. EA will be moving to Reliability Centred Maintenance, i.e. inspecting each asset as dictated by its reliability rather than at fixed intervals.

    Long-standing work on removing sunken and abandoned boats and on compliance is now coming to fruition. A mooring strategy and a commercial strategy are in development.

    A 20-year vision statement has been formally approved: “thriving, valued navigable waterways”. Next will be a 5-year strategy for the management of navigable waterways and associated assets, with four “ambitions”:

    • Open, reliable waterways
    • More financially sustainable
    • Modern, streamlined service
    • Adapt and innovate for the future

    The next step is the first dedicated director, Simon Hawkins, who will lead the navigation teams, and who started on 1st April (previously, navigation was split across directorates). However this positive news was subsequently tempered by the discovery that the Deputy Director Asset Operations Service, Lindsey Sayner, who has been chairing NWF meetings, has now been seconded to another organisation and the role has been taken over by Mark Ross, who is currently unknown to IWA.

    • Navigation Committee six-monthly meeting with Defra inland waterways team – 1st May

    As previously noted, the IWA Waterways Directory and the GIS files behind the map had been provided to a new member of the Defra team who is working to understand which waterways are managed by a navigation authority and which are unregulated. The data is being used for exploring access policy and ways of increasing access to unregulated waterways.

    The Defra team is still in discussion with CRT about the delivery mechanism for future grant funding and hopes to sign the grant agreement for 2027-2037 before the end of 2026. The additional £6.5m funding which was announced in February was said to have become available internally and was decided to be about the right amount to cover the additional costs because of climate change, hence it was provided as capital investment for dealing with the additional high cost of asset failures.

    • Navigation Committee liaison meeting with the CRT National Boating team – 13th May

    No further details have yet become available of CRT’s management restructuring beyond the announcements about the CRT top team by Campbell Robb in a video message to volunteers on 23rd April.

    Following a request by Navigation Committee, CRT is working on reinstating the total duration of unplanned stoppages as a KPI as well as the number.

    The Boater App is in development phase with MySociety and FixMyStreet, and is to be launched this year.

    CRT has temporarily taken over control and management of the wharf, facilities and moorings at Sherborne Wharf in Birmingham to ensure that boaters can continue to use them after the bankruptcy of Sherborne Wharf Ltd.

    Navigation Committee raised a complaint made about the substantial increase fees for events held on its property, but CRT reiterated that the policy is to cover costs and not to make a profit. Subsidy was no longer affordable.

    Forthcoming meetings

    • CRT National Boating Organisations meeting – Hatton, 10th June (Roger Stocker to represent IWA)
    • EA National Waterways Forum & National Waterways Advisory Group extraordinary meeting on national navigation strategy – 10th June (Sue O’Hare to represent IWA)
    • Navigation Committee online meeting – 8th July

    Sue O’Hare
    Chair of Navigation Committee
    25th May 2026

    [The photo shows the boaters facilities at Marsworth – by Alison Smedley]

    The report from the March 2026 Navigation Committee meeting is available here.

    The report from the January 2026 Navigation Committee meeting is available here.

    Reports from pre-2026 Navigation Committee meetings are available here.

  • IWA Seeks New Trustees

    IWA Seeks New Trustees

    The role of IWA Trustees is to drive the direction of the charity, monitor its effectiveness in achieving its goals, and ensure the organisation meets its charitable objectives. As a member of the Board, an individual Trustee’s role is to use skills and judgement to work collaboratively with the other Trustees to:

    • Ensure the charity is carrying out its purposes for the public benefit
    • Comply with the charity’s governing document and the law
    • Act in the charity’s best interests
    • Manage the charity’s resources responsibly
    • Act with care and skill
    • Ensure the charity is accountable and well managed

    We are looking to complement our existing Trustees and have identified the following skillsets that we think need
    strengthening:

    • Experience of engaging and enabling participation of younger people with the charity
    • Health and safety management
    • Funding/fundraising
    • Environment and sustainability
    • experience of restoration projects (not just waterways)
    • Marketing, membership and recruitment

    We would also welcome applications from individuals to apply if they think they have experience that would be valuable to the Association beyond those mentioned above. For example, we would like younger people (18 and over) to apply who may have very relevant skills and experience for growing IWA today.

    Candidates must be passionate about our campaigning: for sufficient funding for Britain’s waterways; the sustainable operation of navigations; restoration of closed waterways; and our work to make the waterways great places to live, work, travel, play, and for wildlife, nature recovery and mitigating climate change.

    Most Trustee meetings are held online. However, we feel it is important to meet in person and to visit sites and events from time to time. Reasonableexpenses are covered. We are committed to improving the diversity of our Board. We encourage applications from individuals from underrepresented groups, including those of varying ages, genders and minority ethnic backgrounds. Selection will be made on merit and the ability to best serve the Association’s charitable objectives, taking into account the current skills and experience of the Board. Candidates should have sufficient time available to be able to spend at least one to two days per month on IWA business

    The Application Pack contains information about the roles and responsibilities of Trustees and contact details in case you wish to discuss potentially applying. Applications will close at 12 noon on Friday 10th July 2026 (Note: extended closing date). Applicants will be asked to submit their CV, complete a skillset questionnaire, and submit a covering email rather than completing an application form.

  • IWA Milton Keynes Branch Clean-up fills two 16-tonne lorries

    IWA Milton Keynes Branch Clean-up fills two 16-tonne lorries

    Branch members were joined by volunteers from The Parks Trust, Buckingham Canal Society and the Electra Community Boat.  The event was supported by Canal & River Trust, and was sponsored by hire boat operators Wyvern Shipping Co Ltd.  Canal & River Trust lent its usual pre- and post-event support, but was unable to field staff or volunteers at the event itself.

    Wyvern Shipping also provided a tug, hire-boat Mallard, to tow the hopper, from which volunteers dragged the canal with grappling hooks to retrieve sunken items.  The hopper also received bags of rubbish collected by volunteers walking the towpath.  A Buckingham Canal Society workboat that was to collect any rubbish from the far side of the canal was unfortunately disabled by an underwater obstruction on the first morning, but there was little to collect.  Much appreciated refreshments at each break were provided by the tea boat that led the convoy.

    The usual mix of discarded items were found, including several supermarket trolleys, six tyres, four electric hire scooters, three bicycles, an outboard motor, a plastic barrel, a motor bike frame, two folding chairs, traffic cones, a damaged and abandoned dinghy, timber and domestic rubbish.  Four sunken boats were seen during the Clean-up.  Some silting of parts of the route was noticed.

    At Cosgrove, the rubbish was unloaded on Monday 13th from the work boats by contractors Smith Recycling Ltd for disposal.  Although the total load was probably about 7 tonnes, it filled two 16-tonne grab lorries due to its bulk.

    There were fewer volunteers on hand than some previous years – around 18 on the first day, 12 on the second – as, fortunately, the amounts to be cleared have reduced over the years because the clearances have had a very positive effect and have encouraged other local community clean-ups in the area.

    IWA Milton Keynes Branch Chairman Tim Armstrong said, “There was enough rubbish to keep the volunteers happily occupied without being overworked.  My thanks go to everyone who took part, whether organising, litter picking. working on boats or providing refreshments.” IWA Milton Keynes Branch was founded in 1976, fifty years ago.  Its first Clean-up is believed to have taken place in 1977.  In following years, one-day Clean-ups were staged irregularly at spot locations in Milton Keynes, until 1997, when they were expanded to become highly organised two- or three-day yearly or twice-yearly events.  The Clean-ups help to keep the city’s stretch of the Grand Union Canal safe and attractive for all users afloat and ashore, but it is sad that some people still treat the canal and its surroundings as a convenient rubbish dump.

    [The main photo shows a hopper and tug at Bridge 71b – by Pete Bickers]

  • Parliamentary Group Hears from Residential Boaters

    Parliamentary Group Hears from Residential Boaters

    A major theme of the discussion was related to rights, and the meeting allowed groups present to talk about the specific challenges faced by liveaboard boaters, thought to number around 50,000, though no official and agreed number exists.

    Members heard from the National Bargee Travellers Association (NBTA), and the Residential Boat Owners Association (RBOA), after which a roundtable discussion was held with input from Canal and River Trust (CRT), Accessible Waterways Association, the National Association of Boat Owners (NABO), and the Broads Authority.

    The session demonstrated that while it may be easy to hold romantic views about life on water the reality can be hard, from not having an address to registering with a GP, limited access to waste disposal services, and the difficulties in obtaining pet and other insurance.

    Ella Parry-Davies of NBTA outlined that around 8,500 boats navigate without a home mooring on CRT waters, but the total population of boaters could be as high as 50,000. This is a diverse and often vulnerable community, with significantly higher levels of disability than the national average.

    Rex Walden of RBOA reinforced this, describing a wide cross-section of society living afloat, from retirees and young professionals to key workers, veterans, and people in vulnerable circumstances.

    Despite this, both organisations acknowledged that boaters’ recognition had been hindered in policymaking.

    The NBTA called for the protection of existing legislation and opposed additional enforcement powers. They stressed that inconsistent communication and lack of transparency from navigation authorities exacerbated these challenges.

    At the same time, NBTA welcomed recent signals from CRT’s leadership, including a commitment to reset relationships with boaters, and was further positive that welfare support staff had recently increased.

    A central theme from organisations was the need for residential boaters to be treated on equal footing with land-based residents, including stronger tenancy rights, improved legal protections, and inclusion in national housing and planning policy. On this last Point, IWA has been campaigning for government to include residential boaters in its National Planning Policy Framework.

