Category: Boating

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.” 

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).

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.

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. 

CRT announced in its Boaters Update email on 9^th October that all “non-essential facilities” were to be closed from 3^rd 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]

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 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.

This week (14th October), under the secretariat of the Inland Waterways Association (IWA), the All-Party Parliamentary Group (APPG) for the Waterways convened to hear expert evidence from the Canal & River Trust (CRT) and the Middle Level Commissioners (MLC) on the growing impact of climate change across the nation’s waterways. 

Members heard that changing rainfall patterns in the Middle Level are affecting vegetation management, while reduced water flows in the River Nene, combined with sea-level and bed-level rises, could prevent boats from entering or leaving the system. Flooding and coastal surge risks are also increasing, leaving low-lying areas vulnerable. Responsibility for these regions lies primarily with the Environment Agency (EA), but navigation authorities are operating under mounting financial pressures. 

The session highlighted that while waterways are among the first to experience the effects of climate change, they can also be part of the solution through adaptation, mitigation, and enhancement of the natural environment in pursuit of net zero. 

Mr Esterson, Sefton Central MP, and chair of the Waterways APPG, questioned the MLC on their experience of recent flooding, which revealed how many communities remain disconnected from the risks of living below sea level. 

Mr Esterson said: 

“There are real challenges as the impacts of climate change intensify, but also significant opportunities in how we adapt and mitigate. These are serious issues relating to our waterways, that go far beyond those who live and work on the water. Our changing climate affects communities, economies, and environments alike. Yet within that jeopardy lies opportunity; opportunity to improve how people enjoy our waterways and to remind MPs just how many of their constituents live near and depend upon them.” 

A major theme of the discussion was the question of funding, with Defra’s settlement for the Canal & River Trust reduced at a time when climate-related infrastructure costs are rising sharply. 

Attached photo L-R: Paul Burrows (Chief Exec of the Middle Level Commisioners), Bill Esterson Chair (MP for Sefton in Liverpool), Lisa Smart (MP for Hazel Grove nr Stockport), Adam Comerford (National Hydrology Manager for CRT) and Baroness Lin Golding.

The Inland Waterways Association, (IWA) through its Sustainable Boating Group, has made a Submission to the Department for Transport’s (DfT’s) Call for Evidence on Decarbonising Smaller Vessels. 

It has looked at propulsion and the use of domestic energy on leisure boats. The Group has a clear strategy to decarbonise this sector, so a submission has been made this week to the DfT. 

The first part of the strategy relates to new build craft. It recognises that when high volume diesel engine production ceases, these engines will not be available to marinise, and inland waterways craft will use electric drive. Most boat builders today offer an electric option. 

However, until either an adequate recharging network is installed or there is a step change in battery technology, even with the support of photovoltaic cells, a back-up generator will be required. As the waterways are currently underfunded the installation of sufficient charging points is unlikely without government assistance. 

Bowman Bradley, Chair of the IWA Sustainable Boating Group, said:  

“We believe that there is a clear technological pathway for decarbonisation of the inland waterways leisure fleet which can be achieved quickly and at low cost. However, given the current state of inland waterway funding and regulatory obstacles, it cannot happen without the assistance of central government.” 

The existing feet is large and will be around for many years. Most will not be converted to electric drive. Hydrotreated Vegetable Oil (HVO) has been identified as a sustainable ‘drop in’ substitute for mineral diesel, both for existing engines and back-up generators, which can bring about an immediate reduction in emissions without capital investment. 

Unfortunately, HVO, for reasons of price and regulatory complexity, is not readily available to leisure boaters. IWA is working with the Cruising Association, The Royal Yachting Association and British Marine to ask the government to adopt policies that will make HVO available to leisure boaters at an acceptable price. 

IWA is concerned that in the pursuit of renewable diesel, non-sustainable sources are avoided, and support government measures to that end. We believe that decarbonisation is desirable and deliverable but will not happen without government assistance.  

UPDATE 12/08/25: In response to pressure from IWA and others this stoppage has now been reduced to one week, not one month. Great news for all river users and local businesses. More information: https://www.gov.uk/government/publications/temple-footbridge-works-2025-river-closure-notice/temple-footbridge-works-2025-river-closure-notice

The EA shut Temple Footbridge which crosses the Thames west of Temple Lock, near Marlow, in May 2023. A subsequent restriction notice sets out the plan to close the river completely from 10 September to 8 October 2025. 

