Part 1
ITEM NO.
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REPORT OF STRATEGIC DIRECTOR FOR SUSTAINABLE REGENERATION
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TO THE LEAD MEMBER FOR PLANNING ON 17 AUGUST 2010
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TITLE: THE RESTORATION OF THE MANCHESTER, BOLTON AND BURY
CANAL IN SALFORD – PROGRESS UPDATE
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RECOMMENDATIONS:
That the Lead Member for Planning:
1. Notes progress to date on restoration of the canal.
2. Supports the preparation of a "prospectus" for the restoration of the remaining
length of the canal to be led by the Manchester, Bolton and Bury Canal Joint
Steering Committee, and incorporating the targets for restoration in Salford set out
in this Report.
3. Asks Cabinet to appoint a Member to sit on the Joint Steering Committee
alongside Cllr Clague, to succeed the late Cllr Holt.
4. Approves the first stage of towpath improvement from Park House Lane to
Northern Avenue, funded through S.106 payments.
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EXECUTIVE SUMMARY:
Two studies and examples elsewhere in the country suggest that the restoration of
the Manchester, Bolton and Bury Canal to navigation in Salford would provide
considerable benefit to the local economy, leisure and tourism. Work was completed
on the first stage of restoration in Middlewood. Prospects for further restoration have
been stalled since then by the economic downturn and difficulties of completing the
next stage. This report suggests a commitment to key targets for restoration through
the production of a "Prospectus" for restoration to focus activity and attract funding,
and the development of a walking/cycling route along the towpath as a precursor to
full restoration to navigation.
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BACKGROUND DOCUMENTS:
(Available for public inspection)
Manchester Bolton Bury Canal; Abandoned Waterway Future Asset 1988
Manchester Bolton Bury Canal; Economic and Physical Regeneration Benefits Study
2002
British Waterways Board Preliminary Plans for Restoration
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KEY DECISION:
YES
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DETAILS:
1.0 Background
1.1 The Manchester, Bolton and Bury Canal (MBB) was built between 1797 and 1808
and joined Bolton and Bury with the River Irwell at Middlewood, Salford, serving a
number of collieries along the way. A feeder canal known as Fletchers Canal
linked Wet Earth Colliery in Clifton (now Clifton Country Park) to the canal. Traffic
continued along the canal in Salford until 1950 and it was closed in 1961. British
Waterways Board owns half the length, and about 40% of the total canal is still in
water.
1.2 In the light of successful canal restoration elsewhere in the country, Salford City
Council, Bolton and Bury Metropolitan Borough Councils, British Waterways and
the Manchester, Bolton and Bury Canal Society (which was formed to campaign
for restoration of the canal) started working together to restore the canal in 1996.
The process is managed by quarterly meetings of a joint steering committee with
Members and officers from the three local authorities and representatives from
British Waterways Board and the Manchester, Bolton and Bury Canal Society. An
officer group also meets regularly. Salford City Council’s representation on the
Joint Steering Committee was agreed as the late Cllr Holt and Cllr Clague.
Following the death of Cllr Holt, no second Member was nominated by Salford. It is
perhaps timely to consider future member representation of the Joint Steering
Committee and whether a second member should be nominated.
1.3 Two studies considered the potential benefits of a restored canal (Manchester
Bolton Bury Canal; Abandoned Waterway Future Asset 1988 and Manchester
Bolton Bury Canal; Economic and Physical Regeneration Benefits Study by DTZ
Pieda 2002). The studies concluded that a restored canal would create the
following benefits:
 Economic; It is estimated that a restored canal creates a 1.5-10% uplift in land
values within 25 metres of the canal (dependent on the type of property) and
encourages higher value uses such as residential or office space on former
industrial sites (DTZ Pieda 2002 Table 4.1). As such, it would act as a catalyst
to the regeneration of areas along its route. The 2002 study identified The
Crescent and Brindleheath areas as particularly benefiting from the restoration
of the remainder of the canal.
