Croydon Canal

A canal from Croydon to Rotherhithe was the idea of Ralph Dodd, who had been commissioned in 1799 to ascertain “… the most eligible part of the River Thames” for a canal from Croydon.{{Sfn|Dodd|1799|p=3}}{{Cite book |last=Denney |first=Martyn |title=London's waterways |date=1977 |publisher=London : B. T. Batsford |others=Internet Archive |isbn=978-0-7134-0558-3 |pages=106 |chapter=7 |chapter-url=https://archive.org/details/londonswaterways0000denn/page/106/mode/2up}} Dodd’s canal was to be on a small scale, only {{Convert|3+1/2|ft|m|abbr=on}} deep and {{Convert|24|ft|m}} wide at the top for boats up to 20 tons (20.3 tonnes).{{Sfn|Dodd|1799|p=5}} It would start in today’s Tamworth Road, Croydon and head north to the west of London Road (A23) until Broad Green where it would swing northeast towards Selhurst, Woodside and the west of Beckenham. It would broadly follow the Ravensbourne valley to Lewisham and Deptford, finally turning west of north to join the Thames at Rotherhithe, a distance of about 12 miles.{{Sfn|Dodd|1799|p=4}} Instead of locks there would be horse-powered inclined planes where the boat would be lowered down the hillside in a tank of water or caisson, counterbalanced by another caisson being raised.{{Sfn|Dodd|1799|p=5,6}} Bridges would be minimised where possible by using paved fords,{{Sfn|Dodd|1799|p=5}} the whole costing no more than £25,000.{{Sfn|Dodd|1799|p=6}} After finishing his report in November 1799,{{Sfn|Dodd|1799|p=10}} Dodd had no further involvement with the Croydon and Rotherhithe Canal, but went on to promote a scheme for a Grand Surrey Canal from Rotherhithe.

Following Dodd’s report, a meeting of prospective investors was held at the Croydon Greyhound where it was agreed that a canal from Croydon to Rotherhithe would be of great utility to Croydon, towns close to the canal and considerable parts of Kent, Surrey and Sussex.{{Cite news |date=25 December 1799 |title=At a general meeting of persons interested in the intended canal from Croydon… |pages=1 |work=The Times |issue=4675}}

A detailed survey was made by Mr Warner, and John Rennie was hired as the consulting engineer.{{Cite book |last=Malcolm |first=James |url=https://books.google.com/books?id=UX9aAAAAYAAJ&pg=PA16 |title=A Compendium of Modern Husbandry |date=1805 |publisher=The Author |location=London |pages=16–17 |language=en}} This canal took a more direct line to Rotherhithe along a ridge of higher ground, which could loosely be described as the west side of the Ravensbourne valley. It headed northeast from West Croydon to Selhurst, turned north to South Norwood, Sydenham, Forest Hill and New Cross to join the Thames at Rotherhithe. The canal would remain on the same level from Croydon to Brockley at {{Convert|149.6|ft|m|abbr=on}} and drop down the hillside by 17 locks or 2 inclined planes by slightly different paths to New Cross,{{Cite web |title=Views of canals - London Picture Archive |url=https://www.londonpicturearchive.org.uk/zoom-item?i=25826 |access-date=2023-07-18 |website=www.londonpicturearchive.org.uk}} where it would remain on the same level to a tidal lock at the Thames. Rennie agreed that a canal of small dimensions would be sufficient, but recommended a larger canal to act in part as a reservoir.{{Cite book |last=Malcolm |first=James |url=https://books.google.com/books?id=UX9aAAAAYAAJ&pg=PA18 |title=A Compendium of Modern Husbandry |date=1805 |publisher=The Author |location=London |pages=18 |language=en}} It was to be {{Convert|6|ft|m|abbr=on}} deep, {{Convert|34|ft|m|abbr=on}} wide along the summit level from Croydon and {{Convert|44|ft|m|abbr=on}} wide on the lower Rotherhithe level.{{Cite book |last=Malcolm |first=James |url=https://books.google.com/books?id=UX9aAAAAYAAJ&pg=PA21 |title=A Compendium of Modern Husbandry |date=1805 |publisher=The Author |location=London |pages=21 |language=en}} Rennie also favoured a canal with steam powered inclined planes over locks on cost grounds.{{Cite book |last=Malcolm |first=James |url=https://books.google.com/books?id=UX9aAAAAYAAJ&pg=PA20 |title=A Compendium of Modern Husbandry |date=1805 |publisher=The Author |location=London |pages=20 |language=en}} A disadvantage of inclined planes was they could only lift smaller, lighter boats that limited the bulky goods that could be carried on the canal. Several 5-7 ton (5.1 - 7.1 tonnes) boats or barges could be pulled in gangs by a single horse, but there would be delays at the inclined planes where the boats were individually raised or lowered. At over £46,000 Rennie’s canal was nearly twice the cost of Dodd’s; a large proportion of this was for the cost of 47 bridges (£6,460) and steam engines to power the inclined planes (£6,000).{{Cite book |last=Malcolm |first=James |url=https://books.google.com/books?id=UX9aAAAAYAAJ&pg=PA22 |title=A Compendium of Modern Husbandry |date=1805 |publisher=The Author |location=London |pages=22 |language=en}} The large number of bridges were necessary to allow land owners to access land bisected by the canal.

