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81-489: The Derby Burial Board was formed in 1853 to find cemetery space for the expanding population. Nottingham Road was the first municipal cemetery it created. The cemetery was originally a plot of 32 acres (13 hectares) between Nottingham Road (then the main route out of town to the east) and the Derby Canal . The grounds were laid out by James Lee of Hammersmith, London. The planting followed advice given by William Barron ,

162-494: A canal that could bring coal in from Cheshire . The owners of the River Weaver Navigation were also not happy about the proposals, because the route would almost parallel that of the river. Yet another route was published which, much to the shock of Wedgwood, did not at all include the potteries. Wedgwood, intent on having a waterway connection to his potteries, managed to send his proposal to Parliament, with

243-706: A company called the Derby and Sandiacre Canal Trust was formed, with volunteer input managed by the Derby and Sandiacre Canal Society. In early 1996, construction of the Derby Bypass threatened to sever the line at Swarkestone, although the Department of Transport suggested that a navigable culvert could be provided if the Canal Society paid for it. In 2000, Derby Council assisted the canal trust in applying for

324-508: A distance of 5.5 miles (8.9 km) from Derby. A short extension led on to the River Trent just upstream from Swarkestone Bridge . The route from Derby to Swarkestone was opened on 30 June 1796. The Little Eaton gangway was built using cast iron plates, initially weighing 28 lb per yard (13.9 kg/m) although this was increased to 40 lb per yard (19.8 kg/m) for plates made after 1804. By 1825, there were nine passing places on

405-576: A massive celebration was held in the Potteries where Josiah Wedgwood cut the first sod of soil. James Brindley was employed as engineer and work got under way." Six years before the complete opening of the Trent and Mersey Canal in 1771, Wedgwood built the factory village of Etruria on the outskirts of Stoke-on-Trent, close to the canal. By this time, much of the canal had been built towards Preston Brook . The only obstacle that still had to be tackled by

486-545: A small basin under what is now St. Alkmund's Way, proceeding eastwards following a line south of the Nottingham Road. A short branch from the basin led via Phoenix lock to the river above a weir at St. Mary's Bridge, which gave access to the Darley Abbey mills. These were located some 1.2 miles (1.9 km) upstream from the bridge. By 1904, the river was only used for the first 0.35 miles (0.56 km), up to

567-760: A third to Cheadle in Staffordshire, following a route through Sudbury and Uttoxeter . When Benjamin Outram was asked to carry out surveys later that year, it had been reduced to a more sensible size, and he estimated that the construction of a broad canal from Swarkestone to Smithy Houses, with a branch from Derby to the Erewash Canal at Sandiacre , including the purchase of the Derwent Navigation Company, would cost £60,000 (equivalent to £9.23 million in 2023). The costs of

648-516: A £3.2 million grant from the Heritage Lottery Fund, to create a linear park by restoring the canal from Spondon to Sandiacre, while the canal was identified as one of several projects which British Waterways thought they could assist, at its annual general meeting held in 2001. By mid-2003, the canal trust has succeeded in getting the whole route of the canal protected by inclusion in the local council structure plans. By this time,

729-804: Is Fradley Junction (with the Coventry Canal's "detached portion" ). The Coventry soon leads to the Birmingham and Fazeley Canal and branches off to Birmingham or (via another stretch of the Coventry Canal) to Coventry and a junction with the Oxford Canal and thence to the Thames and the 'Southern Half' of the English canals. The canal now heads directly to its terminus, passing through Burton upon Trent , Mercia Marina at Findern ,

810-483: Is a 93 + 1 ⁄ 2 -mile (150 km) canal in Derbyshire , Staffordshire and Cheshire in north-central England. It is a "narrow canal" for the vast majority of its length, but at the extremities to the east of Burton upon Trent and north of Middlewich , it is a wide canal. The narrow locks and bridges are big enough for a single narrowboat 7 feet (2.1 m) wide by 72 feet (22 m) long, while