 Employment; The 2002 study estimated that restoration of the whole canal
would create 206 construction jobs on the Salford section (equal to 22 Full
Time Equivalent (FTE) construction jobs). In addition, possible canalside
development at The Crescent and Brindleheath would create 35 FTE
construction jobs. Commercial employment on these sites would create a
further 450-760 FTE jobs at The Crescent and 820-1750 FTE jobs in
Brindleheath. Canal restoration also provides opportunities for skill
development (DTZ Pieda 2002 Chapter Four)
 Tourism and Leisure; There are 3.7million people within a 30 minute drive of
the canal (DTZ Pieda 2002 para 5.3). The 2002 study estimated that within
five years of restoration of the whole canal (including sections in Bolton and
Bury) there could be an additional 2.3 million visits for walking and 143,000
visits for cycling. Many of these users could be attracted to the restored
towpath before the canal is restored to navigation. The fully restored canal
would support hire and trip boats and provide moorings for private boats. In
addition, it was expected that there would be 250 boat launches and an
estimated 8,700 visits by canoeists annually. Boating also provides direct
income from licences. There would be 12,400 extra visits by anglers to the
restored canal five years after opening. This would also generate income
through the sale of licences. It was estimated that restoration of the whole
canal could provide 204 FTE jobs in tourism and £5.63m additional spend from
visitors (including spend by walkers and cyclists using the restored towpath) at
2002 values.
 Environmental and educational benefits The canal was an important catalyst to
the industrialisation of the Irwell Valley and retains many features of heritage
interest. Restoration of the whole canal and the towpath would allow these to
be restored and interpreted and would provide an off-road route to the Wet
Earth Colliery site at Clifton Country Park. A section of the canal south of
Agecroft Road, is designated as a Grade ‘C’ Site of Biological Interest. Careful
management of restoration will assist in broadening the biodiversity of the
canal and allow better access and interpretation of wildlife.
1.4 Restoration was made a national priority by the British Waterways Board in 2002.
Policy CH7 of the City of Salford Unitary Development Plan protects the line of the
canal and its towpath and seeks contributions from development along the line of
the canal to its restoration or improvement. This policy stance is carried forward in
the Draft Core Strategy where policy HE5 requires the city council to work with
British Waterways to bring forward the restoration of the canal between the River
Irwell and Windsor Bridge by 2027 and protect the line of the rest of the canal in
Salford and seek opportunities for its restoration. The policy was supported by
British Waterways and the Canal Society, although the latter asked that a stronger
stance be taken to support the restoration of the canal beyond Windsor Bridge.
The Development Framework for the Charlestown and Lower Kersal New Deal for
Communities Area recognised the value that a restored canal could bring to the
area and identified land at Orchard Street and Lissadel Street as having significant
development potential as part of the restoration (5.12). New Deal for Communities
have commissioned URBED to undertake the review of the Development
Framework. The review will support the Draft Core Strategy policy and will seek to
identify where there is potential to work with partners on the restoration.
2.0 Progress with restoration
2.1 The initial stage of restoration was from the River Irwell at Hampson Street /
Princess Bridge, through Middlewood to a point close to Oldfield Road in Central
Salford. The restoration was funded by grants from the European Regional
Development Fund, the North West Development Agency and the city council, with
contributions in kind from Valley and Vale Properties Limited, the owners of the
site. The city council have contributed £1.3m of prudential code borrowing to the
total cost, to be recouped from future Section 106 funds received from the
adjoining site. The total capital cost was £5.4m and the work was completed in
2008. The city council also contribute to annual maintenance costs of the
Middlewood section.
2.2 There remains a four kilometres length of infilled canal from Oldfield Road to Park
House Bridge Road at Agecroft. Most of this section is not owned by British
Waterways, and some is within developed sites. Beyond this point, restoration is
much less complicated, with a stretch of canal in water. Most is in British
Waterways ownership and there are only short drained and filled lengths before
the canal crosses the River Irwell into Bury. In Bolton and Bury there are extensive
lengths of the canal in water (over the whole length of the MBB, about 40% of the
total length is currently in water).
2.3 The Salford Central Development Framework 2009 proposes the creation of a
basin and mixed use area on the site of the Regents Trading Estate on Oldfield
Road (page 40). This site is now in the ownership of Salford City Council and
occupiers’ leases will cease in the next 2 years. A Development Framework is
being produced for the Crescent area to the west of Oldfield Road. This includes
the route of the canal to the A6 at Windsor Bridge. Part of this now forms
University Road West and it then runs through the University Campus. The
masterplan for the development of the Peel Park Campus of Salford University
allows for the reinstatement of the canal through the University. Plans for
rebuilding Salford Crescent Station also allow for the restoration of the canal.
Beyond here the route is in a variety of industrial and commercial uses although
few structures have been built on it.
2.4 The canal and towpath exists beyond Park House Bridge Road in Agecroft and the
towpath is continuous from here to the city boundary at Clifton. At Clifton it
connects with the towpath of Fletchers Canal from which Clifton Country Park can
be reached. Where the canal exists it is in relatively good condition.
3.0 Phased Restoration Proposals
3.1 It is suggested that the city council adopt the following targets to restore the canal
to navigation within the Salford boundaries.