    Those present also raised concerns about stigma and mistreatment, with reports of verbal abuse and occasional physical incidents directed at boaters. A CRT representative acknowledged legislation ambiguity and the need for clearer definitions and safeguards, further explaining the need for the Report of the Commission on Boat Licencing. He said that there are increasing welfare issues with vulnerable boaters living in dangerous conditions and their welfare team are dealing with more referrals. He agreed that any new policy or legislation would need safeguards and checks and balances.

    Wendy Morton, MP for Aldridge-Brownhills, vice-chair of the Waterways APPG, questioned presenters and chaired a robust roundtable discussion after. Commenting, Wendy said:

    “This was an important discussion, and it is clear more must be done to support residential boaters.

    “For many, living on the waterways is their home, and they should be treated with the same fairness as those in bricks-and-mortar housing. Yet too often they face barriers and a lack of recognition in policy.

    “I will continue working with colleagues to raise these issues at a national level, particularly the need to properly reflect residential boaters in planning policy.”

    The round-table concluded with a commitment from MPs to raise these issues at a national level, including through parliamentary questions on the inclusion of residential boaters in planning policy.

    Attached photo L-R: Lucy Burchnall (Head of Ranger Services and Navigation Officer, Broads Authority), Tim Clarke (Accessible Waterways Association) with Ozzie the dog, Lee Dillon (MP for Newbury), Matthew Symonds (National Boating Manager for CRT), Rex Walden (Residential Boat Owners Association). Wendy Morton (MP for Aldridge-Brownhills), Ella Parry-Davies, (National Bargee Travellers Association) and Roger Stocker (IWA).

  • IWA says CRT ‘must take more proactive approach’ for the Wendover Arm

    IWA says CRT ‘must take more proactive approach’ for the Wendover Arm

    As well as IWA’s previously stated concerns about Canal & River Trust’s proposed implementation of its Restoration Development Plan, which so far has led to uncertainty and restoration schemes being delayed or even halted, along with reported inconsistencies between CRT regions, IWA has particular concerns for the situation on the Wendover Arm of the Grand Union Canal.  Here, not only has CRT stopped all restoration work, and seemingly maintenance thereof, but it has closed, drained and fenced off the section of canal reopened amid much fanfare by Sir David Suchet in 2005.  CRT also forbade any boats over 40 foot in length from navigating the section of canal from Bulbourne Junction to the Stop Lock, which had previously never been closed to navigation, a restriction which was only lifted when IWA complained about it.

    The Wendover Arm was initially constructed as a feeder channel for the Grand Union Canal but was soon made fully navigable.  It then closed from the Stop Lock just above Tringford Pumping Station in 1904 owing to leakage through the canal bed.  In the 1980s, the South Bucks Section of IWA’s Hertfordshire Branch (later to become IWA Chiltern Branch) began to campaign for full restoration of the Wendover Arm, and some initial clearance work parties were held.  An early campaigning success was a navigable culvert under the then-planned A41 Aston Clinton bypass where IWA appeared at the public inquiry.  In 1989, Wendover Arm Trust was formed to campaign for full restoration of the Arm.  An early aim was to restore the lowered Little Tring road-bridge, and in 2005 this was achieved with the first section of the canal re-opened from the Stop Lock through to a new basin for winding craft beyond the restored Little Tring Bridge.  This work was enabled in part through fundraising by Wendover Arm Trust, and in part through a large donation by IWA utilising the proceeds of a substantial bequest by Tim Wilkinson, author of the post-war canal carrying book ‘Hold on a Minute’.  The author’s bequest to IWA included copyright of the book.

    Wendover Arm Trust then set about restoring the dry section of canal from Little Tring Bridge to Drayton Beauchamp, to specifications agreed by then British Waterways, and in recent years CRT, with a fabric liner and brick blocks, including rebuilding of wooden footbridges and other structures in brick, with various sections being tested for leaks, etc, as works progressed.  A section of canal that had been infilled with household rubbish in the 1920s was excavated and most of the material, now deemed hazardous, was removed by contractors, funded by a substantial grant from Hertfordshire County Council.  All this work was nearing completion, sections of canal rewatered and Wendover Arm Trust had expected to complete restoration and reopening of this section to the A41 bypass by about now.

    About two years ago, local Canal & River Trust management cited some Health & Safety and environmental concerns and asked Wendover Arm Trust to cease work.  Since then, there has been a dialogue between the Trust and CRT, with long delays by CRT to respond to matters, apparently because of ‘lack of resources’.  All the restored sections have been drained down and now have a layer of vegetation growing across the restored lining.  CRT has insisted that Wendover Arm Trust (now trading as Wendover Canal Trust), sign an onerous detailed licence agreement before restoration works can commence.  The Canal Trust eventually signed this agreement in September 2025, but CRT has yet to agree to Wendover Canal Trust recommencing work.  Meantime, a leak in the section of canal restored and reopened in 2005 was identified following notification by an adjacent landowner.  CRT commissioned a report and concluded the leak would cost £300k to fix, although the report has not been made available.  CRT’s response has been that fixing the leak is low priority, and so it has installed a rather permanent looking earth dam at the stop lock, drained the canal and erected what looks to be permanent wooden and mesh fencing around both sides of the drained canal for its entire section.  CRT says it has no intention of even reviewing the matter until at least 2027.

    Having closed and drained the previously restored section of canal, CRT sought to stop any boats longer than 40 foot from using any part of the Wendover Arm Canal – as stated in a notice that was erected at Bulbourne Junction.  Whilst accepting that there had been some shortcomings by Wendover Canal Trust, which the Trust was keen to rectify, IWA believes that CRT has badly mismanaged the situation and failed to take the necessary leadership to ensure full and timely repairs and restoration.  Rather, CRT has just put barriers in place, both physically and psychologically, thus demotivating local volunteers and supporters.  CRT’s response is that it has insufficient resources to do all that it wants, and the Wendover Arm is not a priority.  There is much damage to repair of CRT’s own making.  Frustrated and disappointed by the situation, IWA has raised the matter with CRT’s senior management in hopes that the situation will be addressed in a more positive and productive manner.

  • Grand Union Water Transfer: Safeguarding Navigation and Enhancing Water Supply to Canals

    Grand Union Water Transfer: Safeguarding Navigation and Enhancing Water Supply to Canals

    The scheme is promoted by Affinity Water, Severn Trent Water and Canal & River Trust (CRT) to transfer water up to 115 million litres day from Birmingham’s wastewater treatment plant at Minworth to Luton in Bedfordshire via new pipelines, two new treatment plants and 60 miles of existing canals.  

    Water transfers, if designed with care, can help mitigate the growing impact of climate change on Britain’s waterways by keeping canals navigable, supporting ecosystems and preserving heritage. These benefits will only be realised through rigorous engineering, clear operating principles, and enforceable protections for the wider network. 

    IWA is calling for a more comprehensive and transparent demonstration of the engineering of the canal section of the scheme to show how the water flows will be managed and controlled. This will ensure navigation within the transfer length and to maintain, or preferably enhance, water supplies to the wider canal network to London, Oxford, Northampton, Warwick, Leicester and Shardlow (near Derby). 

    Water transfers via canal are not new. The Llangollen Canal, Gloucester & Sharpness Canal, Bridgwater & Taunton Canal and Fossdyke have all been used for water transfer for some years. Every canal has its own specific character, and this is why IWA is working with CRT to get the best deal for the canals impacted by the GUCT scheme. 

    IWA’s submission emphasises five key areas where additional information needs to be placed in the public domain: 

    • Engineering Feasibility Study

    IWA emphasises that a comprehensive engineering feasibility study, with appropriate supporting appendices, addressing all topics in IWA’s published water transfer guidelines and the topics below, should be prepared, published and subjected to a round of consultation before commencing the Development Consent Order process in mid-2027.  

    • Water management and control

    Under existing arrangements CRT has the capability, under its sole management control, to supply water from the Grand Union Canal towards London, Oxford, Northampton, Warwick, Leicester and Shardlow (near Derby). Documentation is required to demonstrate how the water flows in the transfer will be managed and controlled, with the resulting water levels, together with demonstration that supplies to the connected canals will be no less than the supplies historically provided, and ideally increased. During the consultation period CRT advised IWA that this is its intent, though its water management studies do not yet provide the required demonstration.  

    • Design principles and design criteria

    A comprehensive suite of design principles and design criteria is required to understand the engineering approach proposed. From discussion with CRT during the consultation period, it is apparent that such documents have been prepared but were not issued as part of the public consultation. The Design Principles document forming part of the consultation addresses only the visual appearance of structures. 

    • Bypasses and weirs

    Within the consultation documents, there are numerous qualitative discussions of water level and the need to vary weir levels and weir capacities, but no quantitative information to allow interested parties to understand what is proposed or how such changes might affect water levels, navigation and drainage. Affinity Water and CRT have this information but did not publish it for the consultation.

    • Bank raising and dredging

    IWA suggests that the extent of bank raising might be reduced through a programme of enhanced dredging allowing the Minimum Operating Level in the canals to be reduced. CRT has stated, in discussion, that an underlying principle before design commenced was that existing canal operating and maintenance regimes would not be altered, so this option has not been studied. IWA is of the opinion that the decision was premature and that the option deserves further attention. 

    Affinity Water and CRT have confirmed that they have addressed, or are currently addressing, issues raised by IWA but acknowledged that very few of their technical studies and conclusions were documented in the consultation documents. For these reasons IWA especially calls on the scheme leaders to be more transparent by publishing more of the studies undertaken. While these studies can be highly technical, they should be made accessible.  

    There is an opportunity for further discussion and feedback before formal commencement of the Development Consent Order process, which IWA welcomes.

    Graham Heald, IWA’s Water Lead, said: 

    ​“The Grand Union Canal Transfer scheme should safeguard navigation on the canals between Atherstone and Great Brickhill while providing an opportunity to enhance water supplies to the connected canals to London, Oxford, Northampton, Warwick, Leicester and Shardlow, near Derby.