The Inland Waterways Association (IWA) says the round-the-clock closure is excessive, unnecessary, and disregards the impact on navigation and local businesses. The duration and timing of the intended closure at one of the busiest times of year and the impact on navigation users, both private and hire boaters, along with businesses, will be substantial.

Verna Smith, IWA’s South East regional chair, said: 

“Closing one of the most popular stretches of the Thames for a month during one of busiest times of the year makes no sense. It’s bad for businesses as well as everyone else. All river users, including anyone who wants to walk the Thames Path National Trail, have been in limbo for over two years. 

“Serious questions need to be asked: how did EA’s neglect allow this structure to deteriorate so badly? Why has it taken so long to act? And most importantly, what is its plan to deliver a sustainable repair and properly manage the assets it is responsible for?”

IWA calls on the Environment Agency to:

• Postpone the planned removal of the bridge section until November if the works genuinely cannot be completed within 48 hours;
• Publish a clear timetable and firm commitment for the full repair of the bridge, ensuring that future works do not involve prolonged river closures; and
• Provide limited daily passage for boaters during any closure period, especially if postponement is not possible, allowing at least a few hours of access each day to reduce disruption.

The Canal & River Trust (CRT) established an independently led Commission to review the legal framework around boat licensing, to explore whether it is still appropriate in view of the changes in use of the waterway network over the last 30 years. The Commission started its review in January and is expected to run until September 2025. Its report will be submitted to the Board of Trustees, who will decide whether, and if so how, to take the recommendations forward.

The Commission ran a survey of boaters and other stakeholders in March and April, covering both the experiences that people have had and any changes they would like to see to the Trust’s approach to boat licensing. IWA submitted a response including the following key points:

1. It would be preferable if the review covered licensing for all navigation authorities as a step towards a joint system.
2. The licensing framework should be kept as simple as possible to encourage compliance.
3. The system should encourage more cruising, particularly on lesser-used waterways.
4. The term ‘continuous cruising’ is not felt to be understood or helpful and should be removed.
5. More thought should be given to the wider issues of residential boating, possibly a specific licence with appropriate benefits.

Representatives of IWA’s Navigation Committee have been invited to a meeting with the Commission members to explore the IWA response in greater depth. Further reports will be provided as appropriate.

More details of the Commission and its work can be found at https://canalrivertrust.org.uk/boating/boating-news-and-views/boating-news/commission-to-review-future-framework-for-boat-licensing

Somerset Council issued a consultation document in September on its proposed Taunton Waterways Strategy.

IWA’s West Country Branch reviewed the proposed strategy and, whilst generally supportive of the proposals, felt that significant benefits of waterways-focused development had been overlooked.

The draft Strategy focuses on the opportunities that waterways offer to mitigate flooding, enhance biodiversity, encourage active and sustainable travel and build a sense of community. But the roles that waterways play in creating jobs and bringing financial benefits through tourism and leisure were hardly touched on.

The Branch’s response to the consultation made a series of suggestions intended to provide the Council with a wider perspective on the benefits of navigable waterways. It also flagged up that the Grand Western Canal had been omitted from the Strategy, despite its origins in Taunton, plus the need to refer to wider waterways issues in Somerset, which could have a positive and lasting impact on the town.

The Branch referred Somerset Council to IWA’s comprehensive report Waterways for Today which explains how navigable waterways can act as a catalyst for investment and regeneration. The report also provides evidence showing why waterway focused projects are perfect for including in regeneration projects and third party funding bids.

To view the Branch’s response to the consultation, click here.

The Environment Agency has recently announced that even though a large majority of customers did not support the proposal, it has decided to increase boat registration fees by 9%. 

IWA acknowledges that the Environment Agency’s funding position has left it in a difficult position, considering how inflation has impacted on its costs such as building, materials and repairs. However, as shown by the consultation response, the majority sentiment amongst our membership who use the EA waterways is that the 9% increase is too much.

This is largely due to the impacts on navigation of increased delays to planned winter maintenance works, with more and more works encroaching on summer boating. In particular, access between the Great Ouse, Middle Levels and River Nene was prevented due to delayed work. Through passage on the Nene was not possible until 1 June, Denver crossing was closed until 10 June, Brownshill Lock was closed until 17 June and Brandon Lock remains closed at the time of writing. 

