Calder Flood Locks

Safety on the River Calder The Problem Boats heading downriver may • come upon an 'amber' river level warning.

• be unaware whether the next canal section has an operable flood lock or flood gates • (in either case) be unaware whether the next canal section's flood gates are open or closed • even when arriving, find it difficult to see the current state of the gates • and particularly in the case of closed flood gates, be unaware whether it is possible, desirable or permitted to open them to pass into the next canal section • … and if it is not possible to pass into the next canal section, whether the boat can safely turn, and even if it can, whether it can make progress upriver against the stream to regain the safety of the canal section it has just left.

Background The River Calder forms the river sections of two historic navigations, the Calder and Hebble (Brighouse to Wakefield) and the Aire and Calder (Wakefield Branch) (Wakefield to Castleford). There is no prominent signage to demarcate the two navigations, so considered here in their context as one river. By this analysis, there are ten separate river sections, each with their own separate navigational risks and challenges, particularly during higher water levels.

In terms of navigation downriver, the main differences are approaching flood locks compared with flood gates. As an example of the difficulties, the quoted name of the structure is not an infallible guide to whether it is now operated as a gate or a lock. For example, Thornhill Flood Lock has had its inner gates permanently removed and is now operated as only flood Gates.

Information for management of the system We are not aware of any published information on: • Number of boat passages in each direction in Spring Summer Autumn Winter • How often, in each season, navigation is restricted by river levels • How many boat passages are inconvenienced by such restrictions, …

• … and how often such inconvenience extends to a problem of safety on the river and danger to boats and their crews…

• … and of those incidents, any which have lead to actual damage to boats, personal injury to boat crews, or a need to call out the emergency services.

• … and what proportion of closures could have been avoided with no adverse consequences, for example when the levels never actually leave the green zone?

Similarly we are not aware of any published information for boaters about how the closure and reopening of flood gates and flood locks is intended to work. In particular there is nothing on any of the following in the BW boaters' Guides (appended hereto) downloadable from the Waterscape website.

• What is the trigger that causes the flood gates and flood locks to be closed?

• Are there separate triggers for each flood gate and flood lock (guess this to be most likely, but it is conceivable that a single state applies to the whole river)? …

• … and is there a separate (lesser) trigger that causes the flood locks to be brought into use as locks instead of having both sets of gates open?

• And what are the triggers to allow the flood gates and flood locks to be reopened to navigation?

• … and how is the balance achieved between the flood protection requirements for closure and the navigation requirements for reopening?

• … and what safety margin is incorporated into these calculations?

• Is it intended that only British Waterways people secure and reopen the flood gates ? …

• … in which case whether it is intended that the flood gates are always chained back when not in use? …

• … and are these arrangements consistent down the whole of the river, and across the whole year? ...

• … and is there a role for boat crews in operating flood gates, and what would be the rules for leaving gates in a state other than that in which they were found?

Operation of the Flood Warning System

Nor are we aware of anything published for the assistance of users about the technical standards of the flood warning system • What is the calibration of the red / amber / green river level markers? …

• … For example is the bottom and top of the amber level markers intended to relate to the power required of a typical boat to make progress against the stream in the relevant reach?

• … and is account taken of the ease of leaving the river at the next canal section – proximity and defences of the weir, difficulty of turning into the lock cut, opportunities for landing and mooring to operate flood gates or locks?

• What is the accuracy in attaching the level markers to the locks (for example within 2cm)...

• … and how accurate is the system in meeting its design criteria?

• What is the accuracy of the height of the amber band in measuring the increase in river flow? …

• ... and is the calibration of the height of this amber band done separately for each reach of the river?

Or is it just a standard, say 2”?

• Is it intended that the same reading is shown at both ends of the same reach, and how accurate is the system in achieving this?

• Could we improve advice on where to look for the level markers, how hard is it to see them, and from where, from the lock side, is it best to take a reading - to help decide whether to lower the boat or not?

• How accurate are the level readings when viewed from this position, and in particular, how sensitive are the readings to wind and wave movements at the critical times, in particular distinguishing between an amber and a red reading?

• What mechanisms exist for the checking and maintenance to prevent the level markers becoming bent, detached, overgrown, impossibly grubby or otherwise failing to give a useful reading at critical times?