    “We want to see this scheme work, and this is why we have been engaging with Affinity Water and CRT. Water transfers have the potential to play an important role in helping the network deal with a changing climate. As droughts become more frequent and water demand increases, better movement of water could help sustain our inland waterways, sadly now quite fragile in some places. However, these schemes are not a magic bullet, and if poorly designed, they risk damaging the very network they aim to support. 

    “Our response to the latest consultation highlights significant omissions that must be addressed. Water transfer using canals is a key benefit of the waterways and is part of long-established infrastructure use but needs to be sensitively managed”. 

    IWA’s evidence-based climate risk map, The Risk Index, shows where and why our waterways face the greatest threats by 2050, but it also reveals solutions. Because of the potential for water transfer to mitigate some of the pressure on our waterways, we are adding known and proposed water transfers to the Risk Index. This will help to see, at a glance where the schemes are both planned and happening across the network. 

    Read IWA’s full response to the consultation.

    ​

  • IWA Navigation Committee News

    IWA Navigation Committee News

    In all 25 narrowboats including two former working pairs made the journey along the Walsall Canal to the basin, where they were welcomed by the Mayor of Walsall. The campaign cruise attracted a good deal of interest and was covered by ITV Central News and the Express & Star local paper. A press release was subsequently issued and is available here.

    Hazel Owen (National Chair of the Association of Waterways Cruising Clubs and Chair of FBW) gave an update on the Fund Britain’s Waterways campaign to Navigation Committee. Following this first FBW campaign cruise of 2026, other cruises were planned in London and on the Great Ouse alongside the main focus on north west waterways.

    Major discussion points included:

    1. Political lobbying

    The arrangements for the All Party Parliamentary Group (APPG) for the Waterways under the new Chair Bill Esterson MP were clarified and it was explained that representatives of organisations relevant to the matter in hand would be invited. It was agreed that all political parties should be approached for campaigning and lobbying purposes. The need for IWA to maintain a visible leadership role in the waterways sector through its campaigning was stressed.

    • Condition of the waterways

    Repairs of the two major breaches (the Llangollen Canal at Whitchurch and the Bridgewater Canal at Little Bollington) are expected to take most of 2026, although the Canal & River Trust (CRT) is making much faster and much more visible progress on the former than Peel L&P is on the latter. Both are having a substantial effect on hire boat companies, since the Llangollen Canal and the Cheshire Ring are very popular cruising routes. This is exacerbated by the collapsed bywash at Penkridge on the Staffordshire & Worcestershire Canal which severs the Four Counties Ring as well, though is scheduled to be reopened on 1st May.

    The Anderton Boat Lift between the River Weaver and the Trent & Mersey Canal is also scheduled to be closed all year. Fortunately CRT has managed to reopen Marsh Lock for booked passages, so the Weaver is no longer completely cut off from the rest of the network.

    In this light it is particularly pleasing to see major change starting in both CRT and the Environment Agency (EA) with the arrival of new senior management.

    The CRT Chair David Orr and CEO Campbell Robb have said that this needs to be a reset point, for both the way things are done and the way they are communicated. The Better Boating Plan has been expanded into a three-year Transforming the Boater Experience Programme, with a dedicated Programme Manager and a total budget allocation of £10m. CRT secured an additional one-off payment of £6.5m from Defra, reportedly as a result of starting to engage with government in a different way. The financial challenges are substantial though, and considerable work remains to be done to create a long-term sustainable plan with enough room for the substantial investment in the network that is needed.

    The EA CEO Philip Duffy has directly committed to improving the navigation service. The recent focus on navigation had already led to new roles including Deputy Directors for both Navigation Strategy and Navigation Operations. The National Waterways Forum meeting on 25th March heard that the first-ever dedicated director for navigation is shortly to be appointed, to bring together the navigation teams from different directorates. Several transformation programmes are under way, starting with asset management. A three-year settlement with increased resource and capital funding will start in 2026/27. A long period of work on compliance and enforcement is now coming to fruition, with well-publicised success in removing sunken and abandoned boats. Regular liaison meetings with CRT are being held at all levels, from quarterly meetings of Executive Directors to operational level. A statement from the River Thames Society on social media reported “a buoyant spirit in the [EA navigation] team… lots being done and many problems still to be tackled, but a positive mood running through the system”.

    • CRT’s Independent Commission on the Future of Boat Licensing

    As previously reported, a small subgroup of Navigation Committee is taking thoughts forward so that IWA is ready to respond to further consultations at the appropriate time. CRT is expecting to publish both its response to each of the 36 Commission recommendations and a timetable for engagement and consultation in May or June.

    • Residential boating and mooring

    The next meeting of the APPG is scheduled to be on Residential Boating, exploring issues affecting residential boating and moorings provision. Organisations with an interest in this area will be invited.

    • Water resources

    Water resources management continues to be a very significant topic, and although the Sustainability & Environment Group now leads in this area there are many aspects relevant to navigation.

    • IWA’s response to the Environment Agency consultation on Reserving Water Abstraction Rights was submitted in January and shared with CRT and the Wilts & Berks and Cotswolds Canals Trusts. It was also shared with Defra, with a cover note pointing out that IWA emphasises the need to protect long-established waterways infrastructure in its response, and is well aware of CRT’s concerns over the resource and cost implications of applying for its abstraction licences to be renewed, in addition to the possibility of onerous restrictions being imposed or even licences not being renewed. A summary article and link to the full response are available here.
    • IWA’s response to the consultation on proposed new Broad Oak Water reservoir in Kent was submitted in March, making the argument for protecting navigation on the Stour which has been hindered by eutrophication and siltation. A summary article and link to the full response are available here.
    • Navigation Committee agreed to pass the Environment Agency consultation on Significant Water Management Issues in River Basin Management Planning to the Sustainability & Environment Group, since the consultation is almost entirely related to environment, chemical and pollution issues.
    • Phil Sharpe had developed a draft document setting out IWA proposals for improving the security of water supply for navigation on CRT’s canal system. The document was agreed by Navigation Committee to be excellent and to be suitable for sending to CRT at CEO level in order to trigger discussions and action.
    • Graham Heald (IWA Water Lead) and Phil Sharpe have been progressing the IWA response to the Grand Union Canal Transfer Project Phase Two Public Consultation. Phil reported on the meeting with CRT and Affinity Water representatives the previous day. It had become apparent that much of the necessary technical work had already been done but was not documented in the consultation documents. This will be the main thrust of IWA’s response.

    OTHER POINTS

    • Navigation Committee agreed to recommend the reappointment of Sue O’Hare as a Member on the expiry of her term of office to Trustees.
    • Navigation Committee noted the resignation of Jessal Murarji as Honorary Consultant Engineer and Corresponding Member of Navigation Committee. Jessal had been representing the Honorary Consultant Engineers on Navigation Committee since July 2022. The Committee recorded its thanks to him, and expressed the hope that another way can be found to maintain a link with the Honorary Consultant Engineers.
    • Navigation Committee noted the submission of IWA’s response to the National Planning Policy Framework by the Planning Advisory Panel. The response highlighted that inland waterways are not being given the recognition as essential national infrastructure that they merit. A summary article and link to the full response are available here.
    • Navigation Committee will lead on IWA’s response to the Boat Safety Scheme (BSS) public consultation on the introduction of a new mandatory Boat Safety Standard with related BSS Requirements for suitable smoke alarms in good condition and in suitable locations on all classes of boat with accommodation spaces.
    • Navigation Committee agreed that IWA’s Policy on Unauthorised Renting of Boats should be renamed and updated into the new format for policies.
    • In view of the unreliability of the Vazon sliding railway bridge over the Stainforth & Keadby Canal in warmer weather, and now the likely closure of Keadby Lock for some time, it is becoming increasingly necessary for inland waterways boats to make the tidal passage around Trent Falls in order to transit between the northern and Midland waterways via the Trent. Brian Sharples had prepared a Skippers Guide to Trent Falls which Navigation Committee was delighted to endorse for publication on the IWA website.
    • Following a significant period without a manager for IWA’s Certificate of Boat Management scheme, Trustees have appointed Andrew Phasey as manager. Andrew will continue with his previous role of Chief Trainer in parallel, but with a wish to relinquish the Chief Trainer role before the end of 2026. The scheme reports to Navigation Committee at present, but since the customer base is mainly restoration-related groups, Trustees may decide to change this line of reporting in due course.
    • The link to the IWA Waterways Directory and the GIS files behind the map were provided to Defra, in response to a request from a new member of the Defra inland waterways team for help to improve the team’s data and knowledge on inland waterways.
    • Updates were received from IWA West Country Branch on its current projects: the Bridgwater Tidal Barrier, the regeneration of Bridgwater Docks, and the replacement of the bridges carrying the A379 over the Exeter Ship Canal. Much excellent campaigning work continues to be done.
    • A new standing agenda item has been introduced for a report from Navigation Committee’s representative on the Sustainability & Environment Group, to ensure close working between the two groups.

    Forthcoming meetings

    • Navigation Committee six-monthly meeting with Defra inland waterways team – 14th April
    • CRT Council Boater Representatives special meeting on water resources – 20th April (Sue O’Hare to represent IWA)
    • Navigation Committee regular liaison meeting with the Canal & River Trust National Boating team – 13th May
    • Navigation Committee online meeting – 13th May

    Sue O’Hare
    Chair of Navigation Committee
    31st March 2026

    [The photo shows moored boats in Walsall Basin on 21st March – by Peter Fisher]

    The previous report from Navigation Committee is available here.

    Earlier reports from Navigation Committee are available here.