891-592: Is constructed of red brick with stone dressings, and is grade II listed. The lock-keepers cottage at Sandiacre Lock also dates from around the time of the opening of the canal, and although it has additional windows added in the nineteenth and twentieth centuries, most of it is original. Download coordinates as: [REDACTED] Media related to Derby Canal at Wikimedia Commons 52°54′12″N 1°26′45″W  /  52.9034°N 1.4459°W  / 52.9034; -1.4459  ( Derby Canal ) Trent and Mersey Canal The Trent and Mersey Canal

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972-489: Is in a gothic style. It consists of gatehouse with a lodge on either side, linked to a screen wall. The gatehouse has a clock tower above the arch and wrought iron gates. It is a grade II listed building . A collection of elaborate Edwardian memorials from the inter-war period is just to the south of the arch. Several of the monuments are in white marble and include open Bibles, urns, and angels. The cemetery also contains two chapels, one Anglican and one non-conformist, though

1053-642: Is now Darwin Place to the Derwent Basin above the weir in the river which still exists behind the Council House, downstream of the Exeter Bridge. A timber causeway was built on trestles for use as the towpath. The weir also contained a culvert which transferred water between two branches, for a distance of about 0.25 miles (400 m). From the basin the canal fell into a lock before crossing

1134-544: Is still in use, owned and maintained by Derby City Council . A 21-hectare plot, mostly comprising the original cemetery and the 19th-century expansions but excluding the 20th-century sections, is listed at grade II on the Register of Historic Parks and Gardens of Special Historic Interest in England . Its historic interest is in the architecture of the buildings, by a prominent local architect, Henry Isaac Stevens , as well as

1215-441: Is uncertain whether he was involved in the actual work. Plans had been first proposed in 1664, and bills had been presented to Parliament in 1696 and 1698. In 1703, Sorocold attended Parliament to give evidence for a scheme which involved four new cuts, with weirs and locks, on a 10-mile (16 km) stretch of the river. The bill failed, but the map for a similar scheme presented in 1717 was said to be drawn by Sorocold. This became

1296-609: The Erewash Canal at Sandiacre , in Derbyshire , England. The canal was authorised by an act of Parliament , the Derby Canal Act 1793 ( 33 Geo. 3 . c. 102) and was fully completed in 1796. It featured a level crossing of the River Derwent in the centre of Derby. An early tramroad, known as the Little Eaton Gangway , linked Little Eaton to coal mines at Denby . The canal's main cargo was coal, and it

1377-557: The Great Northern Railway bridge, according to Bradshaw's Guide . The Sandiacre line followed the course of the old Nottingham Road with two locks near Borrowash , then level through Draycott and Breaston , and descending through two locks to Sandiacre Junction with the Erewash Canal, a distance of 9 miles (14 km). The Little Eaton line branched northwards at the boundary of the racecourse, passing to

1458-702: The mill race on the west side of the Holmes. The bill was passed by Parliament in 1793 by a narrow majority in the face of strong opposition from the Trent and Mersey Canal and the Erewash Canal owners who had a scheme of their own. It became the Derby Canal Act 1793 ( 33 Geo. 3 . c. 102). Work commenced with the Little Eaton branch and the gangway , followed by the Sandiacre line. This began with

1539-743: The "junction" with the River Weaver at Anderton Boat Lift near Northwich . After Anderton, the next major destination is Middlewich , where a junction with the 50-yard-long (46 m) Wardle Canal leads to the Middlewich Branch of the Shropshire Union Canal which gives access to Chester , Llangollen and ( heading south on the Shropshire Union) a parallel route to Birmingham via Wolverhampton . South of Middlewich, having passed through Wheelock ,

1620-552: The 'spare' lock was replaced by a steel contrivance with guillotine gates. Theoretically, this was adjustable to compensate for further subsidence although, in practice it was less than successful and was ultimately removed altogether. Little evidence of 'Thurlwood Steel Lock' remains today. The boater can use the Macclesfield Canal to head for Marple, and the junction with the Peak Forest Canal (and hence, via