• What is the effect on the Calder's system of the two separate states of the river that on the River Thames amber-board system are distinguished as “Warning Strong Stream – Increasing” and “Warning Strong Stream - Decreasing” Other issues • The advice in Nicholsons' Guide for the amber band on the Calder and Hebble is “River levels are above normal. If you wish to navigate the river section you are advised to proceed on to and through the next lock” , and it is the system to allow boats heading downriver to do this safely, which these notes cover.

• There is nothing in the published user guides on the meaning of the three-aspect light signals (traffic lights) at the Aire and Calder locks. According to Nicholsons, a flashing red light is equivalent to a red river level height warning: the stoppage notice quoted in the attached extract from the BW Boaters' Guide suggests that technical work is continuing to reconcile these two systems. There is no information on whether the three-aspect signals will have any equivalent to the river level amber bands.

• Recognising the difficulty of crew-operation of flood gates, including both bringing a craft to a halt in a strong stream, the difficulty in accessing the bank, and that some craft may need to access both banks to open both gates, any indication of an open flood gate ought to mean that both gates are fastened open.

• In the case of flood locks in strong stream conditions, it is not clear whether they are operated as 'safe havens', with their outer gates open ready for craft to enter, and their inner gates closed for flood protection. This may require another mode of operation, with appropriate advice to boat crews: all gates open; use as normal lock; leave for river-side craft to enter; outer gates closed: the last version would be necessary in 'red' conditions when the outer gates are higher.

• What is the comparison of Calder flood locks with similar structures on other navigations? Eg River Trent at Sawley Cut. • When in “Strong Stream Decreasing” conditions, what is the opportunity to respond to craft actually wishing to navigate?

Possible Solutions •

• •

Ideally, through he whole navigation, telemetry would operate light signals to indicate the state of the river and, definitively, whether the flood gates were open at the end of the next river section. … and the capabilities of crew and boat within 'amber' conditions would be published: this would require another signal (in addition to red, green, red&green, amber, flashing-red which are already used on the three-aspect Aire and Calder signals) The red-amber-green information signs, relating to the level indicators, ought to indicate whether the

•

• • • • •

next river section ends with a flood lock or flood gates, and any available guidance on the normal state of these structures.

In the absence of definitive light signals, an additional service to warn boaters of the state of downstream flood gates would increase the safety on the river... … the simplest system being a telephone number of someone who of their own personal knowledge can advise on the state of the downstream flood gates. … and slightly less effective is someone who can access what a computer thinks might be the state of the downstream flood gates, and can relay that information to the caller … and probably below the threshhold of usefulness, a telephone number that requests that a knowlwdgeable person rings back: a service level of about five minutes to return the call would, if met, probably suffice. … a texting number to seek current information from a computer system would, if reliable, meet the need: this method is used for real-time bus and train operation across the country, and also allows the users to be charged for the service for the financial benefit of the information provider … and, also simple, would be for the current state of the flood gates to be made available via twitter to all those who sign-up for the service, and the need for this could be advertised on the safety information boards.

Maps in Appendix by Google and Bing Paper by Elaine Scott IWA West Riding Peter Scott IWA North East and Yorkshire Region

River Section 1: Brighouse to Anchor Pit Flood Lock

End of river section: LOCK Length of river section: 1600yds Typical transit time: 15mins Proximity of weir: NEAR Ease of turning if gates closed: OK Mooring: OK, but no bollards Advice at the lock above:

The way off the river:

The approach is straightforward:

River Section 2: Kirklees Low Lock to Cooper Bridge FloodGate

End of river section: GATE (but alternatively LOCK to Huddersfield canals, but MUCH closer to the weir) Length of river section: 900yds Typical transit time: 10mins Proximity of weir: NOT NEAR Ease of turning if gates closed: EASY Mooring: OK, but no bollards Advice at the lock above:

The way off the river:The approach is straightforward, although there is nowhere to land to investigate a closed floodgate

River Section 3-Cooper Bridge to Batteyford Flood Lock

End of river section: GATE Length of river section: 300yds Typical transit time: 5mins Proximity of weir: NOT NEAR Ease of turning if gates closed: DIFFICULT Mooring: DIFFICULT in strong stream conditions Advice at the lock above:

The way off the river:

The approach is difficult, at right-angles to the river:

River Section 4:Batteyford to Ledgard Flood Lock

End of river section: LOCK Length of river section: 1050yds Typical transit time: 12mins Proximity of weir: NEAR Ease of turning if gates closed: DIFFICULT Mooring: OK, some suitable bollards Advice at the lock above:

The way off the river:

The approach is straightforward:

River Section 5: Shepley Bridge Lock to Greenwood Flood Gates

End of river section: GATES – status can be views from the road at lock above this short section Length of river section: 80yds Typical transit time: 2mins Proximity of weir: NEAR Ease of turning if gates closed: VERY DIFFICULT Mooring: OK but no bollards Advice at the lock above:

The way off the river:

The approach is difficult with a strong stream:

River Section 6: Greenwood to Thornhill Flood Lock

End of river section: GATES (inner gates removed from the earlier arrangements) Length of river section: 1400yds Typical transit time: 14mins Proximity of weir: NOT NEAR Ease of turning if gates closed: OK Mooring: DIFFICULT Advice at the lock above:

The way off the river:

The approach is OK:

River Section 7:- Broad Cut Low Lock to Thornes Flood Lock

End of river section: LOCK Length of river section: 1950yds Typical transit time: 17mins Proximity of weir: NOT NEAR Ease of turning if gates closed: OK Mooring: OK, no bollards, but there is a ladder Advice at the lock above:

The way off the river:

The approach is straightforward:

River Section 8: Thornes to Wakefield Flood Lock

End of river section: LOCK Length of river section: 1600yds Typical transit time: 14mins Proximity of weir: NOT NEAR Ease of turning if gates closed: OK Mooring: DIFFICULT at all times Advice at the lock above:

The way off the river: before the recent buildings and footbridge

The approach is difficult in a strong stream: (after the new buildings)

River Section 9: Fall Ing to Broadreach Lock

End of river section: LOCK Length of river section: 2200yds Typical transit time: 18mins Proximity of weir: NOT NEAR Ease of turning if gates closed: OK Mooring: OK – bollards provided for user operation Advice at the lock above:

The way off the river:

The approach is straightforward in both states of the lock

River Section 10: Woodnook to Castleford Flood Lock

End of river section: LOCK Length of river section: 3500yds Typical transit time: 27mins Proximity of weir: NOT NEAR Ease of turning if gates closed: OK Mooring: OK Advice at the lock above:

The way off the river:

The approach is straightforward, but trickier in a strong stream

Appendix 11 Extract from the navigation information of Waterscape's Boaters' Guides. There are many options to download specific guides. The format provided is in three columns of text with strip maps mostly across all three columns. The extracts below are intended to be a fair representation of all the navigation information provided, excluding data on facilities (water taps for example) and ephemeral stoppage information and retaining the lock numbering mistakes and format confusion of the information provided.

General introduction Welcome to waterscape.com's Boaters'Guides. These guides list facilities across the waterway network. This first release of the guides covers the facilities provided by British Waterways on its navigations in England and Wales. The guides are completely computer-generated. All the information is held in a central database.

Whenever you download a guide from waterscape.com, it will take the very latest information and compile a 'fresh' PDF for you. The same information is used in the maps on waterscape.com itself, to ensure consistency. It will be regularly updated by local staff whenever details change. .. .

Downloaded from waterscape.com on 28 October 2010 Calder & Hebble Navigation

Locks and bridges Lock 2, Salterhebble Middle Lock: Calder & Hebble handspike required.

Lock 1, Salterhebble Top Lock: Calder & Hebble handspike required. Water Point available Lock 3, Salterhebble Bottom Lock; and Lock 4, Longlees Lock; and Lock 5, Woodside Mills Lock; and Lock 6, Elland Lock; and Lock 7, Park Nook Lock; and Lock 8, Cromwell Lock; and Lock 9, Brookfoot Lock; and Lock 10, Ganny Lock; and Lock 11, Brighouse Top Lock: Calder & Hebble handspike required.

Lock 12, Brighouse Bottom Lock: Calder & Hebble handspike required. Read flood warning instructions.

Lock 13, Anchor Pit Flood Lock: Be aware of weir boom Lock 14, Kirklees Top Lock; and Lock 15, Kirkless Low Lock; and Flood Gates, Cooper Bridge: Calder & Hebble handspike required.

