Manchester Ship Canal
Manchester Ship Canal | |||||
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Weaver Navigation | |||||
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53°24′N 2°36′W / 53.4°N 2.6°W The Manchester Ship Canal is a 36 mi-long (58 km) inland waterway in the North West of England linking Manchester to the Irish Sea. Starting at the Mersey Estuary at Eastham, near Ellesmere Port, Cheshire, it generally follows the original routes of the rivers Mersey and Irwell through the historic counties of Cheshire and Lancashire. Several sets of locks lift vessels about 60 ft (18 m) to the canal's terminus in Manchester. Landmarks along its route include the Barton Swing Aqueduct, the world's only swing aqueduct, and Trafford Park, the world's first planned industrial estate and still the largest in Europe.
The rivers Mersey and Irwell were first made navigable in the early 18th century. Goods were also transported on the Runcorn extension of the Bridgewater Canal (from 1776) and the Liverpool and Manchester Railway (from 1830) but by the late 19th century the Mersey and Irwell Navigation had fallen into disrepair and was often unusable. Manchester's business community viewed the charges imposed by Liverpool's docks and the railway companies as excessive. A ship canal was proposed to give ocean-going vessels direct access to Manchester. The region was suffering from the Long Depression; the canal's proponents argued that the scheme would boost competition and create jobs. They gained public support for the scheme, which was first presented to Parliament as a bill in 1882. Faced with stiff opposition from Liverpool, the canal's supporters were unable to gain the necessary Act of Parliament to allow the scheme to go ahead until 1885.
Construction took six years, beginning in 1887, and cost £15 million (equivalent to £1,774,553,339 in 2021).
When the ship canal opened in January 1894 (12 years after the very first meeting of the Manchester Ship Canal company) it was the largest river navigation canal in the world and enabled the new Port of Manchester to become Britain's third-busiest port despite being about 40 mi (64 km) inland. Changes to shipping methods and the growth of containerisation during the 1970s and 80s meant that many ships were too big to use the canal and traffic declined, resulting in the closure of the terminal docks at Salford. Although able to accommodate vessels from coastal ships to intercontinental cargo liners, the canal was not large enough for most modern vessels. By 2011 traffic had decreased from its peak in 1958 of 18 million long tons (20 million short tons) of freight each year to about 8 million long tons (9.0 million short tons). The canal is now privately owned by Peel Holdings, whose plans include redevelopment, expansion and an increase in shipping from 8,000 containers a year to 100,000 by 2030 as part of their Atlantic Gateway project.
History
The canal was completed just as the Long Depression was coming to an end,[1] but in its early years it was not the commercial success its sponsors had hoped for. At first gross revenue was less than a quarter of expected net revenue, and throughout at least the first nineteen years of the canal it was unable to make a profit or meet the interest payments to the Corporation of Manchester.[2] Many ship owners were reluctant to dispatch ocean-going vessels along a "locked cul-de-sac" at a maximum speed of 6 knots (11 km/h; 6.9 mph). The Ship Canal Company, which developed the canal, found it difficult to attract a diversified export trade, which meant that ships frequently had to return down the canal loaded with ballast rather than freight. However traffic gradually developed and the Canal became successful, paying dividends from 1921 onwards. As the import trade in oil began to grow during the 20th century the balance of canal traffic gradually switched towards the west, from Salford to Stanlow. Unlike most other British canals, the Manchester Ship Canal was never nationalised.