{{Infobox UK legislation

| short_title = Croydon Canal and Croydon, Streatham, Dulwich and Sydenham Water Supply Act 1801

| type = Act

| parliament = Parliament of the United Kingdom

| long_title = An act for making and maintaining a navigable canal from or from near the town of Croydon, in the county of Surrey, into the Grand Surrey Canal, in the parish of St. Paul, Deptford, in the county of Surrey; and for supplying the towns of Croydon, Streatham and Dulwich, and the district called Norwood, in the parish of Croydon, in the said county of Surrey; and the town of Sydenham, in the county of Kent, with water from the said canal.

| year = 1801

| citation = 41 Geo. 3. (U.K.) c. cxxvii

| introduced_commons =

| introduced_lords =

| territorial_extent =

| royal_assent = 27 June 1801

| commencement =

| expiry_date =

| repeal_date =

| amends =

| replaces =

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| repealing_legislation =

| related_legislation =

| status =

| legislation_history =

| theyworkforyou =

| millbankhansard =

| original_text = https://www.legislation.gov.uk/ukla/Geo3/41/127/pdfs/ukla_18010127_en.pdf

| revised_text =

| use_new_UK-LEG =

| UK-LEG_title =

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Rennie completed his report on the 8 October 1800, which was presented to the investors on 10 October 1800.{{Cite news |date=10 October 1800 |title=At a general meeting of the subscribers to the proposed canal from Croydon |pages=2 |work=The Times}} They adopted Rennie’s recommendation for a canal with inclined planes and submitted a petition to parliament on 18 February 1801.{{Cite book |last=House of Commons |first=Great Britain |url=https://books.google.com/books?id=ah5DAAAAcAAJ&pg=PA52 |title=Journals of the House of Commons |date=1801 |publisher=H.M. Stationery Office |pages=52 |language=en}} A petition for Dodd’s Grand Surrey Canal had already been submitted,{{Cite book |last=House of Commons |first=Great Britain |url=https://books.google.com/books?id=ah5DAAAAcAAJ&pg=PA29 |title=Journals of the House of Commons |date=1801 |publisher=H.M. Stationery Office |pages=29 |language=en}} and its proprietors petitioned against the Croydon canal bill in the House of Lords.{{Cite book |last=House of Lords |first=Great Britain |url=https://books.google.com/books?id=XhtDAAAAcAAJ&pg=PA252 |title=Journals of the House of Lords |date=1801 |publisher=H.M. Stationery Office |pages=252 |language=en}} As a result, the Croydon canal was changed to join the Grand Surrey Canal rather than the Thames.{{Cite book |last=House of Lords |first=Great Britain |url=https://books.google.com/books?id=XhtDAAAAcAAJ&pg=PA297 |title=Journals of the House of Lords |date=1801 |publisher=H.M. Stationery Office |pages=297 |language=en}} There were other petitions for and against the canal but the biggest effect was the petition from the Wandle mill owners. They were concerned that a deep cut across Croydon Common, between West Croydon and Selhurst would drain water into the canal instead of Norbury Brook and the River Wandle to the detriment of their mills.{{Cite book |last=House of Commons |first=Great Britain |url=https://books.google.com/books?id=ah5DAAAAcAAJ&pg=PA109 |title=Journals of the House of Commons |date=1801 |publisher=H.M. Stationery Office |pages=109–110, 169 |language=en}}{{Cite book |last=Woodfall |first=William |url=https://books.google.com/books?id=1XZAAQAAMAAJ&pg=PA384 |title=An impartial report of the debates that occur in the two Houses of Parliament ... |date=1801 |publisher=Stockdale and Walker |volume=1 |location=London |pages=384–385 |language=en}} As a result the canal had raised banks across Croydon Common so it only cut {{Convert|3|ft|m|abbr=on}} into the soil and reduced its depth to {{Convert|5|ft|m|abbr=on}}.{{Cite web |date=27 June 1801 |title=Croydon Canal and Croydon, Streatham, Dulwich and Sydenham Water Supply Act 1801 |url=https://www.legislation.gov.uk/ukla/Geo3/41/127/contents/enacted |website=legislation.gov.uk |page=2302-2303 |ref=41 Geo 3 cap 127}} The summit level between Selhurst and Honor Oak Park was also raised further up the hillside.{{Cite web |date=27 June 1801 |title=Croydon Canal and Croydon, Streatham, Dulwich and Sydenham Water Supply Act 1801 |url=https://www.legislation.gov.uk/ukla/Geo3/41/127/contents/enacted |website=legislation.gov.uk |page=2305 |ref=41 Geo 3 cap 127}} Despite these delays the canal received royal assent on 27 June 1801 via the {{visible anchor|Croydon Canal and Croydon, Streatham, Dulwich and Sydenham Water Supply Act 1801}} (41 Geo. 3. (U.K.) c. cxxvii).{{Cite web |date=27 June 1801 |title=Croydon Canal and Croydon, Streatham, Dulwich and Sydenham Water Supply Act 1801 |url=https://www.legislation.gov.uk/ukla/Geo3/41/127/contents/enacted |website=legislation.gov.uk |page=2297 |ref=41 Geo 3 cap 127}}

The decision to implement a canal with locks was made soon after the act of Parliament was passed, because "it was realised the boats would be too small to meet the needs of the public, particularly the conveyance of large sized timber".{{Cite book |last=House of Lords |first=Great Britain |url=https://books.google.com/books?id=5xpDAAAAcAAJ&pg=PA522 |title=Journals of the House of Lords |date=1806 |publisher=H.M. Stationery Office |pages=522 |language=en}} The board realised there would be little cost advantage over toll-roads without larger 30-35 ton (30.5 - 35.6 tonnes) boats and traffic on the canal would be less than Rennie’s estimate of 5 boats in each direction. Trade was also threatened by the Surrey Iron Railway, which had received royal assent a month before the Croydon canal. Connection with the Grand Surrey Canal took boats close to the King’s Yard and victualing office at Deptford. These docks supplied the Royal Navy, but supply ships sailing along the coast to Portsmouth were liable to attack from the French and an inland navigation was desirable.{{Cite book |last=Turner |first=John Howard |url=https://archive.org/details/londonbrightonso0000turn_t7e4/page/4/mode/2up |title=The London, Brighton, and South Coast Railway |date=1977 |publisher=London : Batsford |others=Internet Archive |isbn=978-0-7134-0275-9 |pages=4}} In 1802, Rennie was commissioned to consider extending the canal to Portsmouth, but ultimately nothing became of it.{{Cite web |last=McGow |first=Peter |date=November 2001 |title=Chapter 4: The London and Portsmouth railway scheme and the origin of the Croydon, Merstham and Godstone iron railway |url=https://wandle.org/aboutus/mills/mcgowsir/mcgow4.htm |url-status=live |archive-url=https://web.archive.org/web/20230612200144/https://wandle.org/aboutus/mills/mcgowsir/mcgow4.htm |archive-date=12 June 2023 |access-date=2023-07-16 |website=wandle.org}}{{Sfn|Hadfield|1969|p=128-130}}{{Cite news |last=Drummond |first=Patrick |date=9 September 1802 |title=Notices |pages=970 |work=The London Gazette |issue=15514 |publication-date=11 September 1802 |url=https://www.thegazette.co.uk/London/issue/15514/page/970}}

