Montgomery Canal Conservation Management Strategy (1.2MB PDF)

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trip day hire private visiting 6,000 5,000 Boat movements per year 4,000 3,000 2,000 1,000 0 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 km from Frankton Boat movements graph A trip day hire private visiting 5,000 4,500 4,000 3,500 Boat movements per year 3,000 2,500 2,000 1,500 1,000 500 0 1 3 5 7 9 11 13 15 17 19 21 23 25 27 29 31 33 35 37 39 41 43 45 Boat movements graph B km from Frankton Figure 7.11. Boat traffic model: maximising private moorings (graph A) and maximised hire craft (graph B). 115
7.4.3 Moorings Management Numbers of moorings depend on the number of boats entering the system at Frankton Locks, and the number of trip boats and hire craft based on the canal. Indications are that at the target levels currently proposed, the canal will support up to 170 private moorings (see Figure 7.11 for the boat traffic model). At these levels of boat numbers it is essential to redefine the numbers and locations of marinas previously envisaged in earlier development plans. A modern marina generally needs to have high mooring numbers (over 100) to justify the capital costs, and this will not be acceptable in the context of sustainable restoration for the Montgomery Canal. 13)To deliver local economic benefits in a sustainable manner, the general presumption will be to encourage small scale schemes, with offside moorings or small widened basins to enable finger moorings. This will enable even spread of boat traffic, and can be developed as part of local farm diversification schemes. 14)To ensure economic viability, moorings agreements will be for a minimum 10 year period. It must therefore be clear that boat numbers can be kept at appropriate levels for that period before new moorings are approved. It is essential to develop alternative and appropriate commercial activities for the sites previously earmarked for marinas. This issue is addressed in the Montgomery Canal economic study, and other sections of this document. 15) In order to secure the economic opportunities in a sustainable fashion, Local Authority members of the Partnership will update their development plans to take account of this change of emphasis and adopt this Conservation Management Strategy as Supplementary Planning Documents. Many customers will wish to have private moorings on the Canal, at the end of a garden or moored at offside land in their ownership. These private mooring sites are normally issued and renewed annually as part of the normal British Waterways’ craft licensing procedures. British Waterways has the right to refuse private mooring where it conflicts with the running of the navigation. 16) Applications for such private moorings on the Montgomery will be tested against the boat traffic model and will only be approved where there is capacity to absorb them. 7.4.4 Commercial Boats 17) The recent fleet of three hire boats based at Welshpool was a very small unit for viability, and the boat traffic model has therefore been based on a potential increase to six or ten boats. Consideration should also be given to basing some or all of the fleet at Llanymynech, or another location in England, for two reasons: i) to avoid movement restrictions at Welshpool when the River Severn goes into drought regulation. ii) to match capacity as shown in the boat traffic model. 18) The design of these hire boats will be based on minimising ecological impacts through optimum hull design, pollution control measures and alternative propulsion systems. This design will help meet sustainability objectives will provide the operator with unique selling points to help the marketing of a Montgomery Canal experience holiday. 19) Ecologically friendly boat design must never be seen as a restriction, but rather as an opportunity to create unique selling points for the Montgomery canal experience, and a means of increasing the navigation available within the ecological capacity of the system. 116
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Montgomery Canal: Regeneration thro
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ACKNOWLEDGEMENTS This document is t
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1. INTRODUCTION Summary of chapter
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1.1 THE PARTNERSHIP This Strategy h
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1.3 COMPANION REPORTS Throughout th
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Llangollen Canal Frankton Junction
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2.1 INTRODUCTION Many of the conser
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(Department for Culture Media and S
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A key aim of the Shropshire Tourism
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3.1 LANDSCAPE HERITAGE 3.1.1 Overvi
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iv. The Canal The driving force beh
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Table 3.1. Montgomery Canal Corrido
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The country has been divided up int
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Although there is little natural wo
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References for further information
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they have undergone extensive repai
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xi. Water Economy The canal require
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iii. Canal-related industry The nat
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This Strategy seeks to further deve
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The Shropshire Biodiversity Action
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Mammals: Bats Pipistrelle Noctule D
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Figure 3.9. Luronium natans (Floati
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Overall the Welsh section is lightl
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3.4.7 Paddlesports Currently the Ca
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The invertebrate fauna is one metho
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3.6 COMMUNITY AND VISITOR ACCESS 3.