1701-503: The 5 per cent promised by the original Derby Canal Act 1793, but reached 12 per cent in 1839. Although this exceeded the amount specified by the act, it was justified as covering years where the 5 per cent had not been made. Traffic figures for February and March 1839 indicate that the Little Eaton line carried 13,332 tons, the Sandiacre line carried 15,725 tons, and 9,773 tons were carried on the Swarkestone line. This would suggest that

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1782-536: The Anglican one is no longer used for services. Nottingham Road War Memorial, commemorating men from the local area who died in the First World War, is situated 30 metres (98 feet) from the carriage entrance. The memorial has moved several times during its life and is a grade II listed building. It was originally erected outside St Mark's Church around 1919, then moved between 1966 and 1974 to stand outside

1863-569: The Ashton, Rochdale and Bridgewater canal) to complete the ' Cheshire Ring '. In September 2012 a serious breach occurred at Dutton Hollow near Preston Brook , which cost around £2.1 million to repair. The breach was south of bridge 213 and the canal was unusable between there and Middlewich Big Lock 75. The canal was officially reopened on 2 May 2013. After the Harecastle Tunnel (one way, alternating roughly every two hours),

1944-481: The Derby Arm being proposed, as a way of transferring boats across the river. Although the River Derwent had been used for transport from the Trent since ancient times, it was winding and shallow in many places, silting frequently. The right to use it for navigation was conferred upon the citizens of Derby by King John in 1204. The engineer George Sorocold was involved with plans for improvements, although it

2025-454: The Derby Arm, which would transport a caisson containing water and a boat in a semi-circular arc from one side of the river to the other. Its design is similar to a medieval trebuchet . Plans for the restoration were threatened in 2013 when the route of High Speed 2 , a high-speed rail link from London to Birmingham, Manchester and York, were published. This envisaged an East Midlands Hub station at Toton , which would have destroyed part of

2106-607: The Derwent Navigation Act in 1720, and the work enabled boats to reach Derby in January 1721, but it was still difficult to navigate in periods of flood or dry weather. Indeed the Trent itself was little better. In 1770, James Brindley had brought the Trent and Mersey Canal to the Trent near Shardlow . He proposed a canal from Swarkestone through Derby to join the Chesterfield Canal , but he

2187-550: The Hall Green branch, simply treating it as part of the Macclesfield Canal). The actual junction where the branch leaves the main line is a normal right-angle junction called Hardings Wood Junction . The branch leaves the main line on the south side, then immediately turns 90 degrees clockwise. It runs westwards alongside the main line, maintaining the original level while the main line drops through two locks. At

2268-539: The Little Eaton gangway. It is an L-shaped building, constructed of red bricks with a tiled roof in about 1795. The A52 Brian Clough Way was built upon the canal between the Pentagon and Spondon. From Spondon the line can be traced to Sandiacre. NCN 6 uses the canal route between Borrowash and Breaston. One of the few original bridges is situated between the A6005 Derby Road and the railway at Borrowash. It

2349-502: The Little Eaton line were less than half what they had been five years earlier. The Derby and Gainsborough Company wanted to buy the Little Eaton line in 1846, and were quoted £30,000, as were the Midland Railway in 1847. Instead, they built a parallel line to Ripley, which opened in 1855. Receipts fell from £8,180 to £2,556 between 1838 and 1868, and dividends for the same period fell from 10.5 per cent to 4 per cent. An attempt

2430-597: The Red Bull settlement, the branch turns 90 degrees right, to head north and cross the main line on Poole Lock aqueduct. It then immediately crosses the A50 on Red Bull aqueduct, carrying boats north to join the Macclesfield Canal at Hall Green. The canal passes through the city of Stoke-on-Trent , where it meets the Caldon Canal . The canal formed an integral part of the 1986 Stoke-on-Trent Garden Festival and in 1988