The adoption of locks required a water source for the canal to replace water lost when ascending / descending through the locks. Rennie’s original plan was to pump water from the Thames, which with the cost of the locks made it nearly £20,000 more expensive than a canal with inclined planes.{{Cite book |last=Malcolm |first=James |url=https://books.google.com/books?id=UX9aAAAAYAAJ&pg=PA20 |title=A Compendium of Modern Husbandry |date=1805 |publisher=The Author |location=London |pages=20,21,22 |language=en}} The proprietors considered a deviation between Brockley and the Grand Surrey Canal so the ascent / descent would be less steep, take the canal closer to the King’s Yard and join the Grand Surrey at its southeast corner.{{Cite web |date=1802 |title=Plan (manuscript, coloured) of Croydon Canal - variation of line; tunnel with open feeder or aqueduct |url=https://www.surreyarchives.org.uk/collections/getrecord/SHCOL_QS_84_1_1_1_24 |website=Surrey History Centre |ref=QS6/8/13/1}} This conflicted with plans for a branch of the Grand Surrey Canal to Deptford, and was objected to by their board. Instead, reservoirs were built at South Norwood and Sydenham. According to the resident engineer Dudley Clark{{Cite book |last=Skempton |first=A. W. |url=https://books.google.com/books?id=jeOMfpYMOtYC&pg=PA134 |title=A Biographical Dictionary of Civil Engineers in Great Britain and Ireland: 1500-1830 |date=2002 |publisher=Thomas Telford |isbn=978-0-7277-2939-2 |location=London |pages=134–135 |language=en}} the canal “is of itself so considerable, that, with the addition of a large reservoir upon Sydenham, and another upon Norwood Common, it leaves no doubt, of a most ample supply in the driest season."{{Cite book |last=Malcolm |first=James |url=https://books.google.com/books?id=UX9aAAAAYAAJ&pg=PA14 |title=A Compendium of Modern Husbandry |date=1805 |publisher=The Author |location=London |pages=14 |language=en}} The reservoirs collected rainwater from the adjacent hillsides by ditches or feeder canals.{{Cite book |last=Hughson |first=David |url=https://books.google.com/books?id=ymUuAAAAMAAJ&pg=PA82 |title=London; Being an Accurate History and Description of the British Metropolis and Its Neighbourhood: To Thirty Miles Extent, from an Actual Perambulation |date=1805 |publisher=W. Stratford |pages=82 |language=en}}{{Cite book |last=Farey |first=John |title=The Cyclopædia: Universal dictionary of arts, sciences and literature |date=1806 |publisher=Samuel F Bradford |editor-last=Rees |editor-first=Abraham |volume=6 |location=Philadelphia |pages=109 |language=en |chapter=Canal river navigation and rail-ways |chapter-url=https://books.google.com/books?id=oe1eAAAAcAAJ&pg=PP109}} Rainwater was also collected by ditches on Plowgarlic / Telegraph Hill above New Cross that fed into small reservoirs or side ponds at the locks.{{Cite news |date=29 August 1807 |title=From an American paper |pages=2 |work=Jackson's Oxford Journal |issue=2835}}

The canal was {{convert|34|ft|0}} wide. It had a maximum depth of {{convert|5|ft}}. After the initial flights of locks, most of the canal followed the {{convert|161|ft}} contour.{{cite web |url=http://www.londoncanals.co.uk/croydon/croy07.html |publisher=London Canals |title=Croydon: Honor Oak |url-status=dead |archiveurl=https://web.archive.org/web/20100729125258/http://www.londoncanals.co.uk/croydon/croy07.html |archivedate=2010-07-29 }}

The first 2¼ miles of the canal was dug approximately between today’s Penge West and Forest Hill railway stations.{{Cite news |date=26 February 1802 |title=To canal cutters |pages=1 |work=The Times}} By 17 April 1804 tenders were invited for cutting the remaining 2 miles of the canal’s north end{{Cite news |date=17 April 1804 |title=To canal cutters, brick layers and barge builders |pages=1 |work=The Times}} and contracts for the iron and woodwork on “upwards of 20” locks were received a month later.{{Cite news |date=17 May 1804 |title=To smiths and carpenters |pages=1 |work=The Times}} By October 1805 Sydenham reservoir had been completed, the canal was in water and in use from within a few miles of the town of Croydon to Brockley Green for conveying bricks, timber and other materials for the works.{{Cite news |date=11 October 1805 |title=Croydon canal |pages=4 |work=The Globe}}{{Cite book |last=Hughson |first=David |url=https://books.google.com/books?id=ymUuAAAAMAAJ&pg=PA82 |title=London; Being an Accurate History and Description of the British Metropolis and Its Neighbourhood: To Thirty Miles Extent, from an Actual Perambulation |date=1805 |publisher=W. Stratford |pages=82 |language=en}} The Brockley locks were “well built and exceedingly water tight”.{{Cite book |last=Hughson |first=David |url=https://books.google.com/books?id=ymUuAAAAMAAJ&pg=PA83 |title=London; Being an Accurate History and Description of the British Metropolis and Its Neighbourhood: To Thirty Miles Extent, from an Actual Perambulation |date=1805 |publisher=W. Stratford |pages=83 |language=en}} Closer to New Cross the canal was less complete and locks were in every stage of their progress. Around March 1807 a commodious bridge carried the New Cross Road over the canal at New Cross.{{Cite news |date=29 August 1807 |title=From an American paper |pages=2 |work=Jackson's Oxford Journal |issue=2835}} Contrary to Rennie's original plan there were also locks between New Cross Road and the Grand Surrey Canal.{{Sfn|Salter|1986|p=39}}