Lock 16, Cooper Bridge Lock: When joining the Huddersfield Broad Canal at Cooper Bridge, take care to avoid the weir on the river just past the entrance to lock one. Observe flood markers

Flood Gates, Battye Cut: Take care to avoid the weir and boom on the river.

Lock 17, Battyeford Lock: Calder & Hebble handspike required.

Flood Gates, Greenwood Cut: When approaching the Greenwood Cut (canal) section, take care to avoid the weir and boom on the river.

Lock 18, Shepley Bridge Lock; and Greenwood Flood Gates: Calder & Hebble handspike required.

Flood Gates, Long Cut End Lock: Be aware of boom Lock 20, Double Lock Top; and Lock 21, Double Lock Bottom; and Lock 22, Millbank Lock; and Weired Lock, Figure of Three; and Lock 23, Figure of Three Top Lock 25; and Lock 24, Figure of Three Bottom Lock; and Lock 25, Broad Cut Top Lock: Calder & Hebble handspike required.

Lock 26, Broad Cut Low Lock: When ascending Broad Cut Low Lock, ground paddle and gate paddle outlets could be above the water level so please exercise caution when opening to avoid flooding your boat Flood Gate, Thornes Flood Lock: Calder & Hebble handspike required.

Lock 27, Thornes Lock: Be aware of weir booms Lock 28, Fall Ing Lock: Calder & Hebble handspike required. Read flood warning instructions.

Aire & Calder Navigation: Wakefield Branch

There is a certain amount of commercial traffic on the Aire & Calder Navigation and commercial barge skippers are always aware of smaller boats and will treat you with courtesy. However, as their boats are less manoeuvrable than yours, you should give way to them and follow instructions from lock-keepers where appropriate. The Aire and Calder is a river navigation so notice should be taken of strong stream signs.

Stoppages and restrictions Flood sites along the Aire & Calder: Advice (1 Apr 2010 until further notice): Craft users should be aware that until further notice, the red flashing warning traffic lights at flood locks may not tally with the red, amber, green water level signage prior to entering a river section. The signage should be seen as correct, and not the flashing red traffic light. The flashing red traffic light will give an indication of the river condition, and should not be far off the river signage indicator. An upgrade of the system is planned later this year which will correct this problem. Navigation of river sections should be gauged by the traffic light warning signage, forecasted weather conditions, and when in amber operator confidence and experience. Navigation of river sections should be gauged by the traffic light warning signage, forecasted weather conditions, and when in amber operator confidence and experience. Lock operation will be permitted even if the red traffic light is flashing. Contact: 0113 2816800 Interpretation of the above From the above, the casual reader will be bemused which system is to be relied on for the definitive instructions. Firstly remove the repeated sentence “Navigation of river sections should be gauged by the traffic light warning signage, forecasted weather conditions, and when in amber operator confidence and experience.”, then recognise that the term “traffic light” is used twice with contradictory meanings: in the first two occurrences, “ the flashing red traffic light” refers to the three-aspect light signals at the modern locks.

The next occurrence of “the traffic light warning signage” would have been less confusing with the form of words used earlier in the notice: “red, amber, green water level signage”. With these changes, the follow version would make greater sense: Flood sites along the Aire & Calder: Advice (1 Apr 2010 until further notice): Craft users should be aware that until further notice, the red flashing warning traffic lights at flood locks may not tally with the red, amber, green water level signage prior to entering a river section. The signage should be seen as correct, and not the flashing red traffic light. The flashing red traffic light will give an indication of the river condition, and should not be far off the river signage indicator. An upgrade of the system is planned later this year which will correct this problem. Navigation of river sections should be gauged by the red, amber, green water level signage, forecast weather conditions, and when in amber operator confidence and experience. Lock operation will be permitted even if the red traffic light is flashing. Contact: 0113 281680

Locks and bridges Lock 1, Broadreach Lock: BW key required. Take note of strong stream notices at lock side Sanitary Station, Ramsdens Swing Bridge(Footbridge); and Lock 2, Birkwood Lock; and Lock 3, King's Road: BW key required.

Lock 6, Woodnook Lock: BW key required. Take note of strong stream notices at lock side Lock 7, Fairies Hill Lock (disused): Private Moorings contact Castleford Office Lock 7, Lemonroyd Lock; and Castleford Flood Lock: BW key required. Take note of strong stream notices at lock side