  • IWA Campaigns to Protect the River Stour in Kent

    IWA Campaigns to Protect the River Stour in Kent

    IWA has responded to South East Water’s proposals for the Broad Oak Water scheme in Kent. The response emphasises the importance of protecting navigation rights on the tidal River Stour, noting that this stretch has been affected by two significant problems, eutrophication (over enrichment with nutrients leading to excessive plant growth and damage to wildlife) and siltation. IWA argues that studies for the scheme must demonstrate that it will not worsen these issues and should ideally contribute to improvements.

    The document highlights how over-abstraction led to saline intrusion as far as Stodmarsh Nature reserve, which was then mitigated by pumping sewage discharge into the river, causing eutrophication. The nutrient‑rich sewage effluent caused abnormal weed growth that raised the riverbed, hindering navigation. IWA stresses that mitigation for these issues, particularly improved sewage treatment, should be integral to the scheme.

    On siltation, IWA warns that the unmanaged tidal Stour is becoming increasingly difficult to navigate and encourages South East Water to support future river management arrangements. It also calls for careful design of inlet and outlet structures to avoid harmful transverse flows, referencing established engineering guidance.

    The response further requests clarity on emergency discharge procedures and their implications for river users. Finally, IWA expresses support for the proposed recreational facilities at the reservoir. The full response is available here.

    [Photo: The Kentish Stour at Grove Ferry – by Neil Edwards]

  • Government Planning Policy Overlooks National Role of Canals and Rivers

    Government Planning Policy Overlooks National Role of Canals and Rivers

    IWA has advised government to strengthen planning policy in recognising the role canals and navigable rivers play in housing, climate resilience, and local economies in a submission made via its Planning Advisory Panel to the The Ministry of Housing, Communities and Local Government (MHCLG) this week. This follows major changes to the NPPF in 2024, on which IWA commented in detail, and the recent passing of the Planning and Infrastructure Bill.

    Britain’s canals and navigable rivers deliver varied benefits for communities, nature and the economy, yet new national planning policy overlooks their strategic importance..

    While often celebrated for their heritage and leisure value, canals and rivers play a much wider role today. They support wildlife and biodiversity, provide natural flood management and climate resilience, create green corridors through towns and cities, attract tourism and investment, and homes for residential boaters.

    Yet because waterways frequently cross several local authority boundaries, they can too easily fall between planning policies. IWA says stronger national policy is needed so that canals and rivers are properly considered in decisions about housing, infrastructure and place-making.

    Charlie Norman, IWA’s Director of Campaigns, said:

    “Our submission outlines the need for residential boat moorings provision in the planning system, and the need to review and update Canal Conservation Areas. As well as this, there is so much potential that is not being realised, for example, water transfer by canals. From the contribution of water-based travel and inland ports to sustainable transport, our waterways are not being recognised for their potential, and the planning system can go a long way to fix this.

    “The value of canal restorations to healthy communities is immense. Despite all these benefits, they are treated as an afterthought in planning policy, and this is a wasted opportunity.”

    IWA’s response factors in these areas that could better reflect planning policy in valuing waterways:

    • Strategic infrastructure: Canals and navigable rivers should be explicitly recognised in national planning policy, so they are considered in housing growth, transportplanning, active travel,and regeneration projects;
    • Climate and nature: Canal and river corridors are natural green and blue infrastructure that support biodiversity, urban cooling, water management, and climate adaptation;
    • Homes: Residential boating is a long-established way of living, yet provision for residential moorings is rarely planned for properly. Local plans should assess and provide forresidential boat dwellers;
    • Heritage and place-making: Waterways are often the historic heart of towns and villages. Development should protect and enhance their character and heritage setting; and
    • Expert involvement: Waterway specialists should be consulted when development plans affect canals, rivers, and their surrounding corridors.

    IWA says that recognising waterways in planning policy would help unlock their full potential, from delivering environmental gains, economic growth to new opportunities for sustainable living.

    “If we want thriving communities, resilient landscapes and attractive places to live and work, canals and rivers should be recognised as part of the nation’s strategic infrastructure”, Charlie Norman concluded.

    Read IWA’s full submission to the NPPF consultation.

  • IWA’s New Restoration Delivery Group

    IWA’s New Restoration Delivery Group

    Campaigning for and supporting the restoration of our inland waterways are strategic objectives for IWA, indeed they are the very foundation of why IWA was formed. Without IWA’s input, much of today’s network would not be navigable. However, the journey is not complete, and IWA’s trustees recognise that our work to deliver these objectives has lacked coordination and impact for several years.

    In September 2025, we called together representatives from across the restoration sector to discuss how we should address this. We formed a small working group , consulted widely, and detailed proposals were prepared. These were approved by the trustees at their February meeting. Overall management and coordination of IWA’s restoration activities will be taken on by a new Restoration Delivery Group (RDG). This group will develop and manage the restoration work programme, including management of restoration employees or contractors once recruited. The work programme will take input from a wide variety of sources as to suggested work items.

    The group will consist of four volunteers, a chair, trustee’s liaison, WRG liaison and the chair of the Restoration Panel (see below). George Rogers has been approved by IWA trustees as the inaugural chair of the RDG, and other roles will be named in due course. The existing High-Level Panel for Restoration will be reformed as the Restoration Panel. This will be open to nominated representatives from all waterway restoration groups, alongside relevant subject matter experts. The panel will primarily be a forum for knowledge exchange, including views on the challenges and opportunities that the restoration work programme might address.

    We are seeking a volunteer chair for the Restoration Panel. Ideally, we would like the chair to not also be the nominated representative of, or aligned to, any restoration groups, so that they can concentrate on managing the discussions, giving all members voice, and keeping focus on relevant issues. If you know of a possible candidate, or want to volunteer yourself, please get in touch with George Rogers (via iwa@waterways.org.uk) in the first instance.

    Whilst the new restoration structure is being established, we have taken the decision to postpone the annual IWA/CRT restoration conference from its normal slot in the spring. Instead, we will look to host the first Restoration Panel meeting to gather initial input into the restoration work programme from the restoration groups. This will help to inform the programme of the restoration conference, which will return in the autumn.

  • £6.5m Waterways Investment Welcome but Fails to Address Systemic Underfunding Crisis

    £6.5m Waterways Investment Welcome but Fails to Address Systemic Underfunding Crisis

    IWA has welcomed the announcement of £6.5m Government investment in Canal & River Trust waterways, while warning this one-off capital grant is not the systemic funding reform Britain’s canals and rivers urgently need.

    This additional investment will fund essential resilience work on specific infrastructure across the Canal & River Trust’s 2,000-mile network, supporting communities, businesses and wildlife that depend on secure waterways.

    However, the funding is targeted at discrete projects (e.g reservoirs) rather than addressing the broader maintenance backlog. It provides no support for the 3,000 miles of Britain’s navigable waterways not managed by the Canal & River Trust, many of which (particularly those managed by the Environment Agency) face critical infrastructure challenges due to chronic underfunding.

    Mike Wills, Chair of the Inland Waterways Association, said:

    “IWA welcomes any additional funding for our waterways, and this investment reflects the aims we’ve been campaigning for. Our Risk Index shows that climate change poses one of the biggest threats to canal and river infrastructure, so investment specifically targeting resilience to extreme weather is a priority.

    Last year’s disastrous breaches demonstrated the costs of fixing problems after they happen. But our Risk Index also shows that much more is needed. This is a one-off capital grant for specific projects, not the first instalment of ongoing investment, nor part of a comprehensive review of long-term funding requirements. It does nothing to change the Government’s overall funding approach to waterways, and it does nothing for the 3,000 miles of Britain’s canals and rivers managed by the Environment Agency and other navigation authorities.

    We need the Government to develop a long-term funding plan that addresses the needs of all 5,000 miles of Britain’s navigable waterways. Piecemeal project grants won’t build the resilient network the country needs.”

    IWA is calling on the Government to:

    • Conduct a comprehensive review of funding requirements across all UK waterways
    • Develop a funding strategy that covers maintenance and climate resilience
    • Extend support beyond Canal & River Trust waterways to the entire 5,000-mile network
  • IWA Expresses Concern about Future Water Abstraction Regime

    IWA Expresses Concern about Future Water Abstraction Regime

    IWA agrees that abstraction planning must look decades ahead, but stresses that reservations should only extend a few years into the future due to the inherent uncertainty of long‑term water resource planning. IWA points out that Water Resources Management Plans (WRMPs) change significantly between five‑year cycles, making them an unreliable basis for long‑term licence reservations. Examples from Thames Water’s 2019 and 2024 WRMPs show major shifts in preferred schemes, timings, and priorities. IWA warns that allowing long‑term reservations could lock water companies and regulators into outdated schemes, block higher‑priority uses, and create a backlog similar to the former National Grid connection regime.

    IWA rejects the idea that inclusion in a WRMP or sectoral strategic plan automatically justifies a “need for water,” arguing that such plans identify options rather than proving necessity for specific schemes. IWA also questions the relevance and practicality of requiring strategic plans to account for all sectors’ national critical infrastructure needs, noting that this is a government‑level responsibility and that the terminology used in the consultation is unclear and inconsistent with established definitions of Critical National Infrastructure.

    Environmental safeguards in the proposed framework are considered potentially adequate, but IWA raises concerns about timing. Developers cannot reasonably proceed to construction if licences might be withdrawn before operation. IWA proposes that reserved licences should expire before construction begins, forcing full environmental assessment at the appropriate stage. Clarification is also needed on how licence timing interacts with delays or accelerations in project delivery.

    IWA supports catchment reviews but argues they should apply to all abstractions, not just strategic schemes. Reviews every six years may be too frequent and misaligned with WRMP cycles. IWA advocates for dynamic, real‑time catchment management, as proposed by the Environment Agency in 2025, supported by comprehensive modelling of flows, storage, rainfall, and operational infrastructure. Such tools, ideally developed by the Agency, would enable more efficient and adaptive allocation of water resources.