Early history
The idea that the rivers Mersey and Irwell should be made navigable from the Mersey Estuary in the west to Manchester in the east was first proposed in 1660 and revived in 1712 by the English civil engineer
In 1825 an application had been made to Parliament for an Act to allow the construction of a ship canal between the mouth of the
Along with deteriorating economic conditions in the 1870s
The idea was championed by Manchester manufacturer
Public campaign
To generate support for the scheme, the provisional committee initiated a public campaign led by Joseph Lawrence, who had worked for the Hull and Barnsley Railway. His task was to set up committees in every ward in Manchester and throughout Lancashire, to raise subscriptions and sell the idea to the local public. The first meeting was held on 4 October in Manchester's Oxford Ward, followed by another on 17 October in the St. James Ward. Within a few weeks meetings had been held throughout Manchester and Salford, culminating in a conference on 3 November attended by the provisional committee and members of the various Ward Committees. A large meeting of the working classes, attended by several local notables including the general secretaries of several trade unions, was held on 13 November at the Free Trade Hall in Manchester.[18]
Regular night-time meetings were held across the region, headed by speakers from a range of professions. Harford suggests that the organisers' choice of orators represents their "canny ability"
Bills
The Mersey Docks Board opposed the committee's first bill, presented late in 1882, and it was rejected by Parliament in January 1883 for breaching
Manchester Ship Canal Act 1885 | |
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Act of Parliament | |
Dates | |
Royal assent | 6 August 1885 |
The unresolved question of what would happen to the Mersey estuary if the canal was built had remained a sticking point. During questioning, an engineer for the Mersey Docks and Harbour Board was asked how he would avoid such a problem. His reply, "I should enter at Eastham and carry the canal along the shore until I reached Runcorn, and then I would strike inland",
Financing
The enabling Act of Parliament stipulated that the ship canal company's £8 million share capital had to be issued within two years, otherwise the act would lapse.[30] Adamson wanted to encourage the widest possible share ownership and believed the funds should be raised largely from the working population. Richard Peacock, vice-chairman of the Provisional Manchester Ship Canal Committee, said in 1882:
No few individuals should be expected to subscribe and form a company for mere gain; it should be taken on by the public, and if it is not ... I for one should say drop the scheme ... unless I see the public coming forward in a hearty manner.[31]
The act forbade the company from issuing shares below £10 so, to make them easier for ordinary people to buy, they issued shilling coupons in books of ten so they could be paid for in instalments.
The canal company exhausted its capital of £8 million in 4 years when only half the construction work was completed.[35] To avoid bankruptcy they appealed for funds to Manchester Corporation, which set up a Ship Canal Committee. On 9 March 1891, the corporation decided, on the committee's recommendation, to lend the necessary £3 million, to preserve the city's prestige. In return, the corporation was allowed to appoint five of the fifteen members of the board of directors. The company subsequently raised its estimates of the cost of completion in September 1891 and again in June 1892. An executive committee was appointed as an emergency measure in December 1891, and on 14 October 1892 the Ship Canal Committee resolved to lend a further £1.5 million on condition that Manchester Corporation had an absolute majority on the canal company's board of directors and its various sub-committees.[35] The corporation subsequently appointed 11 of the 21 seats,[36] nominated Alderman Sir John Harwood as deputy director of the company, and secured majorities on five of the board's six sub-committees. The cost to Manchester Corporation of financing the Ship Canal Company had a significant impact on local taxpayers. Manchester's municipal debt rose by 67 per cent, resulting in a 26 per cent increase in rates between 1892 and 1895.[37]
However well this arrangement served the corporation, by the mid-1980s it had become "meaningless". Most of the company's shares were controlled by the property developer John Whittaker, and in 1986 the council agreed to give up all but one of its seats in return for a payment of £10 million. The deal extricated Manchester Council from a politically difficult conflict of interest, as Whittaker was proposing to develop a large out of town shopping centre on land owned by the Ship Canal Company at Dumplington, the present-day Trafford Centre. The council opposed the scheme, believing that it would damage the city centre economy, but accepted that it was "obviously in the interests of the shareholders".[38][a]
Construction