The proprietors expected to join the Grand Surrey canal by July,{{Cite book |last=Denney |first=Martyn |url=https://archive.org/details/londonswaterways0000denn/page/110/mode/2up |title=London's waterways |date=1977 |publisher=London : B. T. Batsford |others=Internet Archive |isbn=978-0-7134-0558-3 |location=London |pages=110}} having announced to the public that it would be open for navigation from the Thames to the crossroads at (South) Norwood.{{Cite news |date=18 December 1806 |title=Croydon canal |pages=1 |work=Morning Chronicle |issue=11728}} The canal was at least partially open by 15 August 1807.{{Cite news |date=15 August 1807 |title=Sales by auction |pages=4 |work=Morning Chronicle}} Hugh McIntosh, a major construction contractor, claimed he played a significant part in the canal’s construction.{{Cite book |last=Skempton |first=A. W. |url=https://books.google.com/books?id=jeOMfpYMOtYC&pg=PA419 |title=A Biographical Dictionary of Civil Engineers in Great Britain and Ireland: 1500-1830 |date=2002 |publisher=Thomas Telford |isbn=978-0-7277-2939-2 |pages=419 |language=en}}

{{Infobox UK legislation

| short_title = Croydon Canal Act 1808

| type = Act

| parliament = Parliament of the United Kingdom

| long_title = An Act for enabling the Company of Proprietors of the Croydon Canal to complete the same.

| year = 1808

| citation = 48 Geo. 3. c. xviii

| introduced_commons =

| introduced_lords =

| territorial_extent =

| royal_assent = 14 April 1808

| commencement =

| expiry_date =

| repeal_date =

| amends =

| replaces =

| amendments =

| repealing_legislation =

| related_legislation =

| status =

| legislation_history =

| theyworkforyou =

| millbankhansard =

| original_text = https://www.legislation.gov.uk/ukla/Geo3/48/18/pdfs/ukla_18080018_en.pdf

| revised_text =

| use_new_UK-LEG =

| UK-LEG_title =

| collapsed = yes

}}

Having already spent over £68,000 on the canal, the company required a further £30,000 to complete the works and repay the money borrowed.{{Cite book |last=Priestley |first=Joseph |url=https://books.google.com/books?id=eUqIucVmZjwC&pg=PA180 |title=Historical Account of the Navigable Rivers, Canals, and Railways, of Great Britain |date=1831 |publisher=Longman, Rees, Orme, Brown & Green |pages=180 |language=en}} They petitioned Parliament on 10 February 1808{{Cite book |last=House of Commons |first=Great Britain |url=https://books.google.com/books?id=8iA6AQAAMAAJ&pg=PA56 |title=Journals of the House of Commons ... |date=1808 |volume=63 |pages=56 |language=en}} and were granted authority to raise the additional funds via the {{visible anchor|Croydon Canal Act 1808}} (48 Geo. 3. c. xviii) on 14 April 1808.{{Cite web |date=14 April 1808 |title=Croydon Canal Act 1808 |url=https://www.legislation.gov.uk/ukla/Geo3/48/18/contents/enacted |website=legislation.gov.uk |ref=48 Geo 3 cap 18}} Although the act did not increase the tolls, the minimum tonnage was increased from 4 to 20 tons when passing through a lock. Tenders were placed for bricks, building the basin wall at Croydon, fencing, a crane, counting house, warehouse and lock keeper’s cottage at Forest Wood.{{Cite news |date=6 August 1808 |title=Croydon canal |pages=1 |work=Morning Chronicle |issue=12240}}{{Cite news |date=28 November 1808 |title=Croydon canal |pages=2 |work=The Times}}{{Cite news |date=12 April 1809 |title=Croydon canal |pages=1 |work=The Times}}{{Cite news |date=13 June 1809 |title=Croydon canal |pages=1 |work=The Times}}{{Cite news |date=8 August 1809 |title=To builders |pages=1 |work=Morning Chronicle |issue=12556}} Despite raising the summit level, it was still lower than Croydon Common and a deviation between Selhurst and West Croydon was considered.{{Cite news |last=Drummond |first=Patrick |date=11 September 1807 |title=Notices |pages=1266 |work=The London Gazette |issue=16070 |publication-date=22 September 1809 |url=https://www.thegazette.co.uk/London/issue/16070/page/1266}} Instead it was decided to raise the canal by two additional locks near Selhurst. These final two locks at Croydon Common raised the canal to the {{convert|174|ft}} contour, and because there was no natural source of water a steam pumping station was built at the foot of the locks to pump water up to the summit pound.{{cite web |url=http://www.londoncanals.co.uk/croydon/croy17.html |publisher=London Canals |title=Croydon: Norwood |url-status=dead |archiveurl=https://web.archive.org/web/20100729125456/http://www.londoncanals.co.uk/croydon/croy17.html |archivedate=2010-07-29 }}{{Cite news |date=25 April 1809 |title=To builders |pages=1 |work=The Times}}

At around £300 p.a. this was expensive to run.{{Sfn|Hadfield|1969|p=113}} In June 1830 a new pumping engine was installed on Croydon Common,{{Cite book |last1=Adolphus |first1=John Leycester |url=https://books.google.com/books?id=PzVFAAAAYAAJ&pg=PA522 |title=Reports of Cases Argued and Determined in the Court of King's Bench |last2=Ellis |first2=Thomas Flower |date=1840 |publisher=Saunders and Benning |volume=9 |location=London |pages=522 |language=en}}{{Cite news |date=16 June 1830 |title=Mr. Brown's gas engine |pages=1 |work=The Times}} which was the first commercial installation of Samuel Brown's gas vacuum engine, and quite probably the first commercial internal combustion engine in the world. The economics of the gas engine were interesting as the gas it consumed was made by turning coal into coke. The value of the resulting coke and coal tar by-products of making the gas substantially exceeded the cost of the coal, ground rent, repairs etc., so the gas vacuum engine made a profit of over £100 a year before considering the useful work it was doing.Brown's Gas Vacuum Engine, Evening Mail, 27 July 1832 Unlike a steam engine, which required time for the water to be heated into steam, Brown’s engine could be turned on and off almost instantly; it was typically used for 3 hours every other day.{{Cite book |url=https://books.google.com/books?id=eTAJAQAAIAAJ&pg=PA301 |title=Mechanics' Magazine and Journal of Enigneering, Agricultural Machinery, Manufacturing, and Shipbuilding |date=1832 |publisher=Knight and Lacey |pages=301 |language=en}} Around 1827 there was a steam engine near today’s Towpath Way, south of Tennison Road, Selhurst to pump water from a well or spring.{{Sfn|Salter|1986|p=76}}{{Cite news |date=5 June 1827 |title=The money market |pages=2 |work=Morning Chronicle}}