Other concerns include a significant increase in the number of lock failures, the numerous weirs blocked by debris and abandoned boats which increases the risk of floods, various investment decisions that fail to prioritise navigation, loss of income through failure to enforce regulations, and failure to maximise commercial opportunities.

We are also concerned that the Environment Agency’s navigation teams have lost many of their more experienced staff who had in-depth knowledge and understanding of the waterways when communicating with business and leisure customers. More effective management will require more responsive and well-informed operation managers.

The Environment Agency has stated that the rise in registration fees will be used to improve the experience of users. As we said in our consultation response these are some of the aspects where IWA would like to see improvement:

• greater reliability for navigation and better facilities for boaters; 
• speedier attention to faults and shorter stoppage times;
• streamlining and rationalising EA’s procedures including its very complicated charging regime;
• increasing revenue by better enforcement of unlicensed boats (many of which will be uninsured and without Boat Safety Scheme certificates);
• reviewing the criteria for issuing and lifting strong stream advice;
• improving reliability of existing equipment (particularly gear boxes and electrical systems at locks);
• more efficient use of staff including subcontractors for the winter maintenance works programme. 

Sue O’Hare, Chair of IWA’s Navigation Committee, said:

“It is understandable that the Environment Agency has felt the need to make a significant increase to boat registration fees, but it is disappointing that its funding position has made this necessary. Through Fund Britain’s Waterways IWA is campaigning for adequate national and local government funding for all Britain’s navigable rivers and canals to ensure that future generations can continue to enjoy their many benefits. At the same time it is incumbent upon all navigation authorities to ensure that their funding is used effectively and efficiently.”

Severn Trent Water, Affinity Water, and Canal & River Trust have consulted on plans to transfer available treated recycled water from the Birmingham area, via the canals, to an area supplied by Affinity Water in Hertfordshire and Bedfordshire. Water would be piped into the Coventry Canal, probably at the top of Atherstone Locks, and would flow south via the Oxford and Grand Union Canals to an abstraction point somewhere near Leighton Buzzard. It would then be piped to a reservoir near Luton to help alleviate shortages in part of Affinity Water’s public water supply area.

This is not a new idea – the Llangollen Canal, Gloucester & Sharpness Canal, Bridgwater & Taunton Canal and Fossdyke have all been used for water transfer for many years and this brings in extra income for CRT. However, every canal has its own specific character and we need to make sure we get the best deal for the Grand Union out of the scheme. IWA submitted a response supporting in principle the concept of water transfer schemes if they facilitate improved navigation in areas that are currently subject to a water shortage. The consultation does not provide any of the detail required in order to assess heritage impacts or the effects of engineering modifications. The next stage of consultation needs to closely define the extent and costs of all these interventions, well in advance of any Development Control Order (DCO) application, so that IWA and others can provide detailed advice and take an informed position on this proposal.

While the use of the canal for water transfer in drought periods has the potential to eliminate the sort of lock-use restrictions we have had in the past in dry summers, we will want to be assured that the scheme will not have negative effects on canal users. So we will be looking for answers and reassurance on matters such as:

• the impact of raised water and bank levels on bridge headroom, flood risk, water depth, moorings and heritage
• the location, design of and power supply for pumping facilities;
• the currents that will be generated in the canal, especially through the fixed cross-section of Braunston Tunnel;
• the way the scheme will be operated during drought periods;
• water quality of the transferred water;

This will be a project authorised by central Government under a Development Consent Order (DCO) and the aim of the promoters is to apply for the DCO early in 2026. This will be followed by a period of ‘Examination in Public’ by the Planning Inspectorate, then a decision on the DCO, probably in 2027, with a view to the scheme being operational by 2033.

IWA will feed in its views as the scheme is developing and, at the appropriate time, will consider whether to make what is called a ‘relevant representation’, which would enable us to participate in the Examination in Public.

The public consultation closed on 25 October. Details of the scheme and consultation arrangements are available on the web at: www.guctransfer.co.uk. Further opportunities to comment will be opened up as the scheme progresses.

Read the full IWA response.

[Article updated on 28 October to reflect that the consultation has now closed]