Wyvern Shipping also provided a tug, hire-boat Mallard, to tow the hopper, from which volunteers dragged the canal with grappling hooks to retrieve sunken items.  The hopper also received bags of rubbish collected by volunteers walking the towpath.  A Buckingham Canal Society workboat that was to collect any rubbish from the far side of the canal was unfortunately disabled by an underwater obstruction on the first morning, but there was little to collect.  Much appreciated refreshments at each break were provided by the tea boat that led the convoy.

The usual mix of discarded items were found, including several supermarket trolleys, six tyres, four electric hire scooters, three bicycles, an outboard motor, a plastic barrel, a motor bike frame, two folding chairs, traffic cones, a damaged and abandoned dinghy, timber and domestic rubbish.  Four sunken boats were seen during the Clean-up.  Some silting of parts of the route was noticed.

At Cosgrove, the rubbish was unloaded on Monday 13th from the work boats by contractors Smith Recycling Ltd for disposal.  Although the total load was probably about 7 tonnes, it filled two 16-tonne grab lorries due to its bulk.

There were fewer volunteers on hand than some previous years – around 18 on the first day, 12 on the second – as, fortunately, the amounts to be cleared have reduced over the years because the clearances have had a very positive effect and have encouraged other local community clean-ups in the area.

IWA Milton Keynes Branch Chairman Tim Armstrong said, “There was enough rubbish to keep the volunteers happily occupied without being overworked.  My thanks go to everyone who took part, whether organising, litter picking. working on boats or providing refreshments.” IWA Milton Keynes Branch was founded in 1976, fifty years ago.  Its first Clean-up is believed to have taken place in 1977.  In following years, one-day Clean-ups were staged irregularly at spot locations in Milton Keynes, until 1997, when they were expanded to become highly organised two- or three-day yearly or twice-yearly events.  The Clean-ups help to keep the city’s stretch of the Grand Union Canal safe and attractive for all users afloat and ashore, but it is sad that some people still treat the canal and its surroundings as a convenient rubbish dump.

[The main photo shows a hopper and tug at Bridge 71b – by Pete Bickers]

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Members heard from the National Bargee Travellers Association (NBTA), and the Residential Boat Owners Association (RBOA), after which a roundtable discussion was held with input from Canal and River Trust (CRT), Accessible Waterways Association, the National Association of Boat Owners (NABO), and the Broads Authority.

The session demonstrated that while it may be easy to hold romantic views about life on water the reality can be hard, from not having an address to registering with a GP, limited access to waste disposal services, and the difficulties in obtaining pet and other insurance.

Ella Parry-Davies of NBTA outlined that around 8,500 boats navigate without a home mooring on CRT waters, but the total population of boaters could be as high as 50,000. This is a diverse and often vulnerable community, with significantly higher levels of disability than the national average.

Rex Walden of RBOA reinforced this, describing a wide cross-section of society living afloat, from retirees and young professionals to key workers, veterans, and people in vulnerable circumstances.

Despite this, both organisations acknowledged that boaters’ recognition had been hindered in policymaking.

The NBTA called for the protection of existing legislation and opposed additional enforcement powers. They stressed that inconsistent communication and lack of transparency from navigation authorities exacerbated these challenges.

At the same time, NBTA welcomed recent signals from CRT’s leadership, including a commitment to reset relationships with boaters, and was further positive that welfare support staff had recently increased.

A central theme from organisations was the need for residential boaters to be treated on equal footing with land-based residents, including stronger tenancy rights, improved legal protections, and inclusion in national housing and planning policy. On this last Point, IWA has been campaigning for government to include residential boaters in its National Planning Policy Framework.

Those present also raised concerns about stigma and mistreatment, with reports of verbal abuse and occasional physical incidents directed at boaters. A CRT representative acknowledged legislation ambiguity and the need for clearer definitions and safeguards, further explaining the need for the Report of the Commission on Boat Licencing. He said that there are increasing welfare issues with vulnerable boaters living in dangerous conditions and their welfare team are dealing with more referrals. He agreed that any new policy or legislation would need safeguards and checks and balances.

Wendy Morton, MP for Aldridge-Brownhills, vice-chair of the Waterways APPG, questioned presenters and chaired a robust roundtable discussion after. Commenting, Wendy said:

“This was an important discussion, and it is clear more must be done to support residential boaters.