The canal had 28 locks, 11 more than Rennie planned (excluding the Thames lock): 10 near New Cross, 16 between Forest Wood (Honor Oak Park) and Brockley, and two near Selhurst.{{Cite book |last=Bradshaw |first=George |url=https://books.google.com/books?id=AA0HAAAAQAAJ&pg=RA2-PA4 |title=Lengths and levels to Bradshaw's maps of canals, navigable rivers, and railways |date=1833 |publisher=T. G. White and Company, printers |location=London |pages=4 |language=en}} The locks would only admit boats {{Convert|60|ft|m|abbr=on}} long{{Cite book |last=Bradshaw |first=George |url=https://books.google.com/books?id=AA0HAAAAQAAJ&pg=RA2-PA15 |title=Lengths and levels to Bradshaw's maps of canals, navigable rivers, and railways |date=1833 |publisher=T. G. White and Company, printers |location=London |pages=15 |language=en}} rather than {{Convert|75|ft|m|abbr=on}} long as originally proposed.{{Cite book |last=Malcolm |first=James |url=https://books.google.com/books?id=UX9aAAAAYAAJ&pg=PA18 |title=A Compendium of Modern Husbandry |date=1805 |publisher=The Author |location=London |pages=18 |language=en}} Lock 26 near Honor Oak Park had three gates which could be used singly or in pairs,{{Cite book |last=Hughson |first=David |url=https://books.google.com/books?id=ymUuAAAAMAAJ&pg=PA82 |title=London; Being an Accurate History and Description of the British Metropolis and Its Neighbourhood: To Thirty Miles Extent, from an Actual Perambulation |date=1805 |publisher=W. Stratford |pages=82 |language=en}} and would today be counted as two locks. Near the Thames, the Grand Surrey Canal became a dock which had a lock to protect the canal, and another at the Thames,{{Cite book |last=Bradshaw |first=George |url=https://books.google.com/books?id=AA0HAAAAQAAJ&pg=RA2-PA5 |title=Lengths and levels to Bradshaw's maps of canals, navigable rivers, and railways |date=1833 |publisher=T. G. White and Company, printers |location=London |pages=5 |language=en}} making a total of 31 locks for the navigation from Croydon to the Thames.

The canal was officially opened on Monday 23 October 1809 with a procession that left Sydenham at 11am to a band playing "God save the King" and a 21 gun salute.{{Cite news |date=20 October 1809 |title=Croydon canal |pages=1 |work=The Times}}{{Cite book |last=Taylor |first=Charles |url=https://books.google.com/books?id=97cRAAAAYAAJ&pg=PA767 |title=The Literary Panorama |date=1810 |volume=7 |pages=767 |language=en}}{{Cite news |date=27 October 1809 |title=Croydon Canal |pages=4 |work=The Times}}{{Cite news |date=27 October 1809 |title=Croydon Canal |pages=3 |work=Morning Chronicle}} The proprietor’s barge was followed by “a great many barges loaded with coal, stone, corn etc.”

At Croydon they were greeted by many thousands of people, church bells, guns firing and a band playing "God save the King". The proprietors witnessed the arrival of the barges at the Croydon basin, examined the wharf and warehouses before walking to the Greyhound at 4pm, led by the workmen marching in order with their tools on their shoulders and accompanied by a band.

{{Infobox UK legislation

| short_title = Croydon Canal Act 1811

| type = Act

| parliament = Parliament of the United Kingdom

| long_title = An Act for enabling the Company of Proprietors of the Croydon Canal to raise Money to complete the said Canal and Works, and for amending the former Acts passed relative thereto.

| year = 1811

| citation = 51 Geo. 3. c. xi

| introduced_commons =

| introduced_lords =

| territorial_extent =

| royal_assent = 4 April 1811

| commencement =

| expiry_date =

| repeal_date =

| amends =

| replaces =

| amendments =

| repealing_legislation =

| related_legislation =

| status =

| legislation_history =

| theyworkforyou =

| millbankhansard =

| original_text = https://www.legislation.gov.uk/ukla/Geo3/51/11/pdfs/ukla_18110011_en.pdf