    The proposed hierarchy for allocating water rights is criticised as confusing, overly dependent on shifting government policies, and potentially counterproductive to collaboration. IWA suggests reducing it to just two tiers – Critical National Infrastructure and all other uses – to avoid perverse incentives and reduce the risk of the Agency being perceived as either a tick‑box regulator or an obstacle to government priorities.

    IWA also emphasises the need to protect long‑established waterways infrastructure, ensure adequate transition periods for existing abstractors, and create an independent appeal mechanism for licence withdrawals. IWA argues for better recognition of return flows, phased implementation of new licensing requirements, and improved cross‑border coordination for shared catchments.

    Overall, IWA calls for a more flexible, collaborative, and technically sophisticated approach centred on real‑time water management rather than rigid licensing hierarchies and long‑term reservations.

    The Environment Agency’s consultation document is available here, and IWA’s full response is available here.

  • Fenland Waterways Face Permanent Fragmentation as Old Bedford Sluice Becomes Fifth Indefinite Closure in the Region

    Fenland Waterways Face Permanent Fragmentation as Old Bedford Sluice Becomes Fifth Indefinite Closure in the Region

    IWA has warned that East Anglia’s waterways are being lost “in perpetuity” following the announcement that due to health and safety concerns, navigation though the Old Bedford Sluice V-doors has been closed indefinitely, the latest in a growing catalogue of closures across the Environment Agency’s Anglian waterways with no plans for reopening. 

    The closure, announced on 19th January 2026, further severs connections between the Middle Level and the Environment Agency’s waterways via the Old Bedford River and Welches Dam Lock on the Horseway Channel. 

    The Anglian waterways network now suffers from multiple indefinite stoppages with no remediation plans in place: 

    • Old Bedford Sluice V-doors (Old Bedford River): closed January 2025 
    • Brandon Lock (River Little Ouse): closed since 2024 
    • Harlam Hill Lock (River Ancholme): closed since 2012 
    • Welches Dam (Horseway Channel/Old Bedford River): closed since 2006 
    • Swaffham Bulbeck Lock (Swaffham Bulbeck Lode): no longer operational, reclassified as flood relief structure 

    In a statement to IWA, the Environment Agency confirmed there are currently no plans to reinstate any of these locks to navigation, citing ongoing financial pressures. 

    IWA’s Risk Index, which mapped risks across the inland waterways network from climate change and funding shortfalls, identified indefinite closures as a critical threat to the connected system.  

    The implications extend beyond navigation. A fragmented waterway network means: 

    • Lost economic opportunities for waterside businesses and tourism 
    • Reduced public access to green/blue spaces for recreation and wellbeing 
    • Irreversible damage to historic infrastructure and cultural heritage 

    Keith Alderton, Chair of IWA Great Ouse Branch said:  

    “This policy of failure to repair waterways infrastructure as it becomes inoperable is resulting in the loss of irreplaceable heritage, lost access to green/blue space for local communities and lost economic opportunities across the region. Without intervention and adequate funding, these historic waterways will not see another generation due to systemic neglect and that’s unacceptable.” 

    IWA is calling on the Environment Agency and government to: 

    • Develop costed restoration plans for all indefinitely closed structures and consider volunteer labour;  
    • Integrate waterway restoration into major infrastructure projects like the Fens Reservoir; and 
    • Recognise waterways infrastructure as vital assets to the environment and the economy. 
  • IWA Navigation Committee News

    IWA Navigation Committee News

    1. Canal & River Trust’s Independent Commission on the Future of Boat Licensing

    As reported in November, a small subgroup of Navigation Committee was formed to take thoughts forward so that IWA is ready to respond to the Commission report and any further consultations at the appropriate time.

    Although the review was about more than residential boating, it is the residential boating and continuous cruising aspects which are attracting most attention. On 31st January, the Residential Boat Owners Association will be hosting a hybrid open meeting to “Review the Review of CRT Licensing”, which representatives from Navigation Committee will be attending.

    2. Residential boating and mooring

    A group comprising representatives of IWA, The National Association of Boat Owners, National Bargees Travellers Association and the Residential Boat Owners Association has met twice to try to agree a common approach to residential boating.

    3. Water Resources

    IWA’s national Water Lead Graham Heald joined the meeting and guided the discussions on the many aspects of water resources management which are currently in focus.

    • Grand Union Canal Transfer Project

    The Phase Two Public Consultation will run from 11th February to 2nd April 2026. Graham Heald is leading for IWA and is organising a meeting with the promoters during the consultation period. There will be an opportunity for Q&A on the consultation at the next online meeting of the Canal User Working Group on 19th February.

    • Environment Agency consultation on reserving water abstraction rights

    Submissions to this consultation are due by 16th February and Graham Heald is leading IWA’s response. The current view is that the approach is concerning, because it does not appear to recognise canals as legitimate and necessary abstractors of water which provide environmental benefits in their own right. IWA will liaise with CRT over its response and will share the final version with the Defra inland waterways team.

    • Environment Agency consultation on Significant Water Management Issues in River Basin Management Planning

    This consultation is almost entirely related to environment, chemical and pollution issues, although there are areas where IWA could usefully comment. The deadline is not until 20th May.

    • IWA guidelines on water transfer and water supply and retention are in development.

    OTHER POINTS

    • Navigation Committee welcomed Brian Sharples as IWA’s North East Region representative.
    • Jonathan Mosse will represent IWA on a Boat Safety Scheme committee reviewing the future frequency of BSS examinations.
    • Paul Thomas will represent Navigation Committee on IWA’s Sustainability & Environment Group.
    • The updated IWA Towpaths Policy is now available here.
    • As part of the Risk Index campaign, relevant navigation authorities were formally asked for their plans about their indefinite stoppages. So far, only the Environment Agency has responded.
    • Since the previous Navigation Committee meeting, CRT has suffered two major issues, the breach of the embankment at Whitchurch on the Llangollen Canal and the collapsed bywash culvert at Penkridge on the Staffordshire & Worcestershire Canal. CRT has been praised for its rapid response at Whitchurch, especially compared with the ongoing Bridgewater Canal breach where not only has little visible progress been made but there are now reports on social media of deterioration. CRT launched an appeal to help fund the repairs and has already raised £166,000.
    • Keadby Lock has just had to be closed for a currently unknown period. The lock (and the nearby Vazon sliding railway bridge) are key to the North/South route using the Trent and avoiding Trent Falls.
    • The Bridgewater Canal Company has appointed a principal consultant to lead on the design and project management of the reinstatement after the breach in January 2025. Subject to the outcomes of ecological surveys and engineering design, construction work is expected to begin in summer 2026 with completion by the end of 2026.
    • IWA Kent & East Sussex Branch provided a report on abandoned boats on the River Adur, demonstrating the extent of the problem. It was noted that both CRT and the Environment Agency have been making efforts to remove more abandoned boats and to publicise their activities.
    • IWA’s concerns over the closure of ‘non-essential’ Customer Service Facilities have been formally communicated to CRT and a response requested.
    • CRT held an introductory meeting for national boating organisations with the new Chief Executive Campbell Robb on 4th December. There were three main themes (communication, long-term funding and boater experience). Campbell Robb set out his desire to move away from reacting to emergencies to a new approach of investing to save and innovating where appropriate. He stated that the biggest immediate threat to CRT waterways is the need to reapply for 157 water abstraction licences with potentially onerous licence conditions. The overall tenor of the meeting was encouragingly positive and collaborative.
    • The Environment Agency’s new focus on navigation has been reflected in recent communications. A blog described EA, CRT and the Broads Authority sharing their learning from managing navigation in this year’s drought, and Campbell Robb later confirmed that CRT and EA are committed to working together on navigation from the Chairs down. The report “Drought prospects for spring 2026” included a chapter dedicated to navigation, spelling out in quite some detail the likely impact on different waterways in three scenarios. While the details of the forecasts could be argued with, it is notable that the press release accompanying the report explicitly mentions the impact on navigation and is signed by the Water Minister Emma Hardy.
    • Scottish Canals has done well in the Scottish budget. It is encouraging to see the statements that Scotland’s transport network “includes rail, bus, trunk roads, ferries, regional aviation and canals” and “we are investing in Scottish Canals to ensure they remain a valuable resource for biodiversity, active living and tourism”.
    • The Broads Authority has appointed a new Chief Executive, Sarah Cowley, who will start in August and take over from John Packham.
    • Baits Bite Lock on the River Cam was reopened after temporary stabilisation work on schedule on 19th December, but the need for funding for permanent works on both Baits Bite and Jesus Green locks remains.
    • Uncertainty over the impact of high-speed rail projects on some waterways continues and has increased after the announcement of the Government’s long-term plans for Northern Powerhouse Rail.
    • There have been some changes at the Fund Britain’s Waterways (FBW) campaign. IWA has reduced its staff involvement in order to focus efforts on IWA’s own campaigns, and Mike Wills stepped down as Chair of FBW but continues as IWA representative on the steering group. Hazel Owen of the Association of Waterways Cruising Clubs has taken over as Chair and several new volunteers have been recruited, including a representative of Leicester Civic Society to add a non-boating voice on the steering group. The first event of 2026 will be the jointly-branded FBW/Birmingham Canal Navigations Society Icicle Cruise on 21st March on the Walsall Canal to celebrate its reopening after the chemical spill and sample the new CRT arrangements in Walsall Basin. A Canalway Cavalcade dispersal cruise will be in company with a flotilla of historic narrowboats, to celebrate the 90th anniversary of the Harland & Wolff fleet built in 1936 at Woolwich. The Great Ouse Boating Association is hoping to organise a campaign cruise on the Great Ouse to coincide with the Bedford River Festival. The plans for the main campaign cruise to the North West are still awaiting a response from Peel Ports about use of the Manchester Ship Canal.
    • An article from the Sunday Times of 18th January expressed concerns about the impact of the removal of the Landfill Tax exemption for dredging. These were discussed at the Navigation Committee regular liaison meeting with CRT on 26th January, where it was explained that the article was incorrect and it is the specific exemption for the use of stabilisers for treating contaminated wet dredgings which will be removed from April 2027. CRT is still working through the implications, but the change will increase the cost of dredging though only in cases of treated contaminated waste.