For the first two years construction went according to plan, but Walker died on 25 November 1889. The work was continued by his executors, but the project suffered setbacks and was hampered by harsh weather and several serious floods. In January 1891, when the project had been expected to have been completed, a severe winter added to the difficulties; the Bridgewater Canal, the company's only source of income, was closed after a fall of ice. The company decided to take over the contracting work and bought all the on-site equipment for £400,000.[41] Some railway companies, whose bridges had to be modified to cross the canal, demanded compensation. The London and North Western Railway and Great Western Railway refused to cooperate, and between them, they demanded about £533,000 for the inconvenience. The Ship Canal Company was unable to demolish the older, low railway bridges until August 1893, when the matter went to arbitration. The railway companies were awarded just over £100,000, a fraction of their combined claims.[42]
By the end of 1891, the ship canal was open to shipping as far as Saltport, the name given to wharves built at the entrance to the
The ship canal took six years to complete at a cost of just over £15 million,[48] equivalent to about £1.65 billion in 2011.[b] It is still the longest river navigation canal[50] and remains the world's eighth-longest ship canal, only slightly shorter than the Panama Canal in Central America.[51] More than 54 million cubic yards (41,000,000 m³) of material were excavated, about half as much as was removed during the building of the Suez Canal.[52] An average of 12,000 workers were employed during construction, peaking at 17,000.[53] Regular navvies were paid 4+1⁄2d per hour for a 10-hour working day, equivalent to about £16 per day in 2010.[54][55][c] In terms of machinery, the project made use of more than 200 miles (320 km) of temporary rail track, 180 locomotives, more than 6000 trucks and wagons, 124 steam-powered cranes, 192 other steam engines, and 97 steam excavators.[56][57] Major engineering landmarks of the scheme included the Barton Swing Aqueduct, the first swing aqueduct in the world,[58] and a neighbouring swing bridge for road traffic at Barton, both of which are now Grade II* listed structures.[59] In 1909 the canal's depth was increased by 2 feet (0.61 m) to 28 feet (8.5 m), equalling that of the Suez Canal.[60]
Operational history
The Manchester Ship Canal enabled the newly created Port of Manchester to become Britain's third-busiest port, despite the city being about 40 miles (64 km) inland.[51] Since its opening in 1894, the canal has handled a wide range of ships and cargos, from coastal vessels to intra-European shipping and intercontinental cargo liners. The first vessel to unload its cargo on the opening day was the Pioneer, belonging to the Co-operative Wholesale Society (CWS), which was also the first vessel registered at Manchester; the CWS operated a weekly service to Rouen.[61]
Tonnage handled by the Manchester Ship Canal ports[67][d] | |||||
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1895 | 1905 | 1915 | 1925 | 1935 | 1945 |
1,358,875 | 3,060,516 | 5,434,046 | 5,881,691 | 6,135,003 | 6,531,963 |
1955 | 1965 | 1975 | 1985 | 1995 | 2005 |
18,563,376 | 15,715,409 | 14,816,121 | 9,767,380 | 8,751,938 | 7,261,919 |
The amount of freight carried by the canal peaked in 1958 at 18 million long tons (20 million short tons), but the increasing size of ocean-going ships and the port's failure to introduce modern freight-handling methods resulted in that headline figure dropping steadily, and the closure of the docks in Salford in 1984.[68] Total freight movements on the ship canal were down to 7.56 million long tons (8.47 million short tons) by 2000, and further reduced to 6.60 million long tons (7.39 million short tons) for the year ending September 2009.[69]
The maximum length of vessel currently accepted is 530 feet (161.5 m) with a beam of 63.5 feet (19.35 m)[70] and a maximum draft of 24 feet (7.3 m).[64] By contrast the similarly sized Panama Canal, completed a few years after the Manchester Ship Canal, was able to accept ships of up to 950 feet (289.6 m) in length with a beam of 106 feet (32.31 m).[71] Since June 2016, the Panama Canal has been able to handle vessels of 1,201 feet (366 m) in length with a beam of 161 feet (49 m) and a draft of 50 feet (15.2 m),[72] and cargo capacity up to 14,000 twenty-foot equivalent units (TEU).[73] Ships passing under the Runcorn Bridge have a height restriction of 70 feet (21 m) above normal water levels.[74]
Present day
In 1984
Route
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Geography
From Eastham, the canal runs parallel to, and along the south side of the Mersey estuary, past Ellesmere Port. Between Rixton east of the M6 motorway's Thelwall Viaduct and Irlam, the canal joins the Mersey; thereafter it roughly follows the route the river used to take. At the confluence of the Mersey and Irwell near Irlam, the canal follows the old course of the River Irwell into Manchester.[81]
Locks, sluices and weirs
Vessels travelling to and from the terminal docks, which are 60 feet (18 m) above sea level, must pass through several locks. Each set has a large lock for ocean-going ships and a smaller, narrower lock for vessels such as tugs and coasters.