| revised_text =

| use_new_UK-LEG =

| UK-LEG_title =

| collapsed = yes

}}

Despite the canal being opened, it was not complete. They had not built the road mentioned in clause 10 of their first act between Church Street and the Croydon wharf{{Cite web |date=27 June 1801 |title=Croydon Canal and Croydon, Streatham, Dulwich and Sydenham Water Supply Act 1801 |url=https://www.legislation.gov.uk/ukla/Geo3/41/127/contents/enacted |website=legislation.gov.uk |page=2304 |ref=41 Geo 3 cap 127}} and in January 1810 they invited tenders for warehouses at Croydon,{{Cite news |date=23 January 1810 |title=To carpenters |pages=2 |work=The Times}} with more in August.{{Cite news |date=28 August 1810 |title=To builders |pages=1 |work=The Times}} A third act of Parliament, the {{visible anchor|Croydon Canal Act 1811}} (51 Geo. 3. c. xi) was sought and granted in 1811 to raise £80,000 (with £2,658 in hand) to pay off debts (£25,700), loans (£29,615) and complete the works (£27,343).{{Cite web |date=4 April 1811 |title=Croydon Canal Act 1811 |url=https://www.legislation.gov.uk/ukla/Geo3/51/11/contents/enacted |website=legislation.gov.uk |ref=51 Geo 3 cap 11}}{{Cite book |last=Priestley |first=Joseph |url=https://books.google.com/books?id=eUqIucVmZjwC&pg=PA181 |title=Historical Account of the Navigable Rivers, Canals, and Railways, of Great Britain |date=1831 |publisher=Longman, Rees, Orme, Brown & Green |location=London |pages=181 |language=en}} The total cost of the canal and works was £150,000.{{Cite news |date=12 April 1836 |title=Court of compensation |pages=3 |work=Morning Advertiser}} Tenders for the road, and a tramway along its east side were sought.{{Cite news |date=21 May 1811 |title=To road builders |pages=1 |work=The Times}}{{Cite news |date=7 June 1811 |title=To iron founders and carpenters |pages=1 |work=The Times}} The tramway connected with the Croydon Merstham and Godstone railway and ran alongside the south side of the canal basis. It was open for business by January 1812 when it was leased to Edward Grantham.{{Cite news |date=29 January 1812 |title=Junction of the Croydon canal |pages=5 |work=The Times}} Other work included enlarging the reservoirs and building wharves at New Cross and Sydenham.{{Cite journal |last=House of Lords |first=Committee office |date=25 March 1811 |title=Croydon canal bill |url=https://archives.parliament.uk/collections/getrecord/GB61_HL_PO_CO_1_57 |journal=Proceedings at Committees on Private Bills & Other Matters (14/12/1810 - 15/7/1811) |volume=57 |pages=98 |ref=HL/PO/CO/1/57 |via=Parliamentary Archives}}{{Cite book |last=Denney |first=Martyn |url=https://archive.org/details/londonswaterways0000denn/page/112/mode/2up |title=London's waterways |date=1977 |publisher=B. T. Batsford |others=Internet Archive |isbn=978-0-7134-0558-3 |location=London |pages=112–113}}{{Cite journal |last=House of Lords |date=25 March 1811 |title=Croydon Canal Bill |url=https://archives.parliament.uk/collections/getrecord/GB61_HL_PO_CO_1_57 |journal=Proceedings at Committees on Private Bills & Other Matters (14 December 1810 - 15 July 1811) |volume=57 |pages=98 |ref=HL/PO/CO/1/57 |via=Parliamentary archives}}{{Cite news |date=29 January 1812 |title=To excavators |pages=1 |work=Public Ledger |issue=16027}} Sydenham wharf was on the site of today’s Sydenham railway station on Sydenham Road and was initially leased to R Hutson on 22 December 1813.{{Cite book |last1=Nicholl |first1=Henry |url=https://books.google.com/books?id=9HsDAAAAQAAJ&pg=PA257 |title=Cases Relating to Railways and Canals: 1835-1840 |last2=Hare |first2=Thomas |last3=Carrow |first3=John |date=1840 |publisher=A. Maxwell |volume=1 |location=London |pages=258, 259, 260 |language=en}} It was subsequently let to Henry Doo on 23 October 1824 until the canal closed when he was a successful coal merchant, lighterman and boat owner with an average trade of £700 p.a. Land owners were also entitled to build wharves (clause 102),{{Cite web |date=27 June 1801 |title=Croydon Canal and Croydon, Streatham, Dulwich and Sydenham Water Supply Act 1801 |url=https://www.legislation.gov.uk/ukla/Geo3/41/127/contents/enacted |website=legislation.gov.uk |page=2356 |ref=41 Geo 3 cap 127}} which included Penge wharf on the north side of Penge High Street, near Penge West railway station.{{Sfn|Salter|1986|p=63}}

By 1811, 22 barges plied the canal. The barges were {{convert|60|ft|0}} long and {{convert|9|ft}} wide and could carry about 30 tons. The main cargo was timber.

The barges, or strictly lighters,  had flat bottoms, which were joined to the sides of the boat by a quadrant of a circle to reduce damage to the canal bank.{{Cite news |date=1 June 1807 |title=Croydon canal |pages=1 |work=The Times}} Depicted in several paintings,{{Cite book |last=Coulter |first=John |url=https://archive.org/details/sydenhamforesthi0000coul_w9d9/page/52/mode/2up |title=Sydenham and Forest Hill past |date=1999 |publisher=Historical Publications |others=Internet Archive |isbn=978-0-948667-61-9 |location=London |pages=52,84–85}}{{Sfn|Salter|1986|p=1}} the barges had no living accommodation,{{Sfn|Salter|1986|p=62}} were steered by a large rudder and pulled by a horse led along the towpath on the easterly side of the canal.{{Cite book |last=John Corbet Anderson |url=https://archive.org/details/greatnorthwoodw00andegoog/page/n88/mode/2up |title=The Great North Wood: With a Geological, Topographical and Historical ... |date=1898 |publisher=Blades, East and Blades, Printers |others=Harvard University |pages=71 |language=English}} At least initially, the docks on the Grand Surrey Canal near the Thames had no towpath.{{Cite book |last=Denney |first=Martyn |url=https://archive.org/details/londonswaterways0000denn/page/110/mode/2up |title=London's waterways |date=1977 |publisher=London : B. T. Batsford |others=Internet Archive |isbn=978-0-7134-0558-3 |location=London |pages=110}} There was also no towpath on the Thames, which barges navigated using the tides, rudder and oar-like sweeps.{{Cite book |last1=Daniel |first1=John |url=https://thameslightermen.org.uk/images/Lightermen_education_pack.pdf |title=The ballad of the last lighterman: The story of the Thames lightermen |last2=Daniel |first2=Peter |publisher=DigitalWorks |year=2016 |location=www.thameslightermen.org.uk |pages=19,37,65 |access-date=18 July 2023 |archive-url=https://web.archive.org/web/20161115220546/https://thameslightermen.org.uk/images/Lightermen_education_pack.pdf |archive-date=15 November 2016 |url-status=live}} Navigation through the pool of London was particularly dangerous because of the shipping,{{Cite book |last=Marshall |first=R. |url=https://books.google.com/books?id=wYQmBLMUxOYC&pg=PA12 |title=An Examination Into the Respective Merits of the Proposed Canal and Iron Railway, from London to Portsmouth |date=1803 |publisher=Joseph Robins |pages=12 |language=en}} and in 1818 a Croydon canal bargeman was assaulted seeking shelter at a private mooring during tempestuous weather.{{Cite news |date=19 February 1818 |title=Assault on bargeman |pages=3 |work=Public Ledger and Daily Advertiser}}