    Forthcoming meetings

    • RBOA hybrid open meeting to “Review the Review of CRT Licensing” – 31st January (Ivor Caplan and Roger Stocker to represent IWA)
    • Grand Union Canal Transfer Canal User Working Group meeting – 19th February (Sue O’Hare, Phil Sharpe and Helen Westlake to represent IWA)
    • CRT Council Boater Representatives meeting – 25th February (Sue O’Hare to represent IWA)
    • CRT Council meeting – 18th March (Sue O’Hare to represent IWA)
    • CRT meeting with national boating organisations – 24th March (Sue O’Hare and Mike Wills to represent IWA)
    • Environment Agency National Waterways Forum / National Waterways Advisory Group meeting – 25th March (Sue O’Hare to represent IWA)

    Sue O’Hare
    Chair of Navigation Committee
    26th January 2026

    Previous reports from Navigation Committee are available here.

  • IWA Responds to South East Strategic Reservoir Option Plans

    IWA Responds to South East Strategic Reservoir Option Plans

    Thames Water is progressing the proposed South East Strategic Reservoir Option (SESRO) Project for a new 150 million m3 water storage reservoir located approximately 5km south-west of Abingdon in Oxfordshire plus strategic inter-company water transfers.

    The project is intended to provide a reliable and sustainable source of water for millions of customers served by Thames Water, Affinity Water, and Southern Water in Oxfordshire and the wider South East region, and to strengthen the region’s resilience to climate change, population growth, and drought risk.

    The project is being treated as a development of national significance for which development consent is required. It is intended that an application for a Development Consent Order will be submitted in autumn 2026. As part of the process a statutory consultation was held from October 2025 to January 2026. Water would be extracted from the River Thames (and potentially from a future Severn to Thames Transfer project) to be stored in the reservoir.

    IWA identified impacts on navigation due to abstractions from and releases to the River Thames, including in the event of emergency releases from the reservoir, which need to be mitigated during detail design.

    While accepting that a pipeline is the only feasible solution for the 300 Ml/day Severn to Thames Transfer previously proposed, IWA called for the option of transfer via the restored Cotswold Canals to be re-examined if the provision of storage at SESRO permits a lower rate of transfer over longer periods of time.

    IWA welcomed the provision of a water channel to protect potential navigation via the Wilts & Berks Canal, but expressed its disappointment that some of the proposals are no longer as comprehensive as previously. As currently proposed the project will make provision for the restoration of the Wilts & Berks Canal as a water channel around the reservoir, with provision for future operational features such as locks and a connection to the River Thames. IWA put forward alternative proposals which might permit the locks and connection to be constructed during the initial construction period at a similar cost to the Thames Water proposals.

    IWA encouraged the use of barge transport during construction to mitigate environmental impacts. We also supported the proposals to facilitate canoeing, paddle boarding, swimming and sailing on and around the reservoir, contributing to a multi sector reservoir which will provide public benefit in a variety of areas.

    Read the full response.

  • IWA Responds to Anglian Water Reservoir Plans

    IWA Responds to Anglian Water Reservoir Plans

    Anglian Water, working with Cambridge Water, is progressing plans for a new reservoir in the Cambridge Fens to secure future water supplies for Cambridge, nearby communities and West Norfolk. The area is one of the driest in the UK, with increasing pressure from housing growth and expanding technology industries.

    The proposed reservoir would cover around six square miles north of Chatteris, bordered by the navigable 40 Foot River to the south and the 16 Foot River to the east. These waterways are expected to play a key role in how the reservoir integrates with the surrounding landscape and water supply network.

    IWA has been involved from an early stage as part of the project’s consultation group. In October 2025, Anglian Water published its Phase Three proposals, to which the Association submitted formal feedback in December.

    Further consultation will take place ahead of a Development Consent Order application planned for early 2027, with a government decision expected in 2028. If approved, construction would start in 2030 and the reservoir would become operational in 2036.

    IWA experts have raised concerns about the impact on navigation, waterway channels, air draft and moorings, particularly on the River Nene, River Great Ouse and the Middle Level Navigations system, which will be used to move water during and after construction.

    Plans include a visitor and watersports ‘lagoon’ in the reservoir’s northwest corner. IWA has welcomed this, recommending early inclusion of infrastructure and suggesting that proposed paths and nature areas should also incorporate moorings to improve access for boaters and the public.

    Around 2 million tonnes of aggregates and rock will be needed for construction. While nearby rivers are navigable, materials are currently expected to be delivered by rail and then by HGV, which could affect local roads. IWA has proposed using barges instead to reduce road traffic.

    The Phase Three plans also favour transferring water by pipeline rather than restoring the Horseway Channel, closed to navigation since 2006. IWA has urged reconsideration, arguing that reopening the channel would benefit navigation, walking and cycling access, and public enjoyment of the Ouse Washes.

    Read the full response here:

    Covering Letter

    Phase Three Feedback Form

    Appendix 1: Transport

    Appendix 2: River Nene

  • Breach on the Llangollen Canal at Whitchurch – IWA Response

    Breach on the Llangollen Canal at Whitchurch – IWA Response

    Commenting on this latest breach, Michael Haig, chair of Shrewsbury & North Wales branch of The Inland Waterways Association, said:

    “As one of the most popular and heavily used canals on the entire network, the Llangollen Canal has a special place in the hearts of thousands of visitors from both this country and overseas. It also supports businesses, recreation and wellbeing along its 49-mile length, and beyond, with numerous holiday boat hire operators on neighbouring waterways also adding to visitor numbers.

    “That’s why, although we appreciate the engineering complexities of repairing the breach itself, we’re calling for multi-agency action to restore full navigation to as much of the canal as possible, including downstream of the breach, so that the waterway can continue to bring economic, social, health and wellbeing benefits to the many communities along its predominantly rural length. For the moment, thanks are certainly due to all who acted so quickly and professionally in what were clearly frightening scenes.”

    The Llangollen canal forms part of national water infrastructure. Each failure shuts down the connected system resulting in water supply disruption and harms local economies and in this most recent case, leaves people homeless.

    This is why this year IWA has mapped the risks across our 5,000-mile network, and it is clear these risks are growing.

    [Photos of the breach site by Jim Forkin]

    Notes (updated 24th December 2025):

    On 22nd December at about 4:14am, a breach occurred on the Llangollen Canal near the Whitchurch Arm at Whitchurch. The incident was declared a major incident by Shropshire Fire & Rescue Service. Two boats were washed into the breach, with two more positioned dangerously close to the affected area. All affected boaters are safe with alternative accommodation arranged. In close coordination with local emergency services, Canal & River Trust secured the site and installed stop planks at Grindley Brook Lock, along with a water gate to regulate water flow upstream and downstream of the breach, and CRT is now pumping water around the breach. Accommodation for 13 individuals from eight households, including their pets, was arranged through hire boats or hotels in partnership with Shropshire Council. CRT’s licensing teams have been in contact with boaters in the area to identify and address any welfare needs.

    Shortly after the occurrence, all locks on the Llangollen Canal were closed, and towpaths in affected areas remain shut for safety. To strengthen containment, two additional dams were installed alongside measures to regulate water around the breach. Pumping operations are underway, with three 6-inch pumps currently in use. These pumps are delivering a maximum overnight discharge of 19 Ml/d, and refilling the downstream section. The Grindley Brook customer service facilities have been temporarily reopened to support ongoing response efforts. CRT will continue monitoring of water levels and structural integrity, including ashing up gates at Hurleston and other key locations. A full investigation as to what may have caused the breach is underway.

  • Controversial Fees on the River Clyde Abandoned

    Controversial Fees on the River Clyde Abandoned

    Peel Ports Clydeport has halted plans to charge small boat owners a £100 annual “leisure vehicle conservancy fee” following widespread opposition from IWA, other waterways interest groups, politicians and individual boat owners. See IWA’s story on the proposal in January 2025.

    The proposed fee would have applied to all boats between 6 and 24 metres in length operating over a range of 450 square miles of the Firth of Clyde, including Loch Fyne and Gare Loch, the southern entrance to the Crinan Canal and the river Clyde up to Albert Bridge in Glasgow. IWA has been promoting greater use of the Clyde for recreational boating by its inclusions in the Silver Propeller Challenge, with destinations at Rutherglen and Bowling Basin at the entrance to the Forth & Clyde Canal.

    Boat owners branded Peel Ports’ proposal a “cash grab” and “extortion,” arguing it would harm tourism and make boating unaffordable for many retirees. Member of the Scottish Parliament Stuart McMillan led a petition and parliamentary debate against the plan.

    Peel Ports stated the fee was intended to cover costs of managing leisure activity and dealing with accidents, and warned that a comprehensive review was still underway to assess waterway usage and reserved the right to revisit the issue in future.

    The decision represents a victory for recreational boating communities who successfully campaigned against what they saw as an unfair charge on a natural resource, though boat owners remain cautious that the fees could be reintroduced later.

