Carpenters Road Lock - Canal & River Trust · 2008, MoLA-PCA. Carpenters Road Lock Conservation...

Carpenters Road Lock

Heritage from the shadow of the Queen Elizabeth Olympic Park

Conservation Management Plan

Florence Salberter

Heritage Adviser

Canal & River Trust

May 2015

Carpenters Road Lock Conservation Plan of 20

CONTENT

1.0 Introduction 1.1 Purpose and scope of the document 1.2 Authorship

2.0 Understanding the historic asset

2.1 Historic context: a changing waterscape 2.2 Carpenters Road Lock: Why the lock was built and how it works

2.2.1 A unique lock design 2.2.2 A 1930s project 2.2.3 Dual function: Flood protection and navigation 2.2.4 Hygienic improvement

2.3 The Olympics’ legacy and the lock restoration 2.3.1 Abandoned waterways: how the lock fell into disrepair and is being

recovered as part of the Olympics’ Legacy 2.3.2 Parallels between Olympics led regeneration today and the regeneration

scheme of the 1930s depression

3.0 Statement of Significance and conservation principles

3.1 A lock with dual functions in response to local conditions 3.2 Conservation principles

4.0 Vulnerability and Risks

4.1 Threats to the heritage 4.1.1 Funding shortage 4.1.2 Inappropriate design intervention 4.1.3 Lack of maintenance

4.2 Interpretation 4.2.1 Content quality 4.2.2 Design and Vandalism 4.2.3 Sharing of information

5.0 Conservation Management aims and objectives

5.1 Broad aims and objectives for safeguarding heritage significance 5.1.1 The Lock 5.1.2 Interpretation

5.2 Environmental Appraisal 5.3 Stakeholders’ engagement


1.0 INTRODUCTION

1.1 Purpose and Scope of the document

This Conservation Management Plan has been prepared by the Canal & River Trust to support the second phase of the HLF Heritage Grant application to restore and interpret Carpenters Road Lock. This document briefly identifies the heritage, its significance and any risks to it. It supports the choices that have been made for the restoration, design and interpretation themes.

The Canal & River Trust is a recently established charity (July 2012) set up to care for England and Wales’ 200 year old waterways. The Trust is among the UK’s biggest charities, with responsibility for 2,000 miles of canals, rivers, docks and reservoirs, along with museums, archives and the country’s third largest collection of protected historic buildings.

In East London, the Trust works in partnership with a whole host of stakeholders, government agencies, businesses and local communities to develop a new model for the management and stewardship of the canals, rivers and docks – one which we hope can be heralded as a model for creating an active, vibrant and truly sustainable place for people, wildlife and enterprise.

1.2 Authorship

This Statement has been prepared by Florence Salberter, heritage adviser at Canal & River Trust (MA, MSc, IHBC). Florence has been working for the organisation for over eight years and was responsible for ensuring the historic environment was given due considerations in anticipation of the Games and for sourcing and researching archives.

She commissioned the report on the lock carried out by Pre-Construct Archaeology (PCA) and also liaised with English Heritage/Historic England, the Inland Waterways Association (IWA) and the Greater London Industrial Archaeology Society (GLIAS) as well as provided support to the team throughout the development of this project.

The sources consulted for this Conservation Plan in particular were:

Heritage Assessment of the mechanical and electrical elements of carpenters road lock, 2010, Pre-Construct Archaeology.

By River, Fields and Factories; Powell Andrew. The Making of the Lower Lea Valley.

The Olympic Park, Waterways and associated built heritage structures: Carpenters Lock, City Mill River Footbridge, Pudding Mill Lock, Old Ford Locks, Old Ford Lock houses, Marshgate Lane Lock, Stone and Brick Riverbank Walls, Pudding Mill River, 2008, MoLA-PCA.


2.0 UNDERSTANDING THE HISTORIC ASSET

2.1 Historic context: a changing waterscape

The Bow Back Rivers and the Lea Navigation have a very rich history that has contributed to shaping the area but is not widely known.

The River Lea goes back to prehistoric times but the first documentary evidence for use of the river occurs in the Anglo-Saxon Chronicle where it relates that in 894 the Danes of Mersea rowed their ships up the Thames and the Lea.

The 1086 Domesday survey records at least eight tidal watermills on the tributaries of the River Lea, used for various manufacturing processes. Some of these former mills can be identified in the names still in use today in the area: Pudding Mill, City Mill, Waterworks Mill, Abbey Mill and Three Mills. Beyond the banks and channels, the land would have been used for arable and reed cultivation and animal husbandry.