The boats had to be registered with the canal company and the number, name of the owner and abode had to be painted in white letters 4 inches high on a black background (clause 105).{{Cite web |date=27 June 1801 |title=Croydon Canal and Croydon, Streatham, Dulwich and Sydenham Water Supply Act 1801 |url=https://www.legislation.gov.uk/ukla/Geo3/41/127/contents/enacted |website=legislation.gov.uk |page=2357 - 2358 |ref=41 Geo 3 cap 127}} The canal company had its own barges, not only for the construction and maintenance of the canal, but also for its own freight carrier business that barely broke even.{{Cite book |last=Denney |first=Martyn |url=https://archive.org/details/londonswaterways0000denn/page/112/mode/2up |title=London's waterways |date=1977 |publisher=B. T. Batsford |others=Internet Archive |isbn=978-0-7134-0558-3 |location=London |pages=112–113}} This was often prohibited in canal acts to reduce the risk of anticompetitive behaviour.{{Sfn|Salter|1986|p=3}}{{Cite book |last=Jackman |first=William T. |url=http://archive.org/details/developmentoftra01jack |title=The development of transportation in modern England |date=1916 |publisher=Cambridge : The University press |others=University of California Libraries |pages=434–435,436}}

Pleasure craft also plied sections of the canal,{{Cite book |last=Ward |first=Jesse W |url=https://archive.org/details/croydoninpasthis00croy/page/38/mode/2up |title=Croydon in the past: historical, monumental, and biographical |date=1883 |publisher=Croydon Advertiser |others=Allen County Public Library Genealogy Center |pages=39}}{{Cite news |date=17 June 1824 |title=Accident |pages=3 |work=The Times}}{{Cite book |last=Adams |first=Mayow Wynell |url=https://access.bl.uk/item/viewer/ark:/81055/vdc_000000054BBE#?c=0&m=0&s=0&cv=18&xywh=-786%2C0%2C4578%2C2399 |title=Sydenham (A descriptive account) |year=1878 |location=Sydenham |pages=11 |ref=BLL01014756430}} to the benefit of several hostelries.{{Sfn|Salter|1986|p=18, 60, 78}} The Selhurst lockkeeper, ‘old Grumble’, rented boats at a shilling (5p) an hour.

Dodd’s introductory report forecast revenues of more than £3,200,{{Sfn|Dodd|1799|p=8}}{{Cite book |last=Denney |first=Martyn |title=London's waterways |date=1977 |publisher=London : B. T. Batsford |others=Internet Archive |isbn=978-0-7134-0558-3 |pages=106 |chapter=7 |chapter-url=https://archive.org/details/londonswaterways0000denn/page/106/mode/2up}} most of this was from the importation of coal via London:

Dodd believed the canal would stimulate demand by reducing transportation costs to a quarter to a third of those by road and extend trade to places as far away as East Grinstead.{{Sfn|Dodd|1799|p=7-8}} The committee did determine its own forecasts following Rennie’s report,{{Cite news |date=10 October 1800 |title=At a general meeting of the subscribers to the proposed canal from Croydon |pages=2 |work=The Times}} but Phillips feared the lack of manufacturing towns, mines and heavy goods would prevent a proper return for investors.{{Cite book |last=Phillips |first=John |url=https://books.google.com/books?id=Mc-3AAAAIAAJ&pg=PA479 |title=A General History of Inland Navigation, Foreign and Domestic |date=1803 |publisher=J. Taylor and C. and R. Baldwin |pages=479 |language=en}}

Trade was boosted with the opening of the canal tramway by around £600 per annum with goods from Merstham quarry transported to the canal via the Croydon Merstham and Godstone iron railway.{{Cite web |last=McGow |first=Peter |date=November 2001 |title=Chapter 7; The early and middle years of the Surrey Iron Railway |url=https://wandle.org/aboutus/mills/mcgowsir/mcgow7.htm |url-status=live |archive-url=https://web.archive.org/web/20221007144321/https://wandle.org/aboutus/mills/mcgowsir/mcgow7.htm |archive-date=7 October 2022 |access-date=7 June 2023 |website=wandle.org}} Toll revenues averaged about £2,700 between 1820 – 1824, but there were additional revenues from rents of about £350 p.a. and £80 p.a. from osier sales, as well as the freight business.{{Sfn|Hadfield|1969|p=112}} This was comparable with Dodd’s estimate, but the capital cost was significantly higher. The tolls authorised by parliament were also higher, although the company may have set lower rates:

Profits and dividends were significantly less because of costs. In 1827 the canal made a profit of £196 on revenues of £3,634, which had steadily declined from a profit of £500 in 1825.{{Cite news |date=5 June 1827 |title=The money market |pages=2 |work=Morning Chronicle}} There were calls to close the canal, but it was agreed to continue for another year without incurring further expense.

The canal was never a success and closed in 1836, the first canal to be abandoned by an act of Parliament, the London and Croydon Railway Act 1835 (5 & 6 Will. 4. c. x). Much of the alignment was used by the London and Croydon Railway Company, which had bought the canal for £40,250, for part of the railway between London Bridge and West Croydon station, which is on the site of the canal basin. The gas vacuum engine appears to have been in full working order when offered for sale in 1837.Gas Vacuum Engine, Morning Advertiser, 17 May 1837 It was described as able to lift water a height of {{convert|11|ft}} at a rate of {{convert|2000|impgal/min|m3/min}}. Tenders for its purchase (including the {{convert|18|ft|adj=on}} diameter gasometer) were to be sent to the offices of the Croydon Railway Company, which shared the same address as the London and Croydon Railway Company and dealt with the acquisition of the canal and disposal of any unwanted assets.