“For many, living on the waterways is their home, and they should be treated with the same fairness as those in bricks-and-mortar housing. Yet too often they face barriers and a lack of recognition in policy.

“I will continue working with colleagues to raise these issues at a national level, particularly the need to properly reflect residential boaters in planning policy.”

The round-table concluded with a commitment from MPs to raise these issues at a national level, including through parliamentary questions on the inclusion of residential boaters in planning policy.

Attached photo L-R: Lucy Burchnall (Head of Ranger Services and Navigation Officer, Broads Authority), Tim Clarke (Accessible Waterways Association) with Ozzie the dog, Lee Dillon (MP for Newbury), Matthew Symonds (National Boating Manager for CRT), Rex Walden (Residential Boat Owners Association). Wendy Morton (MP for Aldridge-Brownhills), Ella Parry-Davies, (National Bargee Travellers Association) and Roger Stocker (IWA).

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The Wendover Arm was initially constructed as a feeder channel for the Grand Union Canal but was soon made fully navigable.  It then closed from the Stop Lock just above Tringford Pumping Station in 1904 owing to leakage through the canal bed.  In the 1980s, the South Bucks Section of IWA’s Hertfordshire Branch (later to become IWA Chiltern Branch) began to campaign for full restoration of the Wendover Arm, and some initial clearance work parties were held.  An early campaigning success was a navigable culvert under the then-planned A41 Aston Clinton bypass where IWA appeared at the public inquiry.  In 1989, Wendover Arm Trust was formed to campaign for full restoration of the Arm.  An early aim was to restore the lowered Little Tring road-bridge, and in 2005 this was achieved with the first section of the canal re-opened from the Stop Lock through to a new basin for winding craft beyond the restored Little Tring Bridge.  This work was enabled in part through fundraising by Wendover Arm Trust, and in part through a large donation by IWA utilising the proceeds of a substantial bequest by Tim Wilkinson, author of the post-war canal carrying book ‘Hold on a Minute’.  The author’s bequest to IWA included copyright of the book.

Wendover Arm Trust then set about restoring the dry section of canal from Little Tring Bridge to Drayton Beauchamp, to specifications agreed by then British Waterways, and in recent years CRT, with a fabric liner and brick blocks, including rebuilding of wooden footbridges and other structures in brick, with various sections being tested for leaks, etc, as works progressed.  A section of canal that had been infilled with household rubbish in the 1920s was excavated and most of the material, now deemed hazardous, was removed by contractors, funded by a substantial grant from Hertfordshire County Council.  All this work was nearing completion, sections of canal rewatered and Wendover Arm Trust had expected to complete restoration and reopening of this section to the A41 bypass by about now.

About two years ago, local Canal & River Trust management cited some Health & Safety and environmental concerns and asked Wendover Arm Trust to cease work.  Since then, there has been a dialogue between the Trust and CRT, with long delays by CRT to respond to matters, apparently because of ‘lack of resources’.  All the restored sections have been drained down and now have a layer of vegetation growing across the restored lining.  CRT has insisted that Wendover Arm Trust (now trading as Wendover Canal Trust), sign an onerous detailed licence agreement before restoration works can commence.  The Canal Trust eventually signed this agreement in September 2025, but CRT has yet to agree to Wendover Canal Trust recommencing work.  Meantime, a leak in the section of canal restored and reopened in 2005 was identified following notification by an adjacent landowner.  CRT commissioned a report and concluded the leak would cost £300k to fix, although the report has not been made available.  CRT’s response has been that fixing the leak is low priority, and so it has installed a rather permanent looking earth dam at the stop lock, drained the canal and erected what looks to be permanent wooden and mesh fencing around both sides of the drained canal for its entire section.  CRT says it has no intention of even reviewing the matter until at least 2027.

Having closed and drained the previously restored section of canal, CRT sought to stop any boats longer than 40 foot from using any part of the Wendover Arm Canal – as stated in a notice that was erected at Bulbourne Junction.  Whilst accepting that there had been some shortcomings by Wendover Canal Trust, which the Trust was keen to rectify, IWA believes that CRT has badly mismanaged the situation and failed to take the necessary leadership to ensure full and timely repairs and restoration.  Rather, CRT has just put barriers in place, both physically and psychologically, thus demotivating local volunteers and supporters.  CRT’s response is that it has insufficient resources to do all that it wants, and the Wendover Arm is not a priority.  There is much damage to repair of CRT’s own making.  Frustrated and disappointed by the situation, IWA has raised the matter with CRT’s senior management in hopes that the situation will be addressed in a more positive and productive manner.