Table 1
Phase
Phase 1
Phase 2
Phase 3
Phase 4
Description
River IrwellOldfield Road
Oldfield
RoadWindsor
Bridge
Windsor
Bridge to Park
House Bridge
Park House
Bridge
to
Clifton
Aqueduct
Length
Timescale
Est. Cost
(excluding
land
purchase)
£5.4m
460 metres
Completed
885 metres
By 2027
2.7km
By 2030
£6m on the
original route
£13.8m in a
new channel
£11.12m
3.3km
By 2035
£3.00m
3.2 The line of the canal and these phases are indicated on the map at Annex 1. The
following description is based on the preliminary proposals for restoration made by
the British Waterways Board in 2002:
 Phase 1. Restoration of this section from the River Irwell through
Middlewood to the railway was completed in 2009. A new channel and lock
was included in the work
 Phase 2. This would take the canal through Tunnel Number One under the
railway (the tunnel still exists). Beyond here the canal has been infilled. The
route to the north of the railway is occupied by the Regents Trading Estate.
The URC secured the purchase of the estate, with funding from NWDA, and
it is held by Salford City Council. Current proposals are for a mixed use
development around a small basin. A planning application for this
development is expected next year, in line with expiry of the current leases
on the estate. From here the canal would pass through a restored Lock 4
under Oldfield Road (the tunnel is believed to be intact) and through two
further locks behind The Crescent. This land is owned by British Waterways
and is occupied by Manchester Tippers. Officers are in discussion with
British Waterways regarding the timing of the termination of the Manchester
Tippers lease. Restoration could re-use the original route (along the
southern edge of the site) to a point west of Fire Station Square or a new
channel could be provided in a more central location (to maximise double
frontage and increase in land values). It is expected that the restored canal
would form part of proposals for the redevelopment of this area when the
University moves out. The Development Framework in preparation will
consider the most advantageous and deliverable routing for the canal.
 Phase 3 This section has also been infilled and represents perhaps the
most challenging phase. British Waterways propose a new 5.5metre wide
channel and a single carriageway road to accommodate University Road
West and pass the canal under the A6 and past Salford Crescent Station.
The canal would continue through the University between University Road
and the railway. Proposals for rebuilding the Crescent Station and improving
access to the Campus are being designed to allow for this channel. North of
the station, the canal would be able to re-use its original channel. Bridges
would have to be opened / strengthened at Frederick Road, Broughton
Road and at Park House Bridge and a new bridge provided at Indigo Street.
Most of this section is in private ownership and in industrial use although
there has been little building on the route of the canal. Previous surveys
indicated that only one building, occupied by Travis Perkins, actually
occupied the line of the canal, and UDP policy should prevent any future
building over the line of the canal. New Deal for Communities has
purchased and demolished the former Indigo Mill on Langley Rd South on
behalf of Salford City Council, to facilitate restoration of the canal. British
Waterways purchased the adjacent Orchard Sawmill, which is derelict and
could be redeveloped
 Phase 4 The canal from Park House Bridge to the city boundary at Clifton
Aqueduct would mainly require dredging in order to restore it to navigation.
A new aqueduct would be required at Lumns Lane. A section of the canal
bed has been incorporated into the industrial estate at Clifton and would
have to be purchased. Restoration of the Clifton Aqueduct and excavation
of the first section of channel in Bury would provide an opportunity to
construct a terminal basin. As the canal bed mainly exists in this phase it
would be most suitable for restoration by voluntary groups. To join the rest
of the canal to Bolton and Bury a link would be required under the motorway
and a replacement channel to the north of the motorway
3.3 Costs are based on the preliminary survey carried out by British Waterways in
2002 (updated for inflation). The estimated cost of full restoration in Salford is
£19.5 to £27.5m. This includes restoring a surfaced towpath, directional signage
and interpretation but excludes land purchase. It is generally assumed that the
original channel can be excavated and restored. Elsewhere (e.g. Middlewood) the
original channel has been found to remain in excellent condition when excavated.
Where it is not possible to reuse the original channel costs are likely to rise
significantly. Restoration of the remainder of the canal in Bolton and Bury would
cost an additional £38.51m. This would have to be met partially from public
sources as the uplift in value achieved by a restored canal is unlikely to meet the
full cost of restoration (the cost of restoring the canal in Phase 2 was estimated in
2008 to create an £3m to £4m uplift in value at a cost of £6m using the original
channel or £13.8m in a new channel )
4.0 Short Term Intervention Proposals
4.1 Creation of a walking and cycling route into Manchester
Full restoration is of the MBB is likely to take several decades and sources of
funding are uncertain. However, improvements to the canal towpath could be used
to provide a walking and cycling route into from the city boundary at Clifton through
to Central Salford and Manchester. This could be achieved
 in the short term;
 in phases; and
 at relatively modest cost (approx £413k).