During the 14th century Edward III encouraged the expansion of manufacturing on the lower Lea. These industries included soap making, printing, paper making, gun powder manufacture, flour milling, distilling, linen and silk weaving, tanning and the manufacture of porcelain. While the navigation was used for carrying various materials including coal and timber, malt and grain for beer and bread making, copper ingots, gunpowder and armaments. The River Lea was the first, in 1424 of any rivers in the British Isles to benefit from an Act for navigational improvement. Conflicts were common between the various users. Fisheries and water mills required weirs which penned the water to help them function efficiently. The bargemen required an uninterrupted waterway to achieve a profitable fast passage. It took many years of disputes to achieve a workable, though sometimes fragile, compromise. In addition, from the 17th century, the New River Company required supplies to enable them to provide London with drinking water. West Ham Council and the Lee Conservancy Board submitted a joint Parliamentary Bill in 1930 for the River Lee (Flood Relief) Act. The works proposed in the bill were “to prevent and minimise the risk of flooding in the area, to improve hygienic conditions and to render the waterways navigable at all states of the tide”. The bill went on to proclaim: “In addition it is considered that an all-round improvement of the district generally should result in consequence of the execution of the works.” The works included the widening and re-routing of various waterways, two new locks (City Mill and Carpenters Road Lock) to allow access from the tidal Waterworks River, the demolition and re-location of houses and the creation of wharves to tempt new industry to the area. A lifting sluice gate was also built into Prescott Channel which enabled to control the amount of water flowing through this new channel, as this was diverting water from the House Mill.


Extract from the ‘official opening of river improvement works’ leaflet, 1935

Unfortunately the hoped-for boom never came and the Bow Back Rivers area gradually deteriorated. In the second half of the 20th century, the Bow Back Rivers were categorised as Remainder Waterways and both locks became unusable, with the last passage by boat through Carpenters Road Lock recorded in the 1960s.

The advent of the Olympics saw major works invigorating new life into these waterways with City Mill lock being brought back to full automated use, a new lock on Prescott Channel being built along with a weir and fish pass, and waterway walls being repaired throughout. The new lock, Three Mills Lock and associated sluice on Three Mills Wall are now controlling tidal waters influx as well as the fluvial level which enable to control the water level within the Bow Back Rivers.


Over the years and especially in the 20th century, with the decline of heavy polluting industries and the recent clean up and installation of eel passes, the water level quality has improved.

Extensive research techniques including geotechnical boreholes, palaeoenvironmental study, archaeological investigations, built heritage survey, documentary and cartographic research, and oral history recording have been used to understand the development and historical context of the area that sustained major transformation to receive ‘The 2012 Olympics’. This has provided a large amount of data and information and a greater understanding of the Lea’s river system and tributaries, their relationship with the floodplains as well as the relationship between landscape, river and settlement. It has demonstrated how the environment has influenced former land and water courses usage and how these have in turn shaped developments through the ages.

Little of these findings are available to visitors of the Park and the restoration of Carpenters Road Lock given its position and role within the Park, offers the opportunity to act as a catalyst and be the place where some of these stories will be shared with visitors and participants.

2.2 Carpenters Road Lock: Why the lock was built and how it works

2.2.1 A unique lock design

Carpenters Road Lock had double radial gates lifted or lowered by an innovative operating mechanism mounted on overhead gantries. One of these gantries was also carrying the towpath over to the other side.

The gear comprised a substantial centrally located manually operated enclosed epicyclic gearbox which drove two output shafts, one on either side. Each shaft drove a pair of couples winding barrels at either end of the gantry that respectively raised/lowered the gates and counterweights. This system enabled the gates to be operated at different speed and although those planetary gearing were not new it would appear that their use to operate lock gate might have been a first in the UK.

The lock was the only one on the Lee Navigation to be fitted with rising radial gates, a type of lifting gate used on the Continent. The lock was one of only four in the country built with radial gates, one of only two that survive to the present and the only one known to have been built with two such gates.

Ransomes & Rapier Archives, Ipswich (HC427/7/15/12/3)

Radial gates were installed at Carpenters Road Lock and a handful of locks on the River Nene Navigation because each lock was required both to maintain navigation and to discharge floodwaters.


The situation at Carpenters Road Lock was complicated by the reversible head of water. The arrangement of gates, counterweights and operating mechanism at Carpenters Road Lock represented an innovative solution to the challenges these conditions represented.