After the canal closed, sections were retained for leisure use, and some remained in water for a considerable time. The section at the Anerley Arms, Ridsdale Road in Anerley was used as a boating lake, and the area was called Anerley Tea Rooms. The canal in Betts Park was turned into a concrete trough in 1934, approximately 170m can still be seen at the northern corner of Betts Park. Another section exists as a long curved pond in the Dacres Wood Nature Reserve{{Cite web|title=Dacres Wood Nature Reserve|url=https://dacreswood.org.uk/ |archive-url=https://web.archive.org/web/20200410182925/https://dacreswood.org.uk/ |archive-date=10 April 2020 |url-status=live |access-date=28 October 2020 |website=Dacres Wood Nature Reserve |language=en-GB}} in Dacres Road, Forest Hill. This was considered for redevelopment in 1989, but research by Lewisham Council resulted in its identity being confirmed and it now forms an attractive wetland, having been returned to its former width.{{cite web |url=http://www.londoncanals.co.uk/croydon/croy12.html |publisher=London Canals |title=Croydon: Dacres Wood |url-status=dead |archiveurl=https://web.archive.org/web/20100801092710/http://www.londoncanals.co.uk/croydon/croy12.html |archivedate=2010-08-01 }}{{cite web|url=http://www.lewisham.gov.uk/inmyarea/openspaces/nature-reserves/dacres-wood/Pages/default.aspx|publisher=Lewisham Council|title=Conservation: Dacres Wood|access-date=29 July 2011|archive-url=https://web.archive.org/web/20120318025350/http://www.lewisham.gov.uk/inmyarea/openspaces/nature-reserves/dacres-wood/Pages/default.aspx|archive-date=18 March 2012|url-status=dead}} There is a high pavement in David's Road, Forest Hill, which is thought to be part of the towpath. Part of the wall below the path has been rebuilt with murals depicting transport in Forest Hill.{{cite web |url=http://www.londoncanals.co.uk/croydon/croy09.html |publisher=London Canals |title=Croydon: Davids Road |url-status=dead |archiveurl=https://web.archive.org/web/20090220161750/http://londoncanals.co.uk/croydon/croy09.html |archivedate=2009-02-20 }} The Norwood reservoir is now preserved as South Norwood Lake.{{sfn |Russell |1971 |p=55}}

{{GeoGroup}}{{PoIgb start|type=collapsed}}

{{PoIgb|Lock 10|51.4715|-0.0363|TQ364765|New Cross}}

{{PoIgb|Bottom of Honor Oak flight|51.4645|-0.0372|TQ364757|Brockley}}

{{PoIgb|Top of Honor Oak flight|51.4498|-0.0482|TQ357741|Honor Oak}}

{{PoIgb|David's Road|51.4403|-0.0549|TQ352730|Raised towpath}}

{{PoIgb|Dacres Wood|51.4320|-0.0523|TQ354721|Nature reserve|name=Dacres Wood}}

{{PoIgb|Penge Wharf|51.4185|-0.0598|TQ350706|Penge}}

{{PoIgb|Anerley|51.4144|-0.0661|TQ345701|Tea rooms}}

{{PoIgb|Betts Park|51.4096|-0.0660|TQ346696|Concrete trough}}

{{PoIgb|South Norwood lake|51.4071|-0.0742|TQ340693|Feeder reservoir}}

{{PoIgb|Croydon Common Locks|51.3866|-0.0871|TQ332670|2 locks}}

{{PoIgb|West Croydon Basin|51.3789|-0.1022|TQ321661|Terminus}}

{{PoIgb end}}

File:Croydon_Canal_roads.jpg|Modern roads built over and named for the canal

File:Anerley Gardens.jpg|Anerley, 1860. This part of the canal remained, after closure, for pleasure boating

{{Portal|United Kingdom|Transport}}

• Canals of the United Kingdom
• History of the British canal system

{{Refbegin}}

• {{Cite book |last=Dodd |first=Ralph |title=Introductory Report on the proposed canal navigation from Croydon to the River Thames at Rotherhithe |publisher=Gosnell |year=1799 |location=London |pages=}}
• {{cite book

|first=Charles |last=Hadfield

|title=The Canals of South and South East England

|year=1969

|publisher=David and Charles

|isbn=978-0-7153-4693-8

}}

• {{cite book

|first=Ronald |last=Russell

|title=Lost canals of England and Wales

|publisher=David and Charles

|year=1971

|isbn=978-0-7153-5417-9

}}

• {{Cite book |last=Salter |first=Brian J |title=Retracing canals to Croydon and Camberwell |publisher=Living History Publications |year=1986 |isbn=0905592018}}

{{Refend}}

{{Reflist}}

{{Cite book |last=McGow |first=Peter |title=The Croydon canal |date=July 2000 |publisher=Unpublished |others=Museum of Croydon}}

{{Cite book |last=White |first=Ken |title=Croydon Canal and its neighbours |date=January 1989 |publisher=Unpublished |others=Lewisham local history and archive centre}}

{{Cite web |last=Grindlay |first=Steve |date=3 May 2008 |title=Croydon canal company |url=https://www.flickr.com/photos/stevegrindlay/albums/72157604854031180 |website=Flickr}}

{{Cite web |last=Homer |first=Thomas |title=The Croydon Canal |url=https://canalmuseum.org.uk/history/croydon.htm |url-status=live |archive-url=https://web.archive.org/web/20221128235824/https://canalmuseum.org.uk/history/croydon.htm |archive-date=28 November 2022 |access-date=2023-07-24 |website=canalmuseum.org.uk |language=en}}

{{Unnavigable Canals of the United Kingdom}}

{{coords|51.40976|-0.06569|display=title}}

Category:Canals in London

Category:Transport in the London Borough of Croydon

Category:History of the London Borough of Croydon

Category:History of transport in London

Category:Canals opened in 1809