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Water transfers, if designed with care, can help mitigate the growing impact of climate change on Britain’s waterways by keeping canals navigable, supporting ecosystems and preserving heritage. These benefits will only be realised through rigorous engineering, clear operating principles, and enforceable protections for the wider network. 

IWA is calling for a more comprehensive and transparent demonstration of the engineering of the canal section of the scheme to show how the water flows will be managed and controlled. This will ensure navigation within the transfer length and to maintain, or preferably enhance, water supplies to the wider canal network to London, Oxford, Northampton, Warwick, Leicester and Shardlow (near Derby). 

Water transfers via canal are not new. The Llangollen Canal, Gloucester & Sharpness Canal, Bridgwater & Taunton Canal and Fossdyke have all been used for water transfer for some years. Every canal has its own specific character, and this is why IWA is working with CRT to get the best deal for the canals impacted by the GUCT scheme. 

IWA’s submission emphasises five key areas where additional information needs to be placed in the public domain: 

• Engineering Feasibility Study

IWA emphasises that a comprehensive engineering feasibility study, with appropriate supporting appendices, addressing all topics in IWA’s published water transfer guidelines and the topics below, should be prepared, published and subjected to a round of consultation before commencing the Development Consent Order process in mid-2027.  

• Water management and control

Under existing arrangements CRT has the capability, under its sole management control, to supply water from the Grand Union Canal towards London, Oxford, Northampton, Warwick, Leicester and Shardlow (near Derby). Documentation is required to demonstrate how the water flows in the transfer will be managed and controlled, with the resulting water levels, together with demonstration that supplies to the connected canals will be no less than the supplies historically provided, and ideally increased. During the consultation period CRT advised IWA that this is its intent, though its water management studies do not yet provide the required demonstration.  

• Design principles and design criteria

A comprehensive suite of design principles and design criteria is required to understand the engineering approach proposed. From discussion with CRT during the consultation period, it is apparent that such documents have been prepared but were not issued as part of the public consultation. The Design Principles document forming part of the consultation addresses only the visual appearance of structures. 

• Bypasses and weirs

Within the consultation documents, there are numerous qualitative discussions of water level and the need to vary weir levels and weir capacities, but no quantitative information to allow interested parties to understand what is proposed or how such changes might affect water levels, navigation and drainage. Affinity Water and CRT have this information but did not publish it for the consultation.

• Bank raising and dredging

IWA suggests that the extent of bank raising might be reduced through a programme of enhanced dredging allowing the Minimum Operating Level in the canals to be reduced. CRT has stated, in discussion, that an underlying principle before design commenced was that existing canal operating and maintenance regimes would not be altered, so this option has not been studied. IWA is of the opinion that the decision was premature and that the option deserves further attention. 

Affinity Water and CRT have confirmed that they have addressed, or are currently addressing, issues raised by IWA but acknowledged that very few of their technical studies and conclusions were documented in the consultation documents. For these reasons IWA especially calls on the scheme leaders to be more transparent by publishing more of the studies undertaken. While these studies can be highly technical, they should be made accessible.  

There is an opportunity for further discussion and feedback before formal commencement of the Development Consent Order process, which IWA welcomes.

Graham Heald, IWA’s Water Lead, said: 

​“The Grand Union Canal Transfer scheme should safeguard navigation on the canals between Atherstone and Great Brickhill while providing an opportunity to enhance water supplies to the connected canals to London, Oxford, Northampton, Warwick, Leicester and Shardlow, near Derby.

“We want to see this scheme work, and this is why we have been engaging with Affinity Water and CRT. Water transfers have the potential to play an important role in helping the network deal with a changing climate. As droughts become more frequent and water demand increases, better movement of water could help sustain our inland waterways, sadly now quite fragile in some places. However, these schemes are not a magic bullet, and if poorly designed, they risk damaging the very network they aim to support. 

“Our response to the latest consultation highlights significant omissions that must be addressed. Water transfer using canals is a key benefit of the waterways and is part of long-established infrastructure use but needs to be sensitively managed”. 