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3.6.2 Cycling Cycling is growing in
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4. OPTIONS APPRAISAL Summary of cha
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Proposals for restoration in any fo
Page 66 and 67: 4.2.6 Option 3B: Option 3 + Additio
Page 68 and 69: OPTION 1 1B 2 2B 3 3B 4 4b 5 Archae
Page 70 and 71: 5. VISION Summary of chapter The pr
Page 72 and 73: In parallel to the engineering, and
Page 74 and 75: 6.1 LANDSCAPE HERITAGE 6.1.1 Existi
Page 76 and 77: 6.2.2 Local Implementation B) Briti
Page 78 and 79: 6.3.4 Monitoring Informs Action L)
Page 80 and 81: F) A transparent and impartial syst
Page 82 and 83: 6.6 COMMUNITY AND VISITOR ACCESS 6.
Page 84 and 85: 6.7.2 Visitor spend Visitor spend w
Page 86 and 87: 7. MANAGEMENT PROPOSALS Summary of
Page 88 and 89: Waterlogged sites, e.g. peat in the
Page 90 and 91: Suggested Canal gateway - enhanced
Page 92 and 93: References for further information
Page 94 and 95: 5) The Partnership will seek early
Page 96 and 97: Figure 7.5. Proposed Conservation A
Page 98 and 99: 7.2.4 Benign Neglect This is often
Page 102 and 103: Separate standards have been agreed
Page 104 and 105: See also Sections 6.4 (Navigation)
Page 106 and 107: 19) The Countryside Council for Wal
Page 108 and 109: 30) Management will be by careful m
Page 112 and 113: 1. Establishment of compensatory ha
Page 114 and 115: Table 7.6. Private boat moorings an
Page 118 and 119: Day hire boats offer particular opp
Page 120 and 121: Figure 7.12. Dutch design electric
Page 122 and 123: Paddlesports are popular on the Mon
Page 124 and 125: 9) It is proposed to keep the separ
Page 126 and 127: Urban areas and road run-off are im
Page 128 and 129: ii. Long Distance Routes 7) The Par
Page 130 and 131: Figure 7.16. Proposed Cycle Routes
Page 132 and 133: Upgrade path through school grounds
Page 134 and 135: ii. Commercial Fishing 24) Commerci
Page 138 and 139: These include: • Field Studies Co
Page 140 and 141: 7.8 ECONOMIC AND RURAL REGENERATION
Page 142 and 143: 7.8.3 Proposals 1) Local suppliers:
Page 144 and 145: 8. PHASED RESTORATION Summary of ch
Page 146 and 147: 8.1.1 Context Although this is a co
Page 148 and 149: 8.2 THE CRITICAL PATH: PHASING Time
Page 150 and 151: Timescale is an indication, and wil
Page 152 and 153: vii. Belan Locks Previous temporary
Page 154 and 155: 9.1 PHILOSOPHY The Montgomery is a
Page 156 and 157: Techniques and events included the
Page 158 and 159: What do you want conserved or prote
Page 160 and 161: 4) A database of customer groups is
Page 162 and 163: 10.1 NATIONAL SUSTAINABILITY INDICA
Page 164 and 165: EDUCATION BW-organised visits - num
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Table 10.3 Summary Conservation Obj
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AQUATIC VEGETATION - LOCAL DISTINCT
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10.3.3 Other Biological Monitoring
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Llantysilio Sluice Llantysilio Feed
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Table 11.1 Commitments to Action. F
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