Five sets of sluices and two weirs are used to control the canal's depth. The sluices, located at Mode Wheel Locks, Barton Locks, Irlam Locks, Latchford Locks and Weaver Sluices, are designed to allow water entering the canal to flow along its length in a controlled manner. Each consists of a set of mechanically driven vertical steel roller gates, supported by masonry piers. Originally, manually operated Stoney Sluices were used;[e] these were replaced in the 1950s by electrically driven units, with automation technology introduced from the late 1980s. The sluices are protected against damage from drifting vessels by large concrete barriers. Stop logs can be inserted by roving cranes, installed upstream of each sluice; at Weaver Sluices, accessed by boat, this task is performed by a floating crane.[84]
Woolston Siphon Weir, built in 1994 to replace an earlier structure and located on an extant section of the Mersey near Latchford, controls the amount of water in the Latchford Pond by emptying canal water into the Mersey. Howley Weir controls water levels downstream of Woolston Weir. Further upstream, Woolston Guard Weir enables maintenance to be carried out on both.[84]
Docks and wharfs
Seven terminal docks were constructed for the opening of the canal. Four small docks were located on the south side of the canal near Cornbrook, within the Borough of
In 1893 the Ship Canal Company sold a parcel of land just east of the Mode Wheel Locks to the newly established Manchester Dry Docks Company. The
Trafford Park
Two years after the opening of the ship canal, financier Ernest Terah Hooley bought the 1,183-acre (4,790,000 m2)[93] country estate belonging to Sir Humphrey Francis de Trafford for £360,000 (£44.3 million in 2009).[55][94] Hooley intended to develop the site, which was close to Manchester and at the end of the canal, as an exclusive housing estate, screened by woods from industrial units[95] constructed along the 1.5-mile (2.4 km) frontage onto the canal.[96]
With the predicted traffic for the canal slow to materialise, Hooley and Marshall Stevens (the general manager of the Ship Canal Company) came to see the benefits that the industrial development of Trafford Park could offer to both the ship canal and the estate. In January 1897 Stevens became the managing director of Trafford Park Estates,[95] where he remained until 1930, latterly as its joint chairman and managing director.[97]
Within five years Trafford Park, Europe's largest
Inland from the canal the British Westinghouse Electric Company bought 11 per cent of the estate. Westinghouse's American architect Charles Heathcote was responsible for much of the planning and design of their factory, which built steam turbines and turbo generators. By 1899 Heathcote had also designed fifteen warehouses for the Manchester Ship Canal Company.[99]
Manchester Ship Canal Railway
During construction, a year after the death of Walker, the directors of the canal company and Walker's trustees came to an agreement for the canal company to take ownership of the construction assets. These included the more than 200 miles (320 km) of temporary rail track, 180 locomotives and more than 6,000 trucks and wagons.[56][57] These formed the basis of the Manchester Ship Canal Railway, which became the largest private railway in the United Kingdom.
The construction railway followed the route of the former River Irwell. To bring in construction materials, the construction railway had a connection to the
At the end of construction, the canal company left in place the original construction railway route, and eventually developed track along 33 miles (53 km) of the canal's length, mainly to its north bank. Built and operated mainly as a single-track line, the busiest section from Weaste Junction through Barton and Irlam, to Partington was all double-tracked. The railway's access to Trafford Park was over the double-tracked Detroit Swing Bridge, which after closure of the MSC Railway in 1988 was floated down the canal to be placed in Salford Quays.
The MSC Railway was able to receive and despatch goods trains to and from all the UK's mainline railway systems, using connecting junctions at three points in the terminal docks. Two were to the north of the canal, operated by the Lancashire and Yorkshire Railway and the London and North Western Railway.[104] The third was to the south, operated by the Cheshire Lines Committee (CLC), whereby the MSC Railway had taken over the old and abandoned route of the CLC, giving them a monopoly on traffic to the new soap works and steel mill.[104]
The MSC Railway's steam locomotives were designed to negotiate the tight curves of the sidings and industrial tracks on which they ran. Originally specifying 0-4-0 wheel arrangements, later 0-6-0 locomotives – purchased to cope with increasing traffic and loads – had flangeless centre axles, whilst the coupling rods had a hinged central section that permitted several inches of lateral play. A long term user of Hudswell Clarke, from their steam through to diesel locomotives,[106] like many industrial railways later motive power was often provided by the purchase of refurbished former "big-four" operated types, with the advantage that crew were readily available to operate them. Post-WWII purchases included several war-surplus Hunslet 'Austerity' 0-6-0 saddle tanks; the last steam locomotive types purchased for the MSC Railway. A fleet of diesel locomotives was bought between 1959 and 1966, including 18 0-4-0 diesels from the Rolls-Royce-owned Sentinel Waggon Works from 1964 to 1966.[107] These enabled the MSC Railways to complete its conversion from steam on 6 July 1966, more than two years before British Railways.