2511-590: The Royal British Legion club in Chaddesden. When the club closed in the 1990s, the memorial was moved to Nottingham Road Cemetery. It is a three-stage obelisk which tapers towards a triangular head and stands at the end of its own paved area off the main promenade. It contains the names of 34 men. Derby Canal The Derby Canal ran 14 miles (23 km) from the Trent and Mersey Canal at Swarkestone to Derby and Little Eaton , and to

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2592-953: The Severn, was built as the Staffordshire and Worcestershire Canal , whilst the southeastern arm (to the Thames) traversed the Coventry and Oxford Canals. On the Cheshire stretch of the canal, between Middlewich and the northern end of the canal in Preston Brook Tunnel, is the Victorian Anderton Boat Lift , which lowers boats fifty feet from the T&;M to the River Weaver . It was restored to full operation in 2002 after twenty years of disuse, and

2673-633: The T&M climbs out of the Cheshire Plain via the 'Heartbreak Hill' locks (more traditionally known as the 'Cheshire Locks') to the summit-level and the junction with the Hall Green Branch , leading to the Macclesfield Canal at Red Bull Kidsgrove . Most of the locks in this flight are doubled, although not all of the duplicates are still usable. Of particular note was lock 53 where, because of subsidence from brine pumping,

2754-495: The arrival of railways. Traffic figures are scarce, but in 1798, 28,571 tons of coal were recorded, of which 40 per cent came from the Little Eaton gangway. By 1803 this had risen to 50,374 tons, with 55 per cent from the gangway. Rather than it just supplying Derby, the company encouraged through trade on the canal, and this contributed to its profitability. Regular dividends were paid to shareholders from 1811, although some had been paid in previous years. Initially, they were close to

2835-533: The base where they joined to the deck. After remedial work it failed again in 1812 and was reinforced with timber baulks. Although plans were prepared for replacement in stone, it survived until 1930, when the bottom plates were replaced by a wooden base, which was sealed by puddling. In 1817 the link between the River Trent and the Trent and Mersey Canal was closed because of its lack of financial success. Maintenance charges had exceeded revenue since 1812, as it

2916-497: The canal company was the hill at Kidsgrove , through which a tunnel was being dug. Up until 1777, pots had to be carried on the short journey from Etruria, over the top of Kidsgrove Hill, and to the other side, where the canal had been constructed to Preston Brook. On 15 January 1847 the Trent and Mersey Canal was acquired by the North Staffordshire Railway Company (NSR). This was done to stifle

2997-443: The canal emerges in the outskirts of Stoke-on-Trent , and is soon in the middle of the city and then at Etruria , and the junction with the Caldon Canal . Leaving Etruria, the canal is soon back in open country. It is now in the upper valley of the River Trent , which the canal follows until the river becomes navigable and the canal is no longer needed. The next sizeable place is the market town of Stone . After more countryside,

3078-438: The canal for commercial and amenity use. Despite the campaigns, the company obtained a warrant to abandon the whole canal in 1964. With the changed economic climate of the 1990s and the success of other restoration schemes, a feasibility study was carried out in 1994. It included detailed plans for restoration, and concluded that the cost for reinstating the 14-mile (23 km) main line would be £17.3 million. To make progress,

3159-783: The canal makes an end-on junction with the Bridgewater Canal within Preston Brook Tunnel, from which one can access Runcorn (but no longer the Mersey or Ship Canal) in one direction and Manchester (with its many canal links) in the other direction. From the junction with the Bridgewater Canal, the T&M travels south through Preston Brook Tunnel (one-way operation, alternating each half-hour) and two smaller tunnels at Saltersford (since 2008 also one-way operation, alternating each half-hour), and Barnton to

3240-576: The canal reaches Great Haywood Junction and the towpath bridge across the junction with the Staffordshire and Worcestershire Canal , which heads south to skirt Wolverhampton and join with the River Severn at Stourport-on-Severn , thus connecting the Mersey with the Severn. The next event is a right-angle bend, of no apparent significance from the boat, but this is where the canal (and the Trent itself) changes its basic direction from south-east to north-east (heading towards Nottingham). Very near