2.2.2 A 1930s project The Economy Excerpts from the programme for the official opening of the 1930’s Flood Relief works state that the three main objectives of this programme, as stated in the Act1 was:

1. The relief of flooding in the Borough of West Ham and adjacent districts; 2. The improvement of hygienic conditions in relation to the waterways; 3. The improvement of the navigation of certain of the back rivers.

It also recognises that the works should result in an all-around improvement of the district generally; that it will give employment to a large number of men and that these will be obtained through the local Employment Exchange and that ‘the terms of employment will be on the conditions laid down by the Unemployment Grants Committee in order that the expenditure shall qualify for grant.

The economy in the mid-1920s wasn’t doing well with job cuts and wage reductions that lead to the four days General Strike of May 1926. This was the first ever general strike in Britain, called by the TUC it was started originally by miners. The mine owners wanted to reduce wage by 13% while also increasing shift by an hour. Other workers joined in solidarity including from the rail, docks, printing, gas, electricity, coal, steel and textiles industries. It is estimated that on the 4th May, between 1.5 and 1.75 million people went out on strike. The transport network was crippled, food deliveries were held and volunteers were called in to help move things along with the armed forced and the police to control angry crowds.

Archives2 from the 1920s record a statement from the Ministry of Transport that supports the then objectives to provide employment in response to complaints as to the conditions of the ‘River Lea Backwaters’:

“The Stratford unemployment Committee have for some considerable period been given attention to the question of the relief of unemployment, and in this connection have had the under discussion the possibility of clearing the backwaters of the River Lea. They take the view that the clearance of these water-ways would afford a considerable amount of employment, and would greatly improve the prosperity of the borough. ‘It is understood that these water-ways are peculiar to Stratford, and they are silted up from the want of attention. If they were clear a very large amount of trade could be carried on there, and there would be a possibility of the erection of factories on their banks, since waterside accommodation anywhere near London is now greatly sought for’.

1 “… and whereas it is expedient that for the purpose of preventing or minimising the risk of flooding and of rendering navigable at all states of the tide certain parts of the said rivers and of improving the navigation of the said rivers the Board and the Mayor Aldermen and Burgesses of the Borough (“the Corporation”) should be empowered to execute the works by this Act.

2 National Archives MT 52/25


1930s construction

In July 1933, the minutes are recording that the contractor requested that 18 men be employed to work a five day week of 50 hours, both night and day shifts. In October of the same year, they were employing 37 men. In November, they still had 33 men on site and reported the works to be 65% complete. In December, they had made ‘good progress with the erection of the radial gate’.

In January 1934, they reported the construction to be completed and they were organising a test of the radial gate but the towpath and footbridges were built in February 1934. In April 1934, the footbridge arrangement was complete and they could test the radial gates in May 1934 (16th) and water was admitted.

In June 1934 it reported that ‘since water was admitted, it (Carpenters Rd Lock) has been in continuous use for the passage of water and barges’.

2.2.3 Dual function: Flood protection and navigation With the 1930s work, the Waterworks River and Three Mills Wall River became essentially a drainage stream 100ft wide, City Mill river was converted into a navigable stream 50ft wide, and the Prescott channel was constructed as a flood by-pass. Flood occurrences and the use of the natural rivers in the area have both been around for centuries. Indeed, the river’s position within low lying marshes means that flooding was already observed within the layers of alluvium from the late prehistoric period. Towards the end of the Bronze Age and into the Early Iron Age there is evidence for increased flooding into the lower Lea Valley. Flooding when it occurs in agricultural lands can actually improve the quality of the soil by leaving deposits of nutritious sediments; but with industrialisation and the expansion of London, industries and associated communities established themselves by theses watercourses and flooding became an issue. In the 19th and 20th centuries but prior to the 1930s Act, major floods have been recorded in the Lee Valley in 1839, 1857, 1892, 1900, 1903, 1918, twice in 1919 and in 1928. The recurrence of these events lead to the Lea Conservancy Board securing passage for a Bill in 1900 that empowered them to prepare a scheme to provide for the regulation and mitigation of flooding. The scheme was not carried out due to heavy cost anticipated. In 1920, the Lee Conservancy Board passed the River Lee Watershed (Flood Prevention) Act but the 1928 inundation provided another impetus to get an improvement scheme delivered in the Bow Back Rivers through the 1930s Act as illustrated by the piece Lt.- Col. Hon. Ben. Bathurst wrote to the Times on 19th January, where he states that:

‘While much attention has been drawn to the results of the recent disastrous floods in certain parts of London, little mention has been made of the damage to the other localities, notably West ham, where some 1,200 houses were flooded out. A very important factor in the problem is presented by the backwaters of the River Lee. These, formerly used as a means of transport, are now in disuse, silted with mud and have become a source of danger to public health and a contributory cause to flood. Perhaps recent events may serve to move all concerned to take due notice of the situation’


As a result of the 1930s work, the disastrous flooding event of 1947 that saw extensive damages and disruption to local communities and infrastructures further up the River Lee spared the Bow Back Rivers. This was reported in the report to this flood: ”The value of this scheme (the 1930s Act) has been proved beyond doubt. During the recent abnormal conditions, no flooding occurred in the Stratford area.” Such works as those carried out in the 1930s to convey and contain water flows do have some detrimental impacts too in that floodplain areas support a rich variety of wildlife which are lost or heavily impacted on through urbanisation and the construction of flood channels. Also, archaeological remains preserved in waterlogged grounds are in danger of drying out and decaying. Such impacts have been mitigated as part of the works carried out recently. It is likely that the watercourses referred to as ‘The Bow Back Rivers’ or ‘The Stratford Back rivers’ originated as water mill streams with the first mill recorded by name in the area as ‘Wiggen Mill’ which was purchased by Queen Maud at the beginning of the 12th century and given to Barking Abbey. But these have also supported navigation for centuries, which was confirmed with the 19th century boat that was discovered during the archaeological investigations carried out for the Olympics. But these back waters were suffering from lack of maintenance, heavy silting and pollution as described in 1920 by the local ‘Eastern Lighterage Company Secretary’ in their letter to the Ministry of Transport:

“These backwaters have been navigable for many years and have been and are of great service to the manufacturers whose factories are situated on their banks. Today they are in a deplorable condition for want of attention; partly silted up with mud; the few locks they passes broken and unusable and unless something is done they bid fair to become only muddy ditches (…) the navigation which was once easy has now become most difficult and we often get craft detained for weeks unable to get in or out or move in them subjecting the barges whilst waiting to the great and ever present risk of pilfering and even open robbery.”3

The Company provided the incentive to double their fleet if improvements were being made and act as carriers for 17 more companies than the seven they were currently working with.

Carpenters Rd Lock in c. 1936 (Newham Archives)

3 National Archives MT52/25 - Ministry of Transport, River Lea Backwater – Complaints on conditions 1920-1922.


The P.L.A Monthly of 1932 indicates that in 1932 350,000 tonnes a year were carried out on the Bow Back Rivers. In 1938, The Lee Conservancy Board recorded approximately two million goods being conveyed on their waters.

2.2.4 Hygienic Improvement Pollution of watercourses became a widespread problem in particular with the growth of industries and expansion of population in East London that were still relying on a pre-industrial network of open sewers that convey surface drainage into the waterways. This was a widespread issue and Parliament passed ‘the Sanitary’ Act in 1866 while The Lea Conservancy Act of 1868 gave statutory responsibility for the prevention of pollution in the Lea and its tributaries to the newly constituted Lea Conservancy Board. In 1876, a Rivers Pollution Prevention Act was passed aimed at ‘preventing disposal of solid matter, sewage and pollutants into rivers and streams’. Although the OS map published in 1869 still records fields and mills, the landscape does drastically change within a short period of time. Industries such as bone works, chemical works, tallow works, oil works, printing works, soap works, ammonia works, varnish and enamel works are recorded along these waterways in late 19th century and early 20th century maps. By the 1920s the Bow Back Rivers were showing the strain of over-use and industrialisation. Pollution resulting from the disposal of industrial effluent and sewage from Leyton and West Ham was endemic despite improvements made in the 1880s and 90s. The 1930s Act included the dredging of watercourses, new waterway walls being built, land being purchased and new infrastructure including houses being built which resulted in an overall improvement of the area.

2.3 The Olympics legacy and the lock restoration

2.3.1 Abandoned waterways: how the lock fell into disrepair and is being recovered as part of the Olympics’ Legacy

The impact of WWII The diversion of shipping from the east coast ports, competition from the railway and the shortage of labour have had a huge impact on the utilisation of the waterways for transport in 1939-1941.

In 1938, the Lea Navigation had carried 1,782,063 tons of goods of which nearly 50% were coal and coke. By the end of 1940, the volume of goods had fallen by a third and the tonnage of coal alone had dropped by over 40%.