    [The photo shows a boat below Erskine Bridge on the Clyde – by Jonathan Mosse]

  • IWA Response to CRT’s Restoration Delivery Plan

    IWA Response to CRT’s Restoration Delivery Plan

    IN SUMMARY

    IWA has strongly challenged CRT’s new draft Restoration Delivery Plan (RDP), arguing that it treats restoration as a low priority rather than a core charitable objective. Several major restoration projects (including the Grantham Canal, Wendover Arm, and Pocklington Canal) have stalled under CRT ownership. The RDP would see volunteer groups face new financial burdens and bureaucratic obstacles that seem contrary to the collaborative spirit that CRT purports to offer, and a different mindset to that with which British Waterways delivered spectacular reopenings 25 years ago. As a critical friend to CRT, IWA is leading the charge to refocus attention on restoration, engaging directly with CRT’s senior management and its new CEO to ensure waterway restoration receives the leadership, support, and priority it deserves.

    THE BACKGROUND

    After consulting widely with restoration groups and other interested parties we have concluded that CRT’s plan is misguided because it addresses symptoms, not underlying issues. IWA has always thought of ourselves as a critical friend to The Trust, and on this issue, we must lean into the former description of our long relationship.

    Restoration work has been halted on several restoration projects where CRT is a landowner, either owning most of the waterway, as in the case for the Grantham Canal, the Wendover Arm and Pocklington Canal, or where it is a minority landowner, as with the Cromford Canal. In fairness, in some cases, CRT says work has stopped because of Health & Safety arrangements, or environmental issues, but it most case it just claims that it doesn’t have the resources to review work plans or respond to restoration groups’ correspondence.

    However, waterway restoration is one of CRT’s principal objectives alongside other important objectives as maintaining the navigable system, heritage and natural environment and landscape – yet the RDP seems to position waterway restoration as a something it might consider when funds permit. We think this is an abandonment of one of CRT’s principal duties. 

    The RDP requires restoration promoters to commission professional studies for planned works, and to pay CRT such studies and work proposals to be reviewed by additional staff or contractors. This has led to some outrage that CRT planned to charge £40 per hour to deal with correspondence and plans put forward by them. Other complaints concern external training courses to be undertaken at considerable expense although this requirement has since been reduced to compulsory on-site training. The latest draft of CRT’s Plan (published this summer) as part of a consultation met strong criticism from several restoration groups, particularly where works had been stopped, resulting in financial cost and volunteer disillusionment. A planned WRG Canal Camp on the Cromford Canal had to be cancelled, for example.

    CONCERNS & CHALLENGES

    Overall, it is our view that the plan reads as a defensive document; more like a commercial business on a cost-cutting mission, far from the ‘can do’ manifesto and operational plan expected of a high-profile national charity.

    So, on the one hand, CRT wants to be a leader of the restoration movement with a high profile at national events, but on the other hand it is custodian of multiple canals that were abandoned by its predecessors, but for which it is frustrating work to restore.

    25 years ago, with Lottery funding and regional development agency support, the then British Waterways Board management launched ambitious plans to revive and regenerate these waterways leading to spectacular restoration reopenings: the Huddersfield Narrow, Rochdale, Droitwich, Forth & Clyde, and Union canals are fine examples. Momentum has now faltered in a more difficult economic climate, and CRT is perceived, rightly or wrongly, as a blocker of restoration.

    We are clear about the challenges: The Grantham Canal, for example, is a complex and major restoration, on the other hand the Pocklington Canal and the Wendover Arm, both wholly owned by CRT are probably the two easiest waterway restoration schemes in the country, notwithstanding that the Wendover Arm has two difficult road crossings and some minor footbridges and pipes, yet these schemes have been dragging on for more than 50 and 40 years, respectively.

    Surely, CRT, given its charitable duties, should be taking the lead on these restorations rather than leaving them to two small groups? We accept that CRT must adhere to building, environmental and heritage protection legislation, and in some cases restoration promoters need to improve their operational practices, and where required, we support CRT’s moves to raise standards. However, this needs leadership and support rather than just raising obstacles.

    WHAT IS IWA DOING?

    We don’t wish merely to criticise; IWA wants to work constructively to resolve challenges and to provide support.  Over the years, IWA and the restoration sector have provided a broad range of professional services and know-how to bring about successful restorations. Work is also underway to ensure that IWA raises its support for waterway restoration and will do so as a 2026 priority. In conclusion, we are pleased to report that CRT is taking IWA’s views seriously. We are now engaged in direct meetings with senior management, the latest on 15th December, and we have ensured that Campbell Robb, CRT’s new CEO is fully aware of our concerns. We will continue to work constructively with CRT to achieve the best outcome for the waterways, including restoration.

  • IWA Concerned about Closure of Boaters’ Facilities

    IWA Concerned about Closure of Boaters’ Facilities

    CRT announced in its Boaters Update email on 9th October that all “non-essential facilities” were to be closed from 3rd November with a few exceptions (where an Expression of Interest in taking them on had been received, or toilets at key visitor destinations). This decision followed on from a boater consultation in 2022 (which showed that boaters considered the provision of water, Elsan and pump-out disposal, and waste disposal to be essential and other facilities such as toilets, showers and washing machines to be a lesser priority for many) and the publication of its Customer Service Facilities Policy Statement in May 2025.

    IWA discussed its concerns with CRT earlier in 2025, and has now made a firmer written representation:

    • The consultation was only carried out with boaters, but boaters may be a minority of the people affected. Canoeists, paddleboarders, anglers, walkers, cyclists, etc, may be more affected and do not appear to have been consulted, albeit not all types of users may have been entitled to use all the facilities.
    • The closures will hit less-affluent boaters the hardest, especially those without showers or heating or hot water or with only rudimentary toilets on their boats.
    • The impact been hardest for less agile boaters, whose own onboard facilities may be to cramped or unsuited to those with decreased mobility.
    • There seems to have been little communication of the closures with the other affected activity groups, or any notice taken of concerns expressed.
    • The short notice given of mass closures.
    • Lack of visible evidence that CRT’s own published process for deciding on closure set out in the CRT’s policy has actually been followed.
    • An absence of published lists of the facilities to be closed and those staying open.
    • Concerns around specific groups of facilities (those used by residential moorers on CRT or non-CRT moorings, those which were funded and/or built by local authorities, other public bodies or voluntary waterway groups’ funds or with volunteer assistance.
    • Toilets at locks leading to tidal waters which may be used by seagoing vessels with no alternative provision on board other than direct discharge into the water.

    Most of these concerns were discussed with CRT on 13th October, and despite undertakings to investigate no response has yet been received. IWA is now escalating its concern and insisting on answers.

    [The photo shows a CRT sanitary facility at Marsworth on the Grand Union Canal – by Alison Smedley]

  • IWA Welcomes Breakthrough Agreement on Monmouthshire & Brecon Canal Water Crisis 

    IWA Welcomes Breakthrough Agreement on Monmouthshire & Brecon Canal Water Crisis 

    IWA has welcomed last night’s announcement by the Welsh Government of a financial settlement to resolve the water abstraction crisis that has threatened the future of the Monmouthshire & Brecon Canal. The Welsh Government will provide cover for up to £400,000 every year, for the next five years. The Canal & River Trust (CRT) will also contribute up to £100,000 annually. The funding will support a vital water supply agreement.

    IWA has been at the forefront of the campaign as a key member of the Preserve & Protect the Mon & Brec Canal (PPMB) coalition. IWA representatives helped organise the Senedd Rally on 9th July 2025, which preceded the Senedd Petitions Committee debate that saw overwhelming cross-party support for action. Following the rally and debate, the Welsh Government announced the creation of the Task & Finish Group on 17th July 2025. 

    The agreement, announced by Deputy First Minister and Cabinet Secretary Huw Irranca-Davies, follows months of intensive campaigning, and negotiation between the Canal & River Trust (CRT), local authorities, and the Welsh Government through the specially convened Task & Finish Group. 

    The water abstraction crisis has seen CRT spend nearly £1 million this year alone purchasing water from Dŵr Cymru Welsh Water, with costs reaching up to £40,000 per week at peak times. This expenditure has diverted vital funds away from essential maintenance and dredging work on the canal. 

    Paul Thomas, Secretary of IWA South West and South Wales Region, said:  

    “This announcement is a major victory for everyone who has fought to preserve this historic waterway. The Mon & Brec Canal is not just a navigation route, it’s a vital part of our heritage, a significant economic asset for the region, and a much-loved recreational resource for thousands of people. We are delighted that the Welsh Government has recognised its importance and taken steps to secure its future.” 

    The Task & Finish Group, which includes representatives from Welsh Government, CRT, Natural Resources Wales, Dŵr Cymru, and local councils, finally convened on 17th November after delays. The announcement follows intensive behind-the-scenes negotiations between all parties. 

    Paul Thomas added:  

    “This shows what can be achieved when organisations work together with a common purpose. I want to pay tribute to all our partners in PPMB, the Commercial Operators Group, Brecon Beacons Tourism, the Bridge 46 to Five Locks Canal Group, and the many individual campaigners who have given their time and energy to this cause.” 

    IWA particularly acknowledges the crucial role played by members of the public, who signed the Senedd Petition in their thousands and contacted their local MSs and MPs to demand action. The support of Cllr Jan Butler, other local Councillors, MSs and MPs across party lines has been instrumental in keeping pressure on decision-makers. 

    Mr Thomas concluded: “We await the full details of the agreement. CRT will now be able to focus its resources on maintaining and improving the canal rather than simply keeping water in it. However, our work doesn’t end here – we will continue to monitor the situation closely to make sure this agreement delivers real, lasting benefits for the Mon & Brec Canal and all who use and love it.” 

  • IWA Seeks Higher Clearance for New Exeter Ship Canal Bridges

    IWA Seeks Higher Clearance for New Exeter Ship Canal Bridges

    Devon County Council held workshops for stakeholders on 22 October 2025, at which they presented the emerging proposals for two new replacement bridges across the Exeter Ship Canal on the A379 dual carriageway.  This followed from an announcement by the Department for Transport in July 2025 of a number of local authority road improvement schemes that were to be taken forward.