IWA’s evidence-based climate risk map, The Risk Index, shows where and why our waterways face the greatest threats by 2050, but it also reveals solutions. Because of the potential for water transfer to mitigate some of the pressure on our waterways, we are adding known and proposed water transfers to the Risk Index. This will help to see, at a glance where the schemes are both planned and happening across the network. 

Read IWA’s full response to the consultation.

​

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Hazel Owen (National Chair of the Association of Waterways Cruising Clubs and Chair of FBW) gave an update on the Fund Britain’s Waterways campaign to Navigation Committee. Following this first FBW campaign cruise of 2026, other cruises were planned in London and on the Great Ouse alongside the main focus on north west waterways.

Major discussion points included:

1. Political lobbying

The arrangements for the All Party Parliamentary Group (APPG) for the Waterways under the new Chair Bill Esterson MP were clarified and it was explained that representatives of organisations relevant to the matter in hand would be invited. It was agreed that all political parties should be approached for campaigning and lobbying purposes. The need for IWA to maintain a visible leadership role in the waterways sector through its campaigning was stressed.

• Condition of the waterways

Repairs of the two major breaches (the Llangollen Canal at Whitchurch and the Bridgewater Canal at Little Bollington) are expected to take most of 2026, although the Canal & River Trust (CRT) is making much faster and much more visible progress on the former than Peel L&P is on the latter. Both are having a substantial effect on hire boat companies, since the Llangollen Canal and the Cheshire Ring are very popular cruising routes. This is exacerbated by the collapsed bywash at Penkridge on the Staffordshire & Worcestershire Canal which severs the Four Counties Ring as well, though is scheduled to be reopened on 1^st May.

The Anderton Boat Lift between the River Weaver and the Trent & Mersey Canal is also scheduled to be closed all year. Fortunately CRT has managed to reopen Marsh Lock for booked passages, so the Weaver is no longer completely cut off from the rest of the network.

In this light it is particularly pleasing to see major change starting in both CRT and the Environment Agency (EA) with the arrival of new senior management.

The CRT Chair David Orr and CEO Campbell Robb have said that this needs to be a reset point, for both the way things are done and the way they are communicated. The Better Boating Plan has been expanded into a three-year Transforming the Boater Experience Programme, with a dedicated Programme Manager and a total budget allocation of £10m. CRT secured an additional one-off payment of £6.5m from Defra, reportedly as a result of starting to engage with government in a different way. The financial challenges are substantial though, and considerable work remains to be done to create a long-term sustainable plan with enough room for the substantial investment in the network that is needed.

The EA CEO Philip Duffy has directly committed to improving the navigation service. The recent focus on navigation had already led to new roles including Deputy Directors for both Navigation Strategy and Navigation Operations. The National Waterways Forum meeting on 25^th March heard that the first-ever dedicated director for navigation is shortly to be appointed, to bring together the navigation teams from different directorates. Several transformation programmes are under way, starting with asset management. A three-year settlement with increased resource and capital funding will start in 2026/27. A long period of work on compliance and enforcement is now coming to fruition, with well-publicised success in removing sunken and abandoned boats. Regular liaison meetings with CRT are being held at all levels, from quarterly meetings of Executive Directors to operational level. A statement from the River Thames Society on social media reported “a buoyant spirit in the [EA navigation] team… lots being done and many problems still to be tackled, but a positive mood running through the system”.

• CRT’s Independent Commission on the Future of Boat Licensing

As previously reported, a small subgroup of Navigation Committee is taking thoughts forward so that IWA is ready to respond to further consultations at the appropriate time. CRT is expecting to publish both its response to each of the 36 Commission recommendations and a timetable for engagement and consultation in May or June.

• Residential boating and mooring

The next meeting of the APPG is scheduled to be on Residential Boating, exploring issues affecting residential boating and moorings provision. Organisations with an interest in this area will be invited.

• Water resources

Water resources management continues to be a very significant topic, and although the Sustainability & Environment Group now leads in this area there are many aspects relevant to navigation.