Railways were still charging pre-war fares for freight transport while the operating costs for canal carriers had risen. The government did offer financial assistance in June 1940 in the form of a subsidy of 50% of the tolls. But more importantly, the disruption to the North Sea coastal shipping routes and the partial closure of ports on the east coast had a major impact. Previously, most of the coal transported on the Lea was brought from Northumberland to London by coast, beyond which it was barged up to the gas works and electricity generating stations along the navigation. With the disruptions to those sea routes, producers and Port Transportation Officers transferred coal to the railways.


Shortage of labour was due to men going to war but also, because the crews could obtain higher wages elsewhere which the carrier could not afford to pay at the time. With the war and the decline of transport on the waterways, maintenance was reduced which also lead to staff being laid off. Staff shortage will prove to be particularly damaging to the trade as, when the North Sea coastal route reopened towards the end of 1940 and the volume of traffic on the navigation began to recover, there was an acute shortage in trained crews.

Still, thanks to government interventions, the Lee Conservancy which remained independent carried in 1941 up to a third of its former tonnage, of which 40% was coal.

Air raids in 1940/41 were heavy in the Stratford area where many factories were hit, but considering the intensity of those raids the waterways were comparatively not too heavily damaged, although Old Ford lock was hit and a few cottages were destroyed as well as some waterway walls. A HE bomb fell a short distance from Carpenters Road Lock in May 1941 and damaged the waterway wall nearby, although it is probable that the category ‘A’ damage reported to one of the radial gate at Carpenters Rd Lock in August 1944 was due to a V1 that fell near Wolsey Works. The gate had to be sent back to the manufacturer and repair carried out to the fabric of the lock superstructure. The lock cottage was also damaged but as it was unoccupied at the time, repairs were not planned. Repairs to various war damages were still ongoing in 1951 on the waterway infrastructures.

Old Ford Lock being rebuilt after bomb damage

Waterways classification and decline of the Bow Back Rivers The 1950s saw various Act that looked at classifying the waterways according to their commercial value.

The 1953 Transport Act, the ‘Rusholme Report’ identify the lack of traffic due to changes from water to rail and road and suggested three groups of waterways, which the 1956


‘Bowes Report’ formalised into: Class A Waterways of commercial use and to be developed, Class B Waterways worth keeping navigable but of not much commercial use, and Class C Waterways that didn’t justify retention for navigation and were referred to as ‘Remainder Waterways’.

The Transport Act of 1962 saw the creation of the British Waterways Board. The 1968 Transport Act allowed the Board to dispose of such Remainder Waterways.

The impact of those classifications on the rivers and canals of Stratford was unfortunately a negative one. During the 1960s and early 70s the area began to decline due to a combination of factors; partly the relocating of many heavy manufacturing industries outside of London during the Second World War, and partly the decreasing importance of London’s waterways in comparison to the road transport network, which was a more flexible and efficient way for companies to move materials. Still, Carpenters Rd Lock remain in use until the 1960s for barges taking coal to the pumping engines at the waterworks but by 1970 the lock house had been demolished. These rivers fell into disrepair once no industries used transport by water and no maintenance were carried out. A photograph in ‘Historic Waterways Scenes – London & South-East England’ by Moorland Publishing and dated to 1967 shows the lock in a derelict state. The ‘Carpenters Road Lock – Present Condition and Proposed Restoration’ prepared by Roy Sutton and Richard Chester-Browne in 1994 states that the lock would have last been used commercially in 1964.

Carpenters Rd Lock in 2008


The lock had some works carried out afterwards to facilitate water flow control and also,

Thames Water built a sludge mains at the south-west of the structure that was affecting the views onto the structure from upstream and has now been removed.

The advent of the Olympics

With the Olympic Games being announced to take place in this area of London in 2012 came the impetus to carry out repairs to these ‘Remainder Waterways’ and a large programme of restoration work was put forward including the restoration of Carpenters Rd Lock.

The strategic location of this peculiar lock lead to the new footbridge above to be the only bridge design within the site to be opened to architectural competition.