4.2 At present the towpath is mainly unsurfaced and impassable unless regularly
cleared of vegetation. Restoration of a towpath as a precursor to full re-opening is
being used elsewhere in the country (for example on the Stroud Waterway and the
Derby Canal). It would allow the length of the canal to be used as a walking and
cycling trail providing an off-road route linking communities with recreational space
such as the Lower Irwell Valley Improvement Area (LIVIA). Opening of the towpath
to a wider range of users would highlight the existence of the canal and allow its
interpretation. Extension into Bury across the Irwell (using Clifton Aqueduct) would
also allow the canal towpath to support the concept of a Lower Irwell sub-regional
park and link to the National Cycle Network. The restoration of the towpath would
not conflict with full restoration of the canal. Most of the towpath is not a right of
way or a permissive path and the status of the towpath would be clarified as part of
this process.
4.3 It is proposed that the creation of this pedestrian / cycling route, for the most part
along the canal towpath, be progressed in stages. To complete the route into
Manchester, the final stage would have to be on road, pending restoration. These
stages are set out in Table 2.
Table 2
Stages
Stage
One
Stage
Two
Stage
Three
Stage
Four
Description
Park House Bridge, Agecroft to
Northern Avenue Clifton
Northern Avenue to Clifton
Aqueduct (boundary with Bury)
Fletchers Canal to Clifton
Country Park
On-road advisory route from
Park House Bridge to River
Irwell (and into Castlefield
Manchester), pending canal
restoration.
Length
1800m
Est. Cost
£140,500
770m
£61,000
2760m
£204,500
4000m
£7500
4.4 The works to create the walking / cycling route would comprise the surfacing of the
towpath alongside the canal between Clifton Country Park (alongside Fletchers
Canal to Clifton) to Park House Road Bridge together with associated fencing and
signage. From Park House Bridge an advisory route would be signposted following
the route of the canal to the newly restored section at Oldfield Road. It is
envisaged that the work would largely be carried out by British Waterway's
contractors. A 1.7 to 2 metre wide tar spray and chip finish will be used to provide
a smooth hard-wearing surface that will resist vegetation growth and be usable by
walkers and cyclists. Interpretation and signposting will be provided at key
locations and milestones will be restored where they exist. The on-road section
would only require signposting and interpretation boards. The estimated total cost
of creating a 9.6km route from Clifton Country Park to Middlewood would be
£413,500. This includes a commuted sum to fund maintenance for twenty years
(although British Waterways would carry out emergency repairs to the towpath and
voluntary assistance would be sought for some tasks) The route is illustrated in
Annexe 2.
 Stage 1 Park House Bridge, Agecroft to Northern Avenue Clifton The initial
phase for towpath improvement would be almost 2km alongside a section of
canal in water. It would open up the valley to public access. At Lumns Lane
this stage would link to a short section of towpath which has already been
surfaced as part of the LIVIA works. The towpath would provide a surfaced
off-road link for walkers and cyclists between Brindleheath, Charlestown
and Agecroft and LIVIA and the Irwell Sculpture Trail. Northern Avenue links
through to the Clifton Business Park, Rake Lane and Worsley Fold. This
section would be prioritised as it runs past HM Prison Forest Bank, the
source of S106 funding which is targeted at open space and enhancement
works in the vicinity of the prison in accordance with planning permissions
96/35149/OUT and 07/55579/FUL
 Stage 2 Northern Avenue to Clifton Aqueduct. This section would complete
towpath restoration along the Manchester Bolton Bury Canal in Salford. At
Clifton the Canal crosses into Bury over the listed Clifton Aqueduct. A short
additional path across the aqueduct on the Bury side would provide a link
with National Cycle Route 6, allowing the towpath to serve as an alternative
long distance cycle path into Salford and Manchester.
 Stage 3 Fletchers Canal This would surface an existing path which runs

along the route of Fletchers Canal from Clifton Aqueduct. It would pass
under the M60 to join paths in Clifton Country Park which suffers from poor
road access. The path would also provide links to Worsley Fold.
Stage 4 On-Road Route to River Irwell This would complete the link to
Central Salford and over the Princess Bridge into Manchester as a signed
advisory route on quieter roads (an approach used elsewhere on the
Greater Manchester Cycle Network). This would provide links to the
University, Central Salford and into Castlefield, Manchester. The route could
be diverted to the line of the canal as land was purchased.