3321-441: The canal route, but revised plans were published on 15 November 2016, with the station moved to avoid the canal. The chairman of the Derby and Sandiacre Canal Trust, Chris Madge, was still concerned that a tramway to link the station to Derby would impinge upon the canal, but was hopeful that the canal in this area could be reopened before tramway construction began, and that the plans for the tramway would therefore have to accommodate

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3402-623: The canal was completed, including more than 70 locks and five tunnels , with the company headquarters in Stone . The first known idea to build a canal between the River Mersey and the River Trent was put forward in 1755, though no action was taken at that time. In 1760, Lord Gower , a local businessman and brother-in-law of the Duke of Bridgewater , drew up a plan for the Trent and Mersey Canal. If his plan had gone ahead, this would have been

3483-481: The canal's restoration. Although the council refused to comment, the letter, which was published on 1 February 1961, caused considerable local debate, and a protest cruise was organised on the Erewash Canal , with the Derby Canal entrance lock as the destination. The Times national newspaper carried details of the event, and a subsequent meeting held on 27 May called for a public enquiry into how best to restore

3564-571: The canal, B. A. Mallender, who lived in the locality, asked the fledgling Inland Waterways Association to help mount a campaign for its revival in 1947. The author Tom Rolt made a series of cruises on threatened waterways at this time, but could not obtain permission to navigate the Derby Canal. Rolt took his case to the Ministry of Transport , seeking to invoke the conditions of the Railway and Canal Traffic Act 1888 ( 51 & 52 Vict. c. 25), but

3645-496: The canal. From Swarkestone the line of the canal can be followed into Derby as far as Wilmorton although the only recognisable canal features are the chambers of Fullen's and Shelton Locks and the bridges under Chellaston Road (pictured) and London Road. Route 6 of the National Cycle Network (NCN 6) follows this part of the canal. Although traces of the canal through Derby city centre remained until well into

3726-493: The cemetery. The cemetery is located just over a mile (around 2 km) east of Derby Cathedral on undulating ground. The south-eastern boundary abuts the A52 dual carriageway , the Derby Canal having been filled in. To the west is an industrial estate, and the remaining boundaries are marked by a boundary wall running along Nottingham Road. The 20th-century extension is to the north, on the opposite of Nottingham Road. The higher parts of

3807-433: The company obtained a warrant for its closure. Attempts to close the Sandiacre line in 1937 were thwarted by objections from Imperial Chemical Industries . Commercial traffic on the remainder of the canal ceased in 1945. In 1964 the canal company gained permission to close the rest of the canal. Over the next three decades, areas of the canal were built on while others were allowed to decay. In view of proposals to abandon

3888-543: The distance to Preston Brook and Shardlow , Derwent Mouth is about 1 mile (1.6 km) beyond Shardlow. The plan of a canal connection from the Mersey to the Trent ("The Grand Trunk") came from canal engineer James Brindley . It was authorised by an act of Parliament , the Trent and Mersey Canal Act 1766 ( 6 Geo. 3 . c. 96) and the first sod was cut by Josiah Wedgwood in July that year at Brownhills, Burslem . In 1777,

3969-474: The east of Chester Green, parallel to and east of the present day railway. The canal from Derby to Little Eaton was opened on 11 May 1795, the first load of coal from Denby being distributed to the poor of Derby. The Sandiacre line was opened on 30 May 1795. Work then began on the crossing of the Derwent , followed by the line out to Swarkestone . From the small weir mentioned above a canal led through what

4050-749: The estimated cost of restoration had risen to £34 million, but they launched a major initiative to raise the funding over a 10-year period. Grants from the Derbyshire City Partnership received from 2008 enabled the Trust Development Group to begin the process of applying for outline planning permission for reinstatement. The route of the canal passes through three local council regions, and so separate applications had to be made to Derby City Council , Erewash Borough Council and South Derbyshire District Council. All three applications had been approved by 24 August 2011, paving