• IWA’s response to the Environment Agency consultation on Reserving Water Abstraction Rights was submitted in January and shared with CRT and the Wilts & Berks and Cotswolds Canals Trusts. It was also shared with Defra, with a cover note pointing out that IWA emphasises the need to protect long-established waterways infrastructure in its response, and is well aware of CRT’s concerns over the resource and cost implications of applying for its abstraction licences to be renewed, in addition to the possibility of onerous restrictions being imposed or even licences not being renewed. A summary article and link to the full response are available here.
• IWA’s response to the consultation on proposed new Broad Oak Water reservoir in Kent was submitted in March, making the argument for protecting navigation on the Stour which has been hindered by eutrophication and siltation. A summary article and link to the full response are available here.
• Navigation Committee agreed to pass the Environment Agency consultation on Significant Water Management Issues in River Basin Management Planning to the Sustainability & Environment Group, since the consultation is almost entirely related to environment, chemical and pollution issues.
• Phil Sharpe had developed a draft document setting out IWA proposals for improving the security of water supply for navigation on CRT’s canal system. The document was agreed by Navigation Committee to be excellent and to be suitable for sending to CRT at CEO level in order to trigger discussions and action.
• Graham Heald (IWA Water Lead) and Phil Sharpe have been progressing the IWA response to the Grand Union Canal Transfer Project Phase Two Public Consultation. Phil reported on the meeting with CRT and Affinity Water representatives the previous day. It had become apparent that much of the necessary technical work had already been done but was not documented in the consultation documents. This will be the main thrust of IWA’s response.

OTHER POINTS

• Navigation Committee agreed to recommend the reappointment of Sue O’Hare as a Member on the expiry of her term of office to Trustees.
• Navigation Committee noted the resignation of Jessal Murarji as Honorary Consultant Engineer and Corresponding Member of Navigation Committee. Jessal had been representing the Honorary Consultant Engineers on Navigation Committee since July 2022. The Committee recorded its thanks to him, and expressed the hope that another way can be found to maintain a link with the Honorary Consultant Engineers.
• Navigation Committee noted the submission of IWA’s response to the National Planning Policy Framework by the Planning Advisory Panel. The response highlighted that inland waterways are not being given the recognition as essential national infrastructure that they merit. A summary article and link to the full response are available here.
• Navigation Committee will lead on IWA’s response to the Boat Safety Scheme (BSS) public consultation on the introduction of a new mandatory Boat Safety Standard with related BSS Requirements for suitable smoke alarms in good condition and in suitable locations on all classes of boat with accommodation spaces.
• Navigation Committee agreed that IWA’s Policy on Unauthorised Renting of Boats should be renamed and updated into the new format for policies.
• In view of the unreliability of the Vazon sliding railway bridge over the Stainforth & Keadby Canal in warmer weather, and now the likely closure of Keadby Lock for some time, it is becoming increasingly necessary for inland waterways boats to make the tidal passage around Trent Falls in order to transit between the northern and Midland waterways via the Trent. Brian Sharples had prepared a Skippers Guide to Trent Falls which Navigation Committee was delighted to endorse for publication on the IWA website.
• Following a significant period without a manager for IWA’s Certificate of Boat Management scheme, Trustees have appointed Andrew Phasey as manager. Andrew will continue with his previous role of Chief Trainer in parallel, but with a wish to relinquish the Chief Trainer role before the end of 2026. The scheme reports to Navigation Committee at present, but since the customer base is mainly restoration-related groups, Trustees may decide to change this line of reporting in due course.
• The link to the IWA Waterways Directory and the GIS files behind the map were provided to Defra, in response to a request from a new member of the Defra inland waterways team for help to improve the team’s data and knowledge on inland waterways.
• Updates were received from IWA West Country Branch on its current projects: the Bridgwater Tidal Barrier, the regeneration of Bridgwater Docks, and the replacement of the bridges carrying the A379 over the Exeter Ship Canal. Much excellent campaigning work continues to be done.
• A new standing agenda item has been introduced for a report from Navigation Committee’s representative on the Sustainability & Environment Group, to ensure close working between the two groups.

Forthcoming meetings

• Navigation Committee six-monthly meeting with Defra inland waterways team – 14^th April
• CRT Council Boater Representatives special meeting on water resources – 20^th April (Sue O’Hare to represent IWA)
• Navigation Committee regular liaison meeting with the Canal & River Trust National Boating team – 13^th May
• Navigation Committee online meeting – 13^th May

Sue O’Hare
Chair of Navigation Committee
31st March 2026

[The photo shows moored boats in Walsall Basin on 21st March – by Peter Fisher]

The previous report from Navigation Committee is available here.