4.5 Stage One of the towpath restoration (from Park House Bridge, Agecroft to
Northern Avenue Clifton) will be delivered using £140,500 of Section 106
contributions from the development of H.M. Prison Forest Bank. The Section 106
agreement attached to planning permission 96/35149/OUT required payments to
mitigate the impact of the development through the provision of off-site open
space. Restoration of the towpath nearest to Forest Bank will satisfy the
requirements of the Section 106 Agreement. Work could be carried out by British
Waterways’ contractors as part of their 2010/2011 programme. If this scheme were
progressed, contributions from the Canal Society would be sought in the form of
volunteer labour and assistance with interpretation and publicity. The Canal
Society may also be eligible for Heritage Lottery funding to contribute to the
restoration.
5.0 Conclusions
5.1 The first stage of restoration of the MBB Canal was completed in 2008. Whilst the
restoration of the first length of the canal at Middlewood was a significant
achievement, the next stages will require significant funding and commitment (the
uplift in value of land next to the canal will be insufficient to pay for its restoration).
It is suggested that the Joint Steering Committee be requested to produce a
"prospectus" for the restoration of the whole canal, in line with principles set out in
Section 3 of this report), setting out the aims and benefits and forming the basis for
obtaining funding. It would also refocus the partners in the Steering Committee and
could form the basis for consultation and incorporating restoration into
regeneration plans along the length.
5.2 In the short term, in Salford, it is proposed to implement a staged restoration of the
towpath to create a continuous footpath / cycling route. Subject to funding
approval, the first stage could be implemented in 2010/11.
KEY COUNCIL POLICIES:
Connecting people to Opportunities: Sustainable Community Strategy for 2009-2024:
An off-road route along the towpath will contribute to the strategy's objectives of
"Delivering a Healthy City" (encouraging physical activity and a healthy lifestyle) and
"Delivering a City that's Good to Live in " (providing an attractive and well maintained
city and providing a green sustainable transport network). Full restoration will also
contribute to these objectives and will contribute to the vision of an Economically
Prosperous City by encouraging investment to create job opportunities and business
and enterprise development.
The Salford Agreement, 2008 – 2011
The creation of an off-road route along the towpath in the lifetime of the agreement
will contribute to achieving the following priorities and targets:
 Reducing Obesity: Target NI 8 Adult participation in sport and recreational
activity.
 Environmental Attractiveness: Target NI 5 Satisfaction with the local area.
 Co-ordinating Services and Transport. Target NI75 Access to Services and
facilities by public transport, walking and cycling.
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EQUALITY IMPACT ASSESSMENT AND IMPLICATIONS:
The restored towpath would open up significant parts of the Lower Irwell Valley for
recreation use. It would be accessible to a wide range of users including, wherever
possible, disabled users.
ASSESSMENT OF RISK:
Low - Developers can seek to legally challenge the city council to claim back Section
106 monies if they are not used on a scheme that mitigates the impacts of that
development, they are not spent in line with the requirements of the s.106
Agreement or they are not spent within the required timescale. The upgrading of the
towpath in Stage 1 satisfies these tests, in the case of the s 106 contributions which
are proposed to be applied and reduces the risks of a legal challenge.
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SOURCE OF FUNDING: The Stage 1 of restoration of the towpath would be funded
from Section 106 contributions.
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LEGAL IMPLICATIONS Supplied on 28 April 2010 by Richard Lester, Locum
Solicitor 793 2129
1.The use of s 106 monies accords with the terms of the relevant planning
obligations.
2. As indicated at paragraph 4.2, consideration would need to be given as to
whether the towpath restoration would or should lead to the creation of a public
highway and, if so, what sort of traffic should be allowed.
3. In the longer term there are likely to be issues around the acquisition of
property, whether by agreement or otherwise.
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FINANCIAL IMPLICATIONS Supplied on 28th April 2010 by Peter Butterworth
Private Sector Housing Capital Accountant 793 8791:
Sufficient section 106 contributions have been received to fund stage 1 of the
Towpath Restoration works
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OTHER DIRECTORATES CONSULTED:
Environment
Community Health and Social Care
New Deal for Communities
Central Salford Urban Regeneration Company
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CONTACT OFFICER: David Greenfield
TEL. NO. ext. 3264
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WARD(S) TO WHICH REPORT RELATE(S): Ordsall, Irwell Riverside, Pendlebury
MBB restoration press release.doc
Paul Walker
Strategic Director for Sustainable Regeneration
Annex 1
Annex 2