4131-415: The first modern canal constructed in England. James Brindley , the engineer behind many of the canals in England, did his first canal work on the Trent and Mersey, though his first job in charge of construction was on the Bridgewater Canal . In 1761, Josiah Wedgwood showed an interest in the construction of a canal through Stoke-on-Trent, the location of his Wedgwood pottery, as his business depended on

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4212-486: The flow of the stream. The 44-foot-long (13 m) single-span cast iron structure that Outram devised, and completed in 1796, was the first of its kind, as it was completed a few weeks earlier than Longdon-on-Tern Aqueduct , the structure by Thomas Telford at Longdon-on-Tern on the Shrewsbury Canal . In 1802 there was a partial failure, probably due to the sides bowing and transferring too much weight to

4293-434: The grounds provide a clear view over Derby city centre to the west. The main entrance is to the north-west of the site. A recess in the boundary wall forms a driveway, which is spanned by a carriage arch, the main building in the cemetery. To the east is a maintenance entrance and to the south-east of the main entrance is a car park. The various entrances and buildings are served by a network of intersecting parallel paths. Along

4374-606: The head gardener at Elvaston Castle . The ground was consecrated in April 1855 by the Bishop of Lichfield , John Lonsdale , leaving 8 acres (3.2 hectares) unconsecrated for Catholic and non-denominational burials. The cemetery opened on 1 May. Gardeners were employed to maintain the grounds, at least 11 in 1900. In 1880, the cemetery was expanded by 10 acres (4.0 hectares) in 1880, followed in 1898 by another 8 acres (3.2 hectares). Further extensions were made in 1921 and 1936. The cemetery

4455-498: The help of two of his friends, Thomas Bentley and Erasmus Darwin . John Gilbert 's plan for the "Grand Trunk" canal met opposition at the eastern end where, in Burton on Trent, the locals objected to the canal passing parallel to the upper Trent navigation. In 1764, Wedgwood managed to convince Gilbert to include the Potteries in his route. In 1766, Gilbert's plan was authorised by an Act of Parliament. Later that year, "[o]n July 26th

4536-411: The kerb edge of Old Nottingham Road near its junction with Stores Road are the remains of a bridge over the Little Eaton line. The Little Eaton line and the gangway have also disappeared, apart from the Wharf Building at Little Eaton, in the present day trading estate, and a couple of bridges. The clock house is a grade II listed structure, built for the canal's agent at the junction between the canal and

4617-451: The largest inland waterway marina in the United Kingdom, and then through wide locks (the first being at Stenson ) to Shardlow and finally Derwent Mouth . It is not far from Derwent Mouth, via the River Trent, to Trentlock , the four-way junction with the Erewash Canal (dead end at Great Northern Basin, formerly a link with the Cromford Canal ), Cranfleet Cut (bypassing Thrumpton Weir to continue navigation towards Nottingham ) and

4698-406: The layout—the result of advice from the nationally renowned gardener William Barron—and in the extent to which the original layout survives. The cemetery contains 342 war graves, maintained by the Commonwealth War Graves Commission , 195 from the First World War and 134 from the Second. There is a small plot of 40 graves clustered around a Cross of Sacrifice ; the remainder are scattered throughout

4779-403: The length from Derby to Denby would account for a third of this, and the plan included an aqueduct across the River Derwent at Derby, costing £8,160. Initially Outram suggested a narrow canal as an alternative. William Jessop was asked to give his opinion and he suggested a tramway from Little Eaton to Denby. This, the Derby Canal Railway, but known locally, as the Little Eaton Gangway ,

4860-444: The main path from the carriage entrance is an avenue of mature trees. A path connecting to the canal no longer exists but may have been used for the delivery of building materials and possibly funeral parties. The northerly parts of the cemetery are newer, rising uphill from the original plot and dating from the later 19th-century expansions. These are laid out in a grid shape marked with paths and trees. The carriage entrance archway

