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Starting at the Mersey Estuary near Liverpool, 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 feet 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 and the Liverpool and Manchester Railway from , but by the late 19th century the Mersey and Irwell Navigation had fallen into disrepair and was often unusable. In addition, Manchester's business community viewed the charges imposed by Liverpool's docks and the railway companies as excessive.
A ship canal was therefore 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 built public support for the scheme, which was first presented to Parliament as a bill in 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 When the ship canal opened in January 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 miles 64 km inland.
Changes to shipping methods and the growth of containerisation during the s and '80s meant that many ships were now 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 is not large enough for most modern vessels.
By traffic had decreased from its peak in of 18 million long tons 20 million short tons of freight each year to about 7 million long tons 7. The canal is now privately owned by Peel Holdings , whose plans include redevelopment, expansion, and an increase in shipping from 8, containers a year to , by as part of their Atlantic Gateway project.
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 and revived in by the English civil engineer Thomas Steers. Along with deteriorating economic conditions in the s [11] and the start of a period known as the Long Depression, the dues charged by the Port Are Pontoon Boats Expensive To Maintain Zero of Liverpool and the railway charges from there to Manchester were perceived to be excessive by Manchester's business community; it was often cheaper to import goods from Hull , on the opposite side of the country, than it was from Liverpool.
Its proponents argued that reduced transport costs would make local industry more competitive and that the scheme would help create new jobs. The idea was championed by Manchester manufacturer Daniel Adamson , who arranged a meeting at his home, The Towers in Didsbury , on 27 June He invited the representatives of several Lancashire towns, local businessmen and politicians, and two civil engineers: Hamilton Fulton and Edward Leader Williams.
Fulton's design was for a tidal canal, with no locks and a deepened channel into Manchester. With the city about 60 feet 18 m above sea level, the docks and quays would have been well below the surrounding surface. Williams' plan was to dredge a channel between a set of retaining walls, and build a series of locks and sluices to lift incoming vessels up to Manchester.
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.
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. 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" [19] to choose speakers who might move their audiences to support their cause. By adopting techniques used by the Anti-Corn Law League , their strategy was ultimately successful: local offices were acquired, secretaries hired and further meetings organised.
The weekly Ship Canal Gazette , priced at one penny, [20] was by the end of the year being sold at newsagents in towns across Lancashire.
Reasons why it Should be Made", argued against dock and railway rates, which were apparently levied "with the object of protecting the interests of Railway kings, [so that] trade is handicapped, and wages kept low". The sympathetic Manchester City News reported that "the rich men of South and East Lancashire, with a few notable exceptions, have not rivalled the enthusiasm of the general public". The Mersey Docks Board opposed the committee's first bill, presented late in , and it was rejected by Parliament in January for breaching Standing Orders.
Within six weeks the committee organised hundreds of petitions from a range of bodies across the country: one representing Manchester was signed by almost , people. The requirement for Standing Orders was dispensed with, and the represented bill allowed to proceed. Some witnesses against the scheme, worried that a canal would cause the entrance to the Mersey estuary to silt up, blocking traffic, cited the case of Chester harbour.
This had silted up due to a man-made cut through the Dee estuary. Faced with conflicting evidence, Parliament rejected the bill. Strong opposition from Liverpool led the House of Commons Committee to reject the committee's second bill on 1 August 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", [27] prompted Williams to change his design to include this suggestion. 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 Barings and Rothschild jointly issued a prospectus for the sale of the preference shares on 15 July, and by 21 July the issue had been fully underwritten , allowing construction to begin.
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 and again in June 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 and However well this arrangement served the corporation, by the mids it had become "meaningless". 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". Thomas Walker was appointed as a contractor, with Edward Leader Williams as chief engineer and designer and general manager.
The mile 58 km route was divided into eight sections, with one engineer responsible for each. The first reached from Eastham to Ellesmere Port. Mount Manisty , a large mound of earth on a narrow stretch between the canal and the Mersey northwest of Ellesmere Port, was constructed from soil taken from the excavations. It and the adjacent Manisty Cutting were named after the engineer in charge. The last section built was the passage from Weston Point through the Runcorn gap to Norton ; the existing docks at Runcorn and Weston had to be kept operational until they could be connected to the completed western sections of the ship canal.
For the first two years construction went according to plan, but Walker died on 25 November The work was continued by his executors, but the project suffered setbacks and was hampered by harsh weather and several serious floods. In January , 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 Ship Canal Company was unable to demolish the older, low railway bridges until August , when the matter went to arbitration. By the end of , the ship canal was open to shipping as far as Saltport, the name given to wharves built at the entrance to the Weaver Navigation.
The success of the new port was a source of consternation to merchants in Liverpool, who suddenly found themselves cut out of the trade-in goods such as timber, and a source of encouragement to shipping companies, who began to realise the advantages an inland port would offer.
The Manchester Ship Canal Police were formed the following month, [46] and the canal opened to its first traffic on 1 January On 21 May, Queen Victoria performed the official opening, [47] the last of three royal visits she made to Manchester. 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. 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.
Manchester Liners established regular sailings by large ocean-going vessels. In late the Manchester City , at 7, gross tons , became the largest vessel to reach the terminal docks. Carrying cattle and general cargo, it was met by the Lord Mayor of Manchester and a large welcoming crowd.
To service them it built two dedicated container terminals next to No. The limitations imposed by the canal on the maximum size of container vessel meant that by the mids Manchester Liners was becoming uncompetitive; the company sold its last ship in The amount of freight carried by the canal peaked in 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 The maximum length of vessel currently accepted is feet The canal was completed just as the Long Depression was coming to an end, [75] but it was never 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. The Ship Canal Company 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.
The only staple imports attracted to the Port of Manchester were lamp oil and bananas, the latter from until As the import trade in oil began to grow during the 20th century the balance of canal traffic switched to the west, from Salford to Stanlow, eventually culminating in the closure of the docks at Salford.
Historian Thomas Stuart Willan has observed that "What may seem to require explanation is not the comparative failure of the Ship Canal but the unquenchable vitality of the myth of its success". Unlike most other British canals, the Manchester Ship Canal was never nationalised.
Principal developers Urban Waterside began redevelopment work the following year, [79] by which time traffic on the canal's upper reaches had declined to such an extent that its owners considered closing it above Runcorn. Their scheme involves the construction of a large distribution centre to be named Port Salford and an additional six sites along the canal for the loading and unloading of freight. Peel Ports predict that the number of containers transported along the canal could increase from the 8, carried in to , by 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. 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. The larger lock is feet m long by 80 feet 24 m wide; the smaller lock is feet m by 50 feet 15 m. Four additional sets of locks lie further inland, feet m long and 65 feet 20 m wide and feet m by 45 feet 14 m for the smaller lock; [86] each has a rise of approximately 15 feet 4. Five sets of sluices and two weirs are used to control the canal's depth. 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 s by electrically driven units, with automation technology introduced from the late s. 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.
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