Earlier reports from Navigation Committee are available here.

The post IWA Navigation Committee News appeared first on The Inland Waterways Association.

The document highlights how over-abstraction led to saline intrusion as far as Stodmarsh Nature reserve, which was then mitigated by pumping sewage discharge into the river, causing eutrophication. The nutrient‑rich sewage effluent caused abnormal weed growth that raised the riverbed, hindering navigation. IWA stresses that mitigation for these issues, particularly improved sewage treatment, should be integral to the scheme.

On siltation, IWA warns that the unmanaged tidal Stour is becoming increasingly difficult to navigate and encourages South East Water to support future river management arrangements. It also calls for careful design of inlet and outlet structures to avoid harmful transverse flows, referencing established engineering guidance.

The response further requests clarity on emergency discharge procedures and their implications for river users. Finally, IWA expresses support for the proposed recreational facilities at the reservoir. The full response is available here.

[Photo: The Kentish Stour at Grove Ferry – by Neil Edwards]

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Britain’s canals and navigable rivers deliver varied benefits for communities, nature and the economy, yet new national planning policy overlooks their strategic importance..

While often celebrated for their heritage and leisure value, canals and rivers play a much wider role today. They support wildlife and biodiversity, provide natural flood management and climate resilience, create green corridors through towns and cities, attract tourism and investment, and homes for residential boaters.

Yet because waterways frequently cross several local authority boundaries, they can too easily fall between planning policies. IWA says stronger national policy is needed so that canals and rivers are properly considered in decisions about housing, infrastructure and place-making.

Charlie Norman, IWA’s Director of Campaigns, said:

“Our submission outlines the need for residential boat moorings provision in the planning system, and the need to review and update Canal Conservation Areas. As well as this, there is so much potential that is not being realised, for example, water transfer by canals. From the contribution of water-based travel and inland ports to sustainable transport, our waterways are not being recognised for their potential, and the planning system can go a long way to fix this.

“The value of canal restorations to healthy communities is immense. Despite all these benefits, they are treated as an afterthought in planning policy, and this is a wasted opportunity.”

IWA’s response factors in these areas that could better reflect planning policy in valuing waterways:

• Strategic infrastructure: Canals and navigable rivers should be explicitly recognised in national planning policy, so they are considered in housing growth, transportplanning, active travel,and regeneration projects;
• Climate and nature: Canal and river corridors are natural green and blue infrastructure that support biodiversity, urban cooling, water management, and climate adaptation;
• Homes: Residential boating is a long-established way of living, yet provision for residential moorings is rarely planned for properly. Local plans should assess and provide forresidential boat dwellers;
• Heritage and place-making: Waterways are often the historic heart of towns and villages. Development should protect and enhance their character and heritage setting; and
• Expert involvement: Waterway specialists should be consulted when development plans affect canals, rivers, and their surrounding corridors.

IWA says that recognising waterways in planning policy would help unlock their full potential, from delivering environmental gains, economic growth to new opportunities for sustainable living.

“If we want thriving communities, resilient landscapes and attractive places to live and work, canals and rivers should be recognised as part of the nation’s strategic infrastructure”, Charlie Norman concluded.

Read IWA’s full submission to the NPPF consultation.

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In September 2025, we called together representatives from across the restoration sector to discuss how we should address this. We formed a small working group , consulted widely, and detailed proposals were prepared. These were approved by the trustees at their February meeting. Overall management and coordination of IWA’s restoration activities will be taken on by a new Restoration Delivery Group (RDG). This group will develop and manage the restoration work programme, including management of restoration employees or contractors once recruited. The work programme will take input from a wide variety of sources as to suggested work items.

The group will consist of four volunteers, a chair, trustee’s liaison, WRG liaison and the chair of the Restoration Panel (see below). George Rogers has been approved by IWA trustees as the inaugural chair of the RDG, and other roles will be named in due course. The existing High-Level Panel for Restoration will be reformed as the Restoration Panel. This will be open to nominated representatives from all waterway restoration groups, alongside relevant subject matter experts. The panel will primarily be a forum for knowledge exchange, including views on the challenges and opportunities that the restoration work programme might address.