However, as transshipment costs increased, and unprocessed bulk cargoes decreased in volume, the economics of road transport resulted in a gradual dwindling of traffic on the MSC Railway system, and hence contraction in the MSC Railway itself. Traffic reduction was added to by the 1969 closure of the CWS Irlam soap works; post nationalisation
Other features on the banks
At Ellesmere Port the canal is joined by the
Crossings
Significant crossings of the Canal include:
- Runcorn Railway Bridge
- Silver Jubilee Bridge
- Mersey Gateway Bridge
- M6 motorway
- Warburton Toll Bridge
- Hulme Bridge Ferry between Irlam and Flixton[113]
- M60 motorway
- Barton Swing Aqueduct and Barton Road Swing Bridge
- Latchford Viaduct which carried the Warrington and Stockport Railwayover the canal until 1985. Since then has been closed but the viaduct including the lines remain in situ.
Ecology
The quality of water in the ship canal is adversely affected by several factors. The high population density of the Mersey Basin has, historically, placed heavy demands on sewage treatment and disposal. Industrial and agricultural discharges into the Irwell,
Despite the canal's poor water quality there are several nature reserves along its banks.
See also
References
Notes
- ^ £7 million was paid in cash and £3 million invested in a joint venture company set up by Whittaker and the council, Ship Canal Developments. The object of the new company was to provide resources and development expertise for the regeneration of east Manchester.[39]
- ^ The method of calculation used is the GDP deflator, the ratio of nominal to real gross domestic product multiplied by 100.[49]
- ^ Comparing relative purchasing power of 3 shillings and 9 pence in 1894 with 2010.
- ^ All quantities are given in metric tonnes.
- ^ A Stoney Sluice gate runs on bearings, reducing the friction caused by the weight of water on the gate.
Citations
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- ^ Owen (1983), p. 10
- ^ Owen (1983), pp. 3–4
- ^ Owen (1983), p. 7
- ^ Wheeler (1836), p. 279
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- ^ Williams et al. (2010), p. 277
- ^ Harford (1994), p. 41
- ^ Owen (1983), p. 27
- ^ Willan (1977), p. 173
- ^ Harford (1994), p. 168
- ^ Harford (1994), p. 11
- ^ Winter (2002), pp. 121–122
- ^ a b Owen (1983), p. 31
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- ^ a b Harford (1994), p. 24
- ^ Harford (1994), p. 22
- ^ Harford (1994), pp. 24–26
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- ^ Harford (1994), p. 26
- ^ Owen (1983), p. 43
- ^ a b Winter (2002), p. 122.
- ^ Harford (1994), pp. 26–27
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{{cite web}}
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- ^ Gray (1997), p. 56
- ^ Owen (1983), p. 124
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- ^ Gray (1997), p. 82
- ^ The Monopolies and Mergers Commission (1976), p. 37
- ^ Stoker (1985), pp. 57–58
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- ^ Nicholls (1996), p. 22
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- ^ Farnie (1980), p. 114
- ^ Nicholls (1996), p. 112
- ISBN 978-0-226-69710-9.
- ^ a b Parkinson-Bailey (2000), p. 128
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- ^ ISBN 0-7110-1469-8.
- ^ The Reshaping of British Railways by Dr Richard Beeching, 1963.