4941-443: The mill race (which still runs beside Bass's Recreation Ground) by way of the cast-iron aqueduct arriving at Gandy's Wharf roughly where the Cockpit island is now. It followed the line of the mill race before passing behind what became the Locomotive Works (now Pride Park), before turning sharply southwards towards Chellaston descending through Shelton and Fullen's locks. It joined the Trent and Mersey Canal at Swarkestone Junction,

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5022-415: The opposition of the Canal Company to the creation of the Railway Company. In particular, the NSR had plans for a railway from Stoke-on-Trent to Liverpool, however, this line was abandoned because of opposition from other rail interests. In 1891 the North Staffordshire Railway Company obtained statutory powers to raise £400,000 (equivalent to £55,180,000 in 2023) to widen and improve the canal. By 1893

5103-403: The roof with their feet. This was a physically demanding and slow process and created major delays, so civil engineer Thomas Telford was commissioned to provide a second, wider, parallel tunnel with a towpath. This 2,926-yard-long (2,676 m) tunnel was opened in 1827. In the 1900s, the Brindley tunnel was closed because of severe subsidence, but the Telford Tunnel – although also prone to

5184-425: The safe and smooth transport of his pots. Pots transported by road were liable to be damaged and broken, and a canal near to his factory would provide fast and safe transport for his wares. Wedgwood's plan was not to connect the two rivers by canal, but to connect the potteries to the River Mersey. There was much debate about possible routes that a canal could take. Coal merchants in Liverpool felt threatened about

5265-443: The same problems – remains in use, and is the fourth-longest navigable canal tunnel in the United Kingdom . Just north of Harecastle Tunnel, the T&M features a 'flyover' junction. The Hall Green Branch leaves the T&M mainline (which runs east–west here) on the south side, but then crosses over the main line and travels a short distance north to join the Macclesfield Canal at Hall Green Stop lock (some guides do not refer to

5346-481: The section between the Anderton Boat Lift and Middlewich had been widened and deepened to allow an increase in the maximum tonnage of boats using this section to be increased from 30 tons to 60 tons. The basin at Middlewich was widened from 16 feet (4.9 m) to 50 feet (15 m) with the erection of a concrete wall and an extension to the wharfage. The canal was dredged by a Priestman -type steam dredger which removed between 80,000 and 100,000 tons. The Grand Trunk

5427-597: The single-track line, which carried 2-ton waggons. Each waggon carried a box of coal, with a load of between 1.65 and 1.87 tons, which was transferred to a barge at Little Eaton wharf by a crane. From Smithy Houses, several private lines served the Denby Main colliery and other mines in the locality. Further extensions were made in the 1820s, by which time there were around 6 miles (9.7 km) of tramroad. The Holmes Aqueduct proved to be extremely troublesome. Aqueducts up to that time had been made of stone, but several short arches would have been necessary, causing obstruction to

5508-423: The timber causeway on trestles, which was used as the towpath, remained until 1959. The Holmes Aqueduct was removed in 1971, and after a period in storage at a council depot, was sold for scrap. The remains of the towpath are visible at a bridge under the railway immediately north of Derby railway station . An unused span of the railway bridge over Old Nottingham Road once crossed the canal. Steel girders set into

5589-507: The total for the year was around 200,000 tons. In 1830 the company considered building a locomotive line from Derby to Smithy Houses, and two years later looked at the possibility of a locomotive line from Derby to Little Eaton. The first was surveyed by an engineer called Stephenson, presumed to be George Stephenson , but no further action was taken. Toll reductions were made from 1834, in an attempt to stay competitive, but by 1840 there were three main line railways in Derby. By 1845, tolls on

5670-406: The twentieth century (the ice factory on what was the Cockpit island drew its water from the canal), it has all been covered by development, mainly the inner ring road and Pride Parkway. New building at Pride Park has obliterated all traces of the canal in that area. The weir built across the river to form the Derwent Basin still exists behind the Council House, downstream of the Exeter Bridge, and

