The Third Period: Post 1850
Immediately following the passing of the 1850 Act
Nathaniel Beardmore, MICE, was appointed engineer and six months later
he was also designated surveyor, though his duties did not involve
supervision of toll collection: it seems as though the Trust themselves
had no clear conception of what the title should be for their officers.
Beardmore's first major task was to improve the navigation between Old
Ford Locks and the Four Mills at the junction between Limehouse Cut and
Bow Creek. This section, known as Four Mills Head, was tidal as the
water was used not only for navigation but to power the live large
waterwheels of Four Mills tidemills and also the Three Mills tidemills
together with a group of mills on the Back Rivers. When these mills were
working after high tide the water was drawn down very quickly leaving
barges grounded sometimes for several days before they could pass
through the Bow tidal gates or even into Limehouse Cut. The problem was
largely solved by the Trust purchasing Four Mills in 1847 after which
the mills were only partially worked. The final solution came with
Beardmore's construction of a proper barge lock at the entrance from the
navigation into Bow Creek and the provision of tidal gates on the Back
Rivers to prevent water flowing from the navigation into the mill
streams when the mills were working. This work was started in July 1851
and completed in April 1853.26
Beardmore recommended raising the level of the
navigation above Old Ford Locks up to Lea Bridge by the removal of
Homerton Lock and in consequence there would be a lock-free length from
Old Ford to Tottenham Lock, a distance of 4.25 miles. This was approved
as well as the reconstruction of Old Ford Locks. These improvements were
put in the hands of Beardmore's assistant R C Despard and were carried
out between the end of 1855 and 15 November 1856 when the locks were
formally opened .27 As there is no record of Despard having
been employed by the Trust it is clear that despite his formal
appointment as engineer to the Trust, Beardmore was in fact a
consulting engineer and still working in a private capacity - indeed on
2 February 1857 he gave notice that he wanted to succeed Rendel as
consulting engineer at Holyhead and the Trustees agreed to give him a
testimonial. However, for the next few years he continued to present
monthly reports to the Trust.
The Lea valley was developing industrially and the
local population was steadily increasing giving rise to growing
pollution of the river particularly during the 1860s. Legislative
control over the industrial and domestic wastes was the solution, but it
was felt that the Trustees were not the body properly to exercise that
control. In 1868, under the Lee Conservancy Act, the Trust was formally
abolished to be superseded by the Lee Conservancy Board composed of
local authority representatives as well as users of the navigation.
Enlarged powers were granted including the power to take legal
proceedings against pollution.
Under the revised
constitution it was decided that Beardmore should continue under the
title of Consulting Engineer whilst there should also be a full-time
Resident Engineer. On 9.11.1870, Joseph S Forbes of Southport was
appointed out of 71 candidates. Forbes resigned on 22nd March 1872 and
was replaced by Joseph Child, formerly of the Aire and Calder
Navigation.
Joe Child, October 1895.
Photograph courtesy of Mrs Yvonne Ball,
Joe Child's great grand-daughter
(and with thanks to Mrs Sheila Hawkins)
He was replaced
by Charles Nelson Tween MICE,
on 14th May 1897 and he was succeeded by Ben Howorth AMICE. The latter
two were both promoted from assistant engineers within the organisation,
the former having started with the Board in October 1879 and the latter
on 24 May
1912.
Major engineering works on the river were limited
but the valley itself saw vast changes with the creation of a chain of
reservoirs supplying water to London and its eastern suburbs. First came
the group of small reservoirs in Walthamstow built between 1853 and 1904
but mainly in 1870 and 1895. But it was the King George's Reservoir at
Chingford opened on 15 March 1913 which provided the water barrier in
the Lea Valley envisaged under very different circumstances by the Duke
of York just over 100 years earlier. The water was fed from the Lee by
Humphrey gas pumps which relied on a gas explosion to lift the water
through the discharge pipes into the reservoir.28 The water
area of this reservoir is 416 acres and its capacity 3000 million
gallons. A second equally large reservoir, the William Girling, capacity
3500 million gallons, was completed in 1951 and emphasised the barrier
between the two sides of the valley. Together they supply 12% of
London's requirements. These, of course were constructed by the
Metropolitan Water Board under the direction of their consultants but in
recognition of the part played by the Lee Conservancy Board, Charles
Tween and his wife were formally presented to their Majesties at the
opening of the King George's Reservoir.
Modern ideas also permeated the Lee Conservancy
Board although the most interesting of these never came to fruition. In
March 1901, Charles Tween drew the attention of the Board to a magazine
article describing the use of electric haulage on the Charleroi Canal in
Belgium. As new power stations were under construction in the Lea Valley
he felt there should be no difficulty in providing an electric power
supply for similar haulage on the Lee. Tween was sent to Belgium and
examined the installations and also made enquiries from the suppliers of
the equipment. He obtained estimates for electric haulage between
Hertford and Ware using Brown Boverie haulage units. He had also been
assured by the North Metropolitan Power Company, whose engineer was very
enthusiastic about the project, that they would supply free for a
limited period the electricity to demonstrate the value and efficiency
of this pioneer project. Despite the interest initially shown by the
Board the project was rejected on the grounds that the Board felt that
the suppliers of equipment should fund the experiment which they could
then use as a pattern for other canals in this country. There was an
interesting sequel a few years later during the war. On 5 November 1915
it was rninuted by the Board that if the engineer's proposals had been
adopted for electric haulage the problems arising from the shortage of
horses would not have arisen in 1915.
At the southern end of the valley the various
channels below Lea Bridge form a complex waterway system and all of them
have played their part in the utilisation of the flow of the river.
Immediately below Lea Bridge the Hackney Cut was opened to barge traffic
in August 1769 to form the new line of navigation. The Old River Lea now
flows over Lea Bridge Weir on the east of Hackney Cut and across the
Hackney Marshes and Stratford. There, just below Carpenters Road Bridge,
it divides into the Waterworks River, City Mill River, Pudding Mill
River and the Bow Back River, while below the High Road there were the
Three Mills Back River and the Three Mills Wall River. Further east
still was another channel - the Channelsea River. Together these various
channels are known as the Stratford or Bow Back Rivers. They reunite
below Three Mills and flow into Bow Creek where the navigation rejoins
them at Bow Locks. Their main use has been the powering of the
waterwheels of the different mills, though some have also been used for
navigation and some of the water was supplied to West Ham through the
pumping station on the Waterworks River. Tolls could not be levied so
there were no funds for maintenance and for remedying the defects due to
silting and the varying levels consequent on tidal flow. By the early
part of this century they had become a public nuisance due to regular
flooding and pollution.
An agreement to relieve the conditions was reached
between the Board and the Borough of West Ham and under the authority of
the River Lee (Flood Relief, etc) Act 1930, new locks were constructed
at Carpenters Road (Ward Lock), using radial gates, and Marshgate Road (Hollins
Lock) to separate the tidal and non-tidal portions of the Back Rivers,
and a new tidal lock at Bow (Nield Lock) to improve facilities for the
barges passing between the navigation and Bow Creek. A new flood relief
channel - the Prescott Channel - replaced the Three Mills Back River and
general improvements were made to the different watercourses. This work
was carried out between 1931 and 1935 under the direction of the
consulting engineers W Lionel Jenkins MA MICE and S.J Griffiths MICE and
with the co-operation of the engineers of the Lee Conservancy Board and
West Ham Borough.29
Standard maintenance was the most that could be
expected during the Second World War years before the complete change of
control under nationalisation in 1948.
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