2.3.2 Parallels between Olympics led regeneration today and the regeneration scheme

of the 1930s depression The government was envisaging the Olympics to have outcomes that have similarities to the plans of the 1930s, in particular with regard to economic growth and providing a catalyst for local environmental improvement and regeneration, as well as, addressing still a 1-in-100 year flood risk to ‘a significant’ number of adjacent properties. All these themes have already been addressed above when looking at the 1930s scheme, and were also present in the 20th century project. Other legacy activities have been identified that are more specific to the Games and 20th century context: Sport and healthy living, bringing communities together and the legacy from the Paralympics. The Olympics was a huge employment provider during the construction period but the ongoing maintenance and development on this site as well as the activities required to sustain the communities that are being established continues to create local jobs. A report published by the government estimates that by 2020, the economic impact would be £28 to £41 billion in Gross Value Added and 618,000 to 893,000 years of employment. The commitments made as part of the bid for the Olympics included specifically the transformation of one of the most deprived area of London and the whole area has certainly been transformed from an industrial wasteland with waterways that were unnavigable to a Park that provides amazing sport with eight Olympic venues retained, cultural and leisure facilities, adjacent to a whole new urban centre with 11,000 homes, shops and businesses in increasing numbers. The waterways have been central to the ongoing development of the area and these have yet again been cleaned and restored. City Mill Lock has been automated and with the reopening of Carpenters Road Lock, ‘the loop’ will be opened up to boaters. A ‘Strategic Flood Risk Assessment’ modelled the fluvial and tidal flows which lead to the design of suitable flood mitigation measures including further widening the Waterworks River, dredging and the construction of Three Mills Lock.


3.0 Statement of Significance and conservation principles

Through the ages, the water courses have been central and vital to the development of this area. The engineers’ interventions to reroute and control a natural river, have been instrumental in transforming the area.

Carpenters Road Lock is the most spectacular, demonstrating engineering skills while being visually striking and it is undeniably of high heritage value even though it is not a designated heritage asset.

3.1 A lock with dual functions in response to local conditions

Carpenters Road Lock was one of only four navigation locks in Great Britain known to have been built with rising radial gates, and the only to have been equipped with two such radial gates. Completed in 1934 it is also the first to have been built in England, followed shortly by three examples on the River Nene, each comprising only one such radial gates and of which only one remains in place at Ditchford Lock, on the River Nene in Northamptonshire.

Given the complexity of the lock, three different contractors were involved. John Gill contractors were appointed to build the concrete chamber and the overhead gantries, Ransomes & Rapier to build the gates and provide the gearing and a third contractor did the electrics. Ransomes, based in Ipswich was considered from the onset to be the only manufacturer with the relevant experience to deliver such gates.

Carpenters Road lock with its double radial gates will be of particular interest to boaters and visitors with a keen interest in industrial archaeology, hydrology or water management and engineering. The experience of operating and navigating through this lock will be unique and hasn’t been possible for over 30 years.

The particular design for this lock is a 1930s response to the water flow and level conditions the structure had to deal with, using an innovative technique and replacing the former tidal mitre gates further west on the Old River Lea. The radial gate allows to control better the amount of water discharged at any time than mitre gates would have enabled, while also dealing with the reversible head of water that occurs due to the fluvial changes from the Old River Lea and still allowing some locking function albeit with a limited headroom.

Radial lifting gates were widely used on the Dutch Canal network but their introduction in this country for locking purposes on navigable waterways did raise some oppositions at the time. It wasn’t technically the only solution as the lock could have been built with a radial gate on the fluvial side only, combined with a double mitre gates for locking purposes. The actual reason for using two radial gates is not recorded. It could have been simply that as Ransomes was building one gate, it was easier to have the same manufacturer building two gates and have one set of maintenance in place too?

Those built on the Nene after Carpenters was finished, combined a radial gate with traditional mitre gates (a single pair rather than a double as no reversible head of water is present on the Nene).

The other difference between Ditchford and Carpenters is the arrangement of the counterweights and associated increased gearing. At Carpenters Road lock it consists of two stacks and a paired of coupled winding barrels per gate, while at Ditchford there is only a single lateral counterweight. This would be in response to the greater loading faced by the gates at Carpenters. Finally, the gates were fitted with a purposefully designed sprung timber buffers that are meant to protect the gates from potential boat impacts.


As such, the design elements that are of particular significance are:

- The radial gates including the sprung timber buffers that are unique to this lock, - The paired counterweight and associated paired coupled winding barrels.

Pre-construct Archaeology’s report also identifies the epicyclic gearboxes might have been unique and is the only known example, and the fact that the batteries of Tecalemit grease nipples lubricators have survived to this date and might be the only remaining example.

3.2 Conservation principles

Carpenters Road Lock is the most visually striking remnant of the 1930s programme of work that marked a key stage in the development of the area which led to major changes and is of great heritage value as it is unique on our system in that it has double radial gates lifted or lowered by an innovative operating mechanism mounted on overhead gantries.