5751-407: The way for actual reinstatement to begin, subject to the necessary funding being available. The restoration plans do not include reinstatement of a level crossing of the River Derwent. The site of the original crossing has been lost to development, and there would be issues with water supply and flood risk associated with a crossing on the level. An innovative solution has been suggested in the form of

5832-514: The wide locks can accommodate boats 14 feet (4.3 m) wide, or two narrowboats next to each other. The Trent and Mersey Canal (T&M) was built to link the River Trent at Derwent Mouth in Derbyshire to the River Mersey , and thereby provide an inland route between the major ports of Hull and Liverpool . The Mersey connection is made via the Bridgewater Canal , which it joins at Preston Brook in Cheshire . Although mileposts measure

5913-531: Was a part of a larger scheme of James Brindley 's to link the four main rivers of England ( Trent , Mersey , Severn and Thames ) in a project known as the "Grand Cross". The Trent and Mersey Canal provided the northwestern arm of the cross (to the Mersey), and the northeastern arm (to the Trent). It also provided the central hub of the cross, between Great Haywood , and Fradley Junctions. The southwestern arm, to

5994-502: Was declared a linear Conservation Area . The towpath was upgraded in the 1990s and forms part of the National Cycle Network ( Route 5 ). A charity, the Burslem Port Trust , has been established to renovate the short Burslem arm of the Trent & Mersey Canal which will extend 3/8 mile into Burslem. The route is conveniently divided into a northern and southern section by the Harecastle Tunnel . The northern end of

6075-506: Was little used because the Trent and Mersey canal charged compensation tolls at extortionate rates for boats using the link. Twenty years later it was dry. In 1838 the canal was diverted away from the River Derwent at Borrowash to allow construction of the Midland Counties Railway line between Derby and Long Eaton . This diversion included building a new Borrowash Top Lock. The canal was relatively successful before

6156-484: Was made in 1872 to sell the whole canal to the Midland Railway for £90,000, without success, and a similar offer to the London and North Western Railway also failed. Traffic suffered further decline when Butterley Tunnel on the neighbouring Cromford Canal had to be closed. The Little Eaton gangway was closed in 1908, ten years after the action was first considered, and the Little Eaton branch followed on 4 July 1935, when

6237-608: Was relatively successful until the arrival of the railways in 1840. It gradually declined, with the gangway closing in 1908 and the Little Eaton Branch in 1935. Early attempts at restoration were thwarted by the closure of the whole canal in 1964. Since 1994, there has been an active campaign for restoration spearheaded by the Derby and Sandiacre Canal Trust and Society. Loss of the Derwent crossing due to development has resulted in an innovative engineering solution called

6318-541: Was resisted by the Derwent Navigation and the Trent Navigation companies, and the matter was not raised again until 1791. Two schemes were then proposed by rival groups, one from Swarkestone to Derby, and the other from Derby to the Trent and Mersey Canal at Shardlow. By August 1792, the first scheme had grown to include a branch to Smithy House near Denby , another to Newhall and Swadlincote , and

6399-611: Was then the only operational boat-lift in the United Kingdom until the construction of the Falkirk Wheel in Scotland . Another major feature is the Harecastle Tunnel , near Kidsgrove in the city of Stoke-on-Trent , north Staffordshire . There are actually two tunnels; the first was built by Brindley and was 2,880 yards (2,630 m) long, and boats were moved through by men lying on their backs and pushing against

6480-493: Was therefore one of the first to be publicly subscribed, and would save the construction of six locks . Outram also proposed to save some £4,000 by dispensing with the aqueduct and, instead, building a weir to raise the river level to form a basin adjacent to the Morledge, with locks connecting it to each branch of the canal . A bridge would carry the towpath across the basin. A small aqueduct would still be needed to cross

6561-684: Was told that they would not sanction an inspection of the canal, because the company had intimated that they were preparing to restore the waterway. In 1956 a local committee was formed to campaign for restoration. By 1961, Derby Council were actively promoting the infilling of the canal, and so the Inland Waterways Association together with the Derby Canal Restoration Committee wrote to the Derby Evening Telegraph , calling for

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