We are seeking a volunteer chair for the Restoration Panel. Ideally, we would like the chair to not also be the nominated representative of, or aligned to, any restoration groups, so that they can concentrate on managing the discussions, giving all members voice, and keeping focus on relevant issues. If you know of a possible candidate, or want to volunteer yourself, please get in touch with George Rogers (via iwa@waterways.org.uk) in the first instance.

Whilst the new restoration structure is being established, we have taken the decision to postpone the annual IWA/CRT restoration conference from its normal slot in the spring. Instead, we will look to host the first Restoration Panel meeting to gather initial input into the restoration work programme from the restoration groups. This will help to inform the programme of the restoration conference, which will return in the autumn.

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This additional investment will fund essential resilience work on specific infrastructure across the Canal & River Trust’s 2,000-mile network, supporting communities, businesses and wildlife that depend on secure waterways.

However, the funding is targeted at discrete projects (e.g reservoirs) rather than addressing the broader maintenance backlog. It provides no support for the 3,000 miles of Britain’s navigable waterways not managed by the Canal & River Trust, many of which (particularly those managed by the Environment Agency) face critical infrastructure challenges due to chronic underfunding.

Mike Wills, Chair of the Inland Waterways Association, said:

“IWA welcomes any additional funding for our waterways, and this investment reflects the aims we’ve been campaigning for. Our Risk Index shows that climate change poses one of the biggest threats to canal and river infrastructure, so investment specifically targeting resilience to extreme weather is a priority.

Last year’s disastrous breaches demonstrated the costs of fixing problems after they happen. But our Risk Index also shows that much more is needed. This is a one-off capital grant for specific projects, not the first instalment of ongoing investment, nor part of a comprehensive review of long-term funding requirements. It does nothing to change the Government’s overall funding approach to waterways, and it does nothing for the 3,000 miles of Britain’s canals and rivers managed by the Environment Agency and other navigation authorities.

We need the Government to develop a long-term funding plan that addresses the needs of all 5,000 miles of Britain’s navigable waterways. Piecemeal project grants won’t build the resilient network the country needs.”

IWA is calling on the Government to:

• Conduct a comprehensive review of funding requirements across all UK waterways
• Develop a funding strategy that covers maintenance and climate resilience
• Extend support beyond Canal & River Trust waterways to the entire 5,000-mile network

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IWA rejects the idea that inclusion in a WRMP or sectoral strategic plan automatically justifies a “need for water,” arguing that such plans identify options rather than proving necessity for specific schemes. IWA also questions the relevance and practicality of requiring strategic plans to account for all sectors’ national critical infrastructure needs, noting that this is a government‑level responsibility and that the terminology used in the consultation is unclear and inconsistent with established definitions of Critical National Infrastructure.

Environmental safeguards in the proposed framework are considered potentially adequate, but IWA raises concerns about timing. Developers cannot reasonably proceed to construction if licences might be withdrawn before operation. IWA proposes that reserved licences should expire before construction begins, forcing full environmental assessment at the appropriate stage. Clarification is also needed on how licence timing interacts with delays or accelerations in project delivery.

IWA supports catchment reviews but argues they should apply to all abstractions, not just strategic schemes. Reviews every six years may be too frequent and misaligned with WRMP cycles. IWA advocates for dynamic, real‑time catchment management, as proposed by the Environment Agency in 2025, supported by comprehensive modelling of flows, storage, rainfall, and operational infrastructure. Such tools, ideally developed by the Agency, would enable more efficient and adaptive allocation of water resources.

The proposed hierarchy for allocating water rights is criticised as confusing, overly dependent on shifting government policies, and potentially counterproductive to collaboration. IWA suggests reducing it to just two tiers – Critical National Infrastructure and all other uses – to avoid perverse incentives and reduce the risk of the Agency being perceived as either a tick‑box regulator or an obstacle to government priorities.

IWA also emphasises the need to protect long‑established waterways infrastructure, ensure adequate transition periods for existing abstractors, and create an independent appeal mechanism for licence withdrawals. IWA argues for better recognition of return flows, phased implementation of new licensing requirements, and improved cross‑border coordination for shared catchments.

Overall, IWA calls for a more flexible, collaborative, and technically sophisticated approach centred on real‑time water management rather than rigid licensing hierarchies and long‑term reservations.

The Environment Agency’s consultation document is available here, and IWA’s full response is available here.

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