    The new bridges will be bascule bridges, similar in concept to the existing bascule bridge on the eastbound carriageway but of modern design.  They will replace the existing westbound steel swing bridge, built in the 1930s, and the eastbound bascule bridge, installed in the early 1970s, both of which are becoming life expired.

    The air draft of the existing bascule bridge is larger than that of the existing swing bridge and IWA is keen for advantage to be taken of the rebuilding to increase the air draft of both bridges.  IWA argues that the new bridges should provide sufficient air draft to permit a good number of leisure craft, including yachts with their masts lowered, to pass through without raising the bridges.  Opening moveable bridges is not only time consuming but also holds up the traffic using the busy A379 dual carriageway.

    Devon County Council has identified 5 options for replacing the existing bridges.  Option 3 provides for the road surface to be raised by 1.7m and Option 4 provides for the road surface to be raised by 0.7m with an opportunity for incremental increases above this.  IWA has a preference for Option 3 but Option 4 could also be supported if it results in leisure craft with an air draft of up to 3.0m being able to pass under the bridges.

    The Council is currently assessing the comments made at the workshops, with a view to holding a public consultation in spring 2026.

    PHOTO The A379 bridges at Exeter: swing bridge in the foreground, with superstructure of bascule bridge visible behind. (Photo: Sandy Wright)

  • IWA notes the report of the CRT Commission on Boat Licensing

    IWA notes the report of the CRT Commission on Boat Licensing

    IWA welcomes the endorsement by the Commission on the Future of Boat Licensing of four of the five main points put forward in its submission: a simpler licensing framework, the encouragement of more cruising across the whole network, the discontinuation of the term ‘continuous cruising’, and more thought to be given to the wider issues of residential boating.

    Some of the other major recommendations by the Commission are also welcome, including clearer and simpler definitions, appropriate strengthening of enforcement powers, and the need to improve the reputation of the Trust among boaters.

    The point made by IWA in its submission which was not included in the recommendations was the desirability of the review covering licensing for all navigation authorities, as a step towards a joint system. While it is understandable that the Commission did not feel able to address this in its review, Canal & River Trust (CRT) waterways nonetheless form a part of the overall network, and a consistent approach across all navigation authorities would be very beneficial.

    The Commission has set out recommendations and guidance for further consideration, but specific ways forward have been left to CRT to consider and consult on. There is much work still to be done to get to implementation, especially if as suggested legislative changes prove to be needed.

    The independent Commission was established by CRT at the start of 2025 to review the legal framework around boat licensing, to explore its continuing appropriateness in view of the changes in use of the waterway network over the last 30 years. The Commission was tasked with reporting to the CRT Board of Trustees, who will decide whether and how to take the recommendations forward.

    The Commission ran a survey of boaters and other stakeholders in March and April 2025, covering both user experiences of the boat licensing system and any desired changes. IWA submitted a response to the survey and representatives of IWA’s Navigation Committee discussed the submission in a meeting with the Commission members in May.

    The report produced by the Commission was published on 19 November 2025. Although slightly delayed from the timescale originally set out, IWA welcomes the prompt publication as soon as the report had been submitted to CRT’s Board of Trustees, in advance of their consideration of it.

  • 75% of Britain’s waterways face financial peril as almost all brace for heavier winter rainfall

    75% of Britain’s waterways face financial peril as almost all brace for heavier winter rainfall

    Britain’s unique canal and river network faces a “perfect storm” of underinvestment and climate risk – as reported in The Guardian today.

    • Three-quarters of Britain’s canals face financial insecurity, with the majority of the nation’s navigation authorities struggling to maintain essential infrastructure amid declining funding;
    • Climate pressures are intensifying, with new mapping showing every waterway in Britain will face greater risk from drought in summer and floods in winter; and
    • The combination of reduced funding and rising climate impacts creates a “perfect storm” for the nation’s 5,000-mile canal and river network, threatening heritage, navigation, tourism, wildlife, utilities, homes, communities and businesses.

    Following the Climate Change Committee’s warning to government to prepare for 2oC warming by 2050, the Inland Waterways Association (IWA) has published a first-of-its-kind map revealing the likely impact of this warming on Britain’s 5,000-mile network of canals and navigable rivers. 

    Facing a dual crisis of funding and climate resilience, the new map reveals 99% of Britain’s navigable inland waterways are at risk. The research from the only national charity that campaigns for all the country’s canals and river navigations finds that 75% of canals are financially insecure, while 99% are expected to experience increased winter rainfall, threatening infrastructure already struggling with years of underinvestment. 

    Key findings are: 

    • The majority of our waterways are managed by navigation authorities struggling financially;
    • Canals will be impacted by increased water shortages, especially in the Pennines and Midlands; and
    • Our mapping shows that no part of the system will escape susceptibility to winter precipitation and drought risk.
       

    Britain’s 5,000 miles of navigable canals and rivers, including the 2,700-mile connected system across England and Wales are a national treasure providing significant public benefit to millions of people across Britain. Our inland waterways are blue green corridors that connect fragmented wildlife habitats and provide free access to nature. They also generate significant economic activity, including associated tourism, supporting over 300,000 jobs [2] and saves the NHS over £1.1 billion [3] each year. Almost 80% of local authorities have a navigable waterway or a waterway under restoration, disproportionately so in more deprived areas. 

    Charlie Norman, IWA’s Director of Campaigns, says: 

    “Right now, Britain’s matchless canal and river network faces a perfect storm of underinvestment and climate risk.  

    “Our findings paint an alarming picture of vital national infrastructure under increased strain. Decades of erratic government support along with more frequent extreme weather events have left many waterways vulnerable to breaches, closures and mounting maintenance costs. This year’s drought led to the closure of dozens of canals across the country, affecting wildlife, tourism, businesses and people living on the canals. 

    “Without intervention the network, a cornerstone of the UK’s industrial heritage, providing leisure and tourism destinations for millions, as well as green corridors for wildlife, faces irreversible decline by 2050.” 

    Rainfall 

    Rising winter rainfall is placing Britain’s waterways under increasing strain. While reservoirs rely on winter rainfall to prepare for summer, excessive precipitation is already causing major damage, as seen in the catastrophic Bridgewater Canal breach on New Year’s Day 2025, and similar incidents on the Huddersfield Canal and Calder & Hebble Navigation. 

    IWA’s new mapping using Met Office climate projections shows no part of the network will escape increased winter rainfall under 2°C of global warming. In the south, rivers such as the Thames were closed to navigation for nearly five months last winter due to flooding: a blow to local businesses and leisure users alike. Many of the major navigable rivers in England (Thames, Nene, Great Ouse, Medway) are managed by the Environment Agency, which faces the threat of serious under-funding for maintenance. 

    Drought

    Following this summer’s drought, with the driest spring ever recorded, Met Office climate projection maps have been used to show how waterways are likely to be affected by lack of water in the future. This map shows the median projected drought severity for a global 2 degrees temperature rise, which IPCC data suggests could happen within the next few decades. 

    Higher drought severity figures are predicted for several crucial areas for the waterways – in areas of higher ground where canals cross summits and therefore where key reservoirs are located. The Pennine summit provides canal links between the North- East and North West waterways (Leeds & Liverpool, Rochdale and Huddersfield canals) and this whole area is predicted to see increased drought. This year already most of the Leeds & Liverpool Canal has been shut since May due to low water. 

    The other key area of concern is the Midlands, the heart of the canal network, fed by many reservoirs whose water resources will be increasingly stretched. An area rich in canal heritage and home to numerous waterways businesses depending on a connected network, it is an area that will be increasingly hit by drought in the future. 

    Funding 

    Lack of funding to maintain waterways in the face of climate change is a key factor and IWA has used expert knowledge of the status of the various navigation authorities looking after our waterways to categorise them. Only 25% of waterways are considered to be financially stable, leaving three-quarters of the network facing moderate to severe funding threats.  

    Charlie Norman continues: 

     “This is why IWA calls on Government to undertake a review of Britain’s inland waterways, with the goal of creating a long-term investment plan 

    “Some aspects of our unique, built environment are assumed to automatically happen. That seems to be the case with our waterways network: they are rightly cherished but there is a dangerous assumption that they are magically self-sufficient. 

    “They are magical, but they don’t just happen. 

    “We want a network that is well-maintained, accessible and alive. This includes the management of the system as a whole and more localised action, for example, where waterways heritage is concerned lest it fall through the gaps of heritage protection. 

    “Improved infrastructure can attract new businesses and enhance the experience of all who use them [4]. Waterways also play a very important role in mitigating the effects of climate change by cooling our cities [5], transferring water, providing active travel routes and supporting biodiversity.  

    “November’s Budget is the perfect opportunity for The Chancellor to signal investment now so we can strengthen this vital, historic network to prevent structural failures, water shortages, navigation stoppages and heritage loss. The case for action is clear: protect and invest today, and our waterways will continue to serve communities, nature and the economy for generations.” 

    Conclusion 

    Britain’s 5,000 miles of navigable waterways are a national asset, but reduced funding and climate change put them at severe risk. 

    Government should review Britain’s inland waterways to create a long-term investment plan because the case is clear: millions spent now will save billions later. With relatively modest investment, Government can secure huge returns in public health, economic growth, climate resilience, and regional renewal. 

    Improved infrastructure will attract new businesses, boost tourism, and enhance the experience of everyone who enjoys Britain’s waterways. 

    IWA’s evidence-based climate risk map shows where and why our waterways face the greatest threats by 2050: now, we need solutions. 

    This November’s Budget is an opportunity for The Chancellor to invest now and keep Britain’s waterways flowing and thriving. They are matchless, and deserve to be well-maintained, accessible and alive.