One of these gantries was carrying the towpath over to the other side. As described above, the gear comprised a substantial centrally located manually operated enclosed epicyclic gearbox which drove two output shafts, one on either side. Each shaft drove a pair of couples winding barrels at either end of the gantry that respectively raised/lowered the gates and counterweights.

The lock was last used in the 1960s and the waterways having been categorised as ‘Remainder’ Waterways’, no maintenance had been carried out leading to the state of disrepair.

To accommodate the Olympic Stadium and as part of the works to welcome the Olympics, various works were required:

The old gantries that were of no great heritage significance, had to be demolished to accommodate the new footbridge that gives access to the Olympic Stadium.

The bridge proposed to cross over the lock was the only bridge design to be opened to competition.

The bridge and landscaping was designed to give a sense of place to the lock.

Recognising the heritage value of this structure, care was taken to ensure that a thorough conservation approach was followed throughout the project:

The IWA and GLIAS were kept informed of the works required, and English Heritage (now Historic England) was inform of the nature of the work proposed even though the lock isn’t designated.

In 2009/2010 a full survey of the lock and an assessment of the various parts were carried out by the Trust’s predecessor: British Waterways.

Archive research were carried out including those of Ransomes & Rapier in Ipswich, and those at the Metropolitan Archives that revealed original drawings and orders for parts;

Pre-construct archaeology was commission to do a heritage assessment of significances.

GLIAS photographically recorded the remains in anticipation of the demolition of the gantries and the removal of the gates and associated gearing mechanism.

The gearing boxes and counterweight were retained for their potential reuse.

The design for the restored lock is based on sound conservation philosophy:

The new gantries have a modern industrial and pure design that is contemporary but in the spirit of the original gantries.


The gantries are designed to accommodate the unique lifting mechanism and make it clearly visible.

The salvaged boxes will be restored as far as is practicable to accommodate the new gear.

The counterweight will be restored and reused and will be made visible in the new column behind glass doors, enabling visitors to gain a better understanding of the mechanism. (These were previously hidden from view in a brick enclosure).

The gate design will replicate the original radial curvature, long arms and the unique timber buffers. Domed head bolts will be used as a close match to the original rivets.

Any safety requirement has been carefully integrated including concealed access to the gantry for maintenance.


4.0 Vulnerability and Risks

4.1 Threats to the heritage

Carpenters Road Lock is recognised to be unique and of high heritage value even if it hasn’t been designated. The structure must maintain its flood conveyance function and this could be done to the detriment of the navigation and the historic significance of the design. All works carried out by the Trust are going through an internal process that includes validation by the heritage adviser to minimise such risks.

4.1.1 Funding shortage: Financial pressure in particular, could lead to the significance of the lock being lost or eroded. To avoid this, various sources of funding have been identified and are still being sought with HLF anticipated to be the major funder.

4.1.2 Inappropriate design interventions: The other major risk is that the significance of the lock is lost or eroded through inappropriate interventions which can result from either lack of funding or misguided design. To avoid this, the Trust’s heritage adviser has been involved throughout the project, carrying out research, liaising with GLIAS and commissioning PCA as well as working closely with the engineers and designers to ensure that the elements of significance have been clearly identified, understood, recorded and were appropriate restored or rebuilt.

4.1.3 Lack of maintenance: The lack of resources in maintaining the structure will equally be mitigated in that the lock, once restored to combine navigation and flood conveyance function, will become an asset under our management process. Once a Trust asset it will benefit from regular inspection and maintenance regime to ensure it remains safe for our users and that navigation remains open.

4.2 Interpretation

Following the Olympics there is potential for a great number of visitors to discover the rich history of this area. This project will enable many visitors to gain a more holistic and comprehensive understanding of the role the waterways have played over the centuries. This unique lock that stands in a very special place provides an ideal environment to share these stories.

4.2.1 Content quality The quality of the interpretation in terms of content and design will be carefully monitored by the Trust’s heritage adviser and their Education and Interpretation team. Extensive research material is already available and the Trust has developed good experience and has a track record for developing high quality interpretation material and in training of volunteers.

4.2.2 Design and vandalism Interpretation is always at risk of suffering from vandalism, wear and tear or becoming out-of-date. Maintenance of any physical interpretation will be designed-out as much as possible, based on our extensive experience gained over the years, and it will also become part and parcels of the lock furniture that will be inspected and maintained regularly.


The park is benefiting from a comprehensive surveillance and the maintenance regime will help to limit vandalism.