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- ^ Williams et al. (2010), p. 282
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- Chaloner, William Henry (1990), Farnie, D. A.; Henderson, William Otto (eds.), "The Birth of Modern Manchester", Industry and Innovation: Selected Essays, Routledge, pp. 174–192, ISBN 978-0-7146-3335-0
- Cumberlidge, Jane (2009), Inland Waterways of Great Britain (8th ed.), Imray Laurie Norie and Wilson, ISBN 978-1-84623-010-3
- Farnie, D. A. (1980), The Manchester Ship Canal and the Rise of the Port of Manchester, Manchester University Press, ISBN 0-7190-0795-X
- Forwood, William B. (1910), Recollections of a Busy Life, Henry Young, OL 23328821M
- Gray, Ted (1993), A Hundred Years of the Manchester Ship Canal, Aurora Publishing, ISBN 1-85926-030-6
- Gray, Ted (1997), Manchester Ship Canal, Sutton Publishing, ISBN 0-7509-1459-9
- Harford, Ian (1994), Manchester and its Ship Canal Movement, Ryburn Publishing, ISBN 1-85331-075-1
- Haws, Duncan (2000), Merchants Fleets No.38 Manchester Liners etc, Duncan Haws, ISBN 0-946378-39-8
- InCom Working Group 16 (May 1996), "Standardization of ships and inland waterways for river/sea navigation", PTC1 report of WG 16, The World Association for Waterborne Transport Infrastructure
{{citation}}
: CS1 maint: numeric names: authors list (link) - Kindersley, Dorling (2009), Where to Go Wild in Britain, Dorling Kindersley Ltd, ISBN 978-1-4053-3512-6
- King, Ray (2006), Detonation: Rebirth of a City, Clear Publications, ISBN 0-9552621-0-0
- Kirkwood, Niall (2004), Manufactured Sites: Rethinking the Post-Industrial Landscape, Taylor & Francis, ISBN 978-0-415-24365-0
- Nicholls, Robert (1996), Trafford Park: The First Hundred Years, Phillimore & Co, ISBN 1-86077-013-4
- Owen, David (1983), The Manchester Ship Canal, Manchester University Press, ISBN 0-7190-0864-6
- Parkinson-Bailey, John J. (2000), Manchester: An Architectural History, Manchester University Press, ISBN 0-7190-5606-3
- Rennison, Robert William (1996), Civil Engineering Heritage: Northern England, Thomas Telford, ISBN 978-0-7277-2518-9
- Stoker, Robert B. (1985), The Saga of Manchester Liners, Kinglish Ltd, ISBN 0-9507480-2-1
- The Monopolies and Mergers Commission (1976), Eurocanadian Shipholdings Limited and Furness, Withy & Company, Limited and Manchester Liners Limited: A Report on the Existing and Proposed Mergers, Competition Commission, archived from the original (PDF) on 19 January 2008, retrieved 22 November 2008
- Wheeler, James (1836), Manchester: Its Political, Social and Commercial History, Ancient and Modern, Whittaker and Co.
- Willan, Thomas Stuart (1977), Chaloner, W. H.; Ratcliffe, Barrie M. (eds.), Trade and Transport: Essays in Economic History in Honour of T. S. Willan, Manchester University Press, ISBN 0-8476-6013-3
- Williams, A. E.; Waterfall, R. J.; White, K. N.; Hendry, K. (2010), Batty, L. C.; Hallberg, K. B. (eds.), "Manchester Ship Canal and Salford Quays: industrial legacy and ecological restoration", Ecology of Industrial Pollution (1st ed.), Cambridge University Press, pp. 276–308
- Winter, James (2002), Secure from Rash Assault, University of California Press, ISBN 0-520-22930-4
- Wood, Cyril (2005), Manchester's Ship Canal: The Big Ditch, Tempus Publishing Ltd, ISBN 978-0-7524-2811-6
Further reading
- Leech, Sir Bosdin (1907), History of the Manchester Ship Canal (2 volumes), Sherratt & Hughes
External links
- Manchester Ship Canal Official Website
- The Building of Barton High Level Bridge
- A documentary about the history of the Ship canal, in three parts
- Manchester Ship Canal, a Virtual Tour
- Manchester Region History Review Volume 8 1994, The Ship Canal: Raising the Standard for Popular Capitalism, Ian Harford
- MSC Online tracking of vessels on the Ship Canal
- The Transport Archive: Archive images of the Manchester Ship Canal
- University of Manchester Library Map collection: Manchester Ship Canal
- Plan for Manchester ship canal, courtesy of the Baring archive
- Manchester Ship Canal Manchester Archives+