4.2.3 Sharing of information The Trust is committed to developing volunteering and over the last few years has invested huge resources to this which is resulting in a large increase in the number of volunteers. Of particular interest to this project is the ‘volunteer lock keepers’ scheme that is very successful. Our existing volunteer lock keepers have already been informed that this location would become available and we have had interest from volunteers that wish to be based at this very special lock.

The Trust will seek to establish an adoption programme so that people stay interested and involved in the waterways of the Lower Lea Valley.


5.0 Conservation Management aims and objectives

5.1 Broad aims and objectives for safeguarding heritage significance

5.1.1 The lock

In the first instance and through this project we are aiming at restoring the structures so that their decaying progress is reversed and their historic significance preserved or reinstated.

Once restored, these structures will be included within The Trust’s assets and be covered by our Approved Process for Asset Management.

A regular programme of inspection and monitoring of the condition of the structures will be carried out by appropriately qualified people with recommended repairs and maintenance in order to safeguard the fabric of the heritage assets and the safety of our users.

The Asset Management Process defines the framework by which we manage our assets to help provide the services required by our customers and the protection expected by our neighbours. Our aim is to maintain and operate our assets as efficiently and effectively as possible in order to ensure the continued serviceability and safe operation of our canals and navigations whilst providing best value for our customers, partners and other stakeholders. All works are underlined by an environmental appraisal.

This process has three main stages:

1. Inspection - includes all the ways we inspect our assets to assess their condition and determine any defects that they may have. There are three types of inspection: The length inspection which is carried out on a monthly or three monthly basis depending on the structure, the Annual Inspection and the quinquennial Principal Inspection. These feed back into the Maintenance Plan specific for each structure. 2. Prioritisation - deciding the order on which defects need to be repaired, in accordance with our business priorities; and 3. Delivery - correcting the defects using our own labour, using preferred contractors or volunteers. Throughout this process The Trust will use qualified members of staff including civil engineers, project manager, M&E engineer, ecologist and heritage specialist. All have extensive experience of working with historic structure and of the need to balance functionality and safe use with environmental considerations including heritage.

5.1.2 The interpretation

We will establish a volunteer group to get involved in the project and will seek to establish an adoption programme so that people remain involved in the waterways of the Lower Lea Valley. This group will not only physically maintain and preserve specific areas on and around the water, but they will also enhance new areas as part of a wider stewardship programme which The Trust and LLDC will establish.

In terms of the wider area, LLDC have contracted an Estates and Facilities Management (EFM) contractor, Balfour Beattie Workplace, to maintain the Park and its environs. We are currently discussing long term maintenance of the rivers with LLDC and agreeing what specification is required. By the end of the Development Phase we will know more about our

http://gateway/asset/Pages/Inspection.aspx

http://gateway/asset/Pages/Prioritisation.aspx

http://gateway/asset/Pages/Delivery.aspx


plans for maintenance of the heritage aspects that we are looking to conserve and enhance through this project.

In terms of digital media, The Trust’s marketing and communications team will update and refresh information on the website to ensure that it stays fresh and up-to-date.

5.2 Environmental Appraisal

All projects carried out by the Trust go through an internal process that includes an Environmental Appraisal which is validated by a heritage adviser, an ecologist and an environmental scientist.

This ensures that all works are carried out in accordance with legislation and that they preserve the heritage value and wildlife of the waterways while minimising the impacts of our actions.

5.3 Stakeholders’ Engagement

The Canal & River Trust has engaged at the very early stage of the proposal and before any works of demolition were undertaken, with various external stakeholders including English Heritage (now Historic England) and both the London Borough of Newham and Tower Hamlets.

Further engagement has taken place with the following stakeholders that have a specific interest in the heritage value of the lock:

5.3.1 The Greater London Industrial Archaeology Society

The Greater London Industrial Archaeology Society (GLIAS) was founded in 1968 to record relics of London's industrial history and to deposit these records with national and local museums, archives, etc; and also to advise local authorities and others on the restoration and preservation of historic industrial buildings and machinery. Malcolm Tucker has been consulted at various stages and was invited to record the lock before demolition of the superstructures.

5.3.2 The Inland Waterways Association

The Inland Waterways Association I(IWA) is the leading membership charity dedicated to conserving, maintaining and restoring Britain’s network of canal and river waterways.

With a membership of around 16,000, IWA provides a strong voice for waterways users, working with navigation authorities, local and national government and other organisations to keep all our waterways alive.

Roger Squires in particular has, on behalf of the IWA been supportive of the aim to restore the lock for navigation purposes.

Carpenters Road Lock - Canal & River Trust · 2008, MoLA-PCA. Carpenters Road Lock Conservation...

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