| Description | The records were found in considerable disorder. A top-level functional arrangement has necessarily been imposed, within which original order, predominantly by chronology, has been restored to the greatest degree possible. This has spanned periods of administrative change.
Constitutional, legal and management lecords, 1805-1979 including Bills, 1825-1899; Acts, Orders and Bye-laws, 1848-1966; Minutes, 1834-1920; Reports, 1839-1967; Legal papers, 1805-1927; Bowes Committee, 1956-1958; Management papers, 1948-1979
Financial records, 1877-1967 including Statements, 1957-1961; Revenue and expenditure records, 1877-1956; Petty customs records, 1878-1899; Daily income analysis books, 1960-1967; Receipts, 1908
Property records, 1806-1979 including Valuations, 1822-1960; Management papers, 1889-1972; Buildings records, c.1815-1979; Lands and estates records, 1806-1957; H. Morrison survey, 1843-20th century
Vessels & navigation records, 1802-1989 including Bye-laws, 1802-1896; Tolls and charges records, 1871-1989; Vessel traffic and cargo records, 1812-1977; Vessel drawings, 19th century-1983; Vessel records, c.1920-1987
Engineering, operations & maintenance records, 1800-1990 including Minutes, 1966-1968; Reports, 1849-c.1964; Canal construction, 1804-1898; Operations & maintenance, 1811-1978; Bridges, 1912-c.1984; Locks, c.1889-1985; Equipment and parts, 1877-20th century; Water flow and levels, 1907-1988; Weirs and groynes, 1917-1956; Wharfs and quays, 1925; Footpaths and towpaths, 1910-1977; Pest control, 1935-1975; North of Scotland Hydro-Electric Scheme, 1949-1975; Waterway Plans, 1801-1974; Walker and Burges 1843 Survey, 1843; Ordnance Survey maps, 1903-1907; Locks, 1805-1987; Bridges, 1804-1990; Bank and Channel Protection, 1840-1947; Culverts, 1809-1844; Drainage, 1900; Weirs, 1800-1933; Offlets and Sluices, 1809-1924; Wharfs and Moorings, 1820-1979; Piers and Jetties, 1836-1975; Navigation Aids, 1932-1942; Water Supply, 1846-c.1938; Bankside plant and equipment, 1801-1960s; William Arrol Company Plans and Drawings, 1931-1966; Railway plans and drawings, 1863-1898; Caledonian Power Plans, 1935-1937; Miscellaneous and unidentified plans, n.d.
Staff records, 1826-1989 including Employee lists, 1826-1939; Attendance records, 1914-1946; Pay and conditions records, 1912-1975; Photographs, 1957-1989
Miscellaneous records, 1838-1993 including General files and papers, 1917-1985; Pamphlets, c.1965-1984; Photographs, 1914-1957; Plates and illustrations, 1838-1896; External publications, 1914-1921; Newspaper cuttings and advertisements, 1919-1921; Exhibition posters, 1993 |
| Administrative History | The Caledonian Canal was initially built in an attempt to avert the growing rate of emigration from the Highlands, and bring the people of the area closer to the centres of commerce and industry. The Government of the day asked Thomas Telford to assess the problem. After surveying the area in 1801-1802, his report stated that the construction of roads, bridges and waterways in the North-East of Scotland would revitalise industry and create employment. Telford's initial projection was that a canal could be constructed in seven years, at a cost of around £350,000.
In 1803 an Act of Parliament was passed which gave control of the project to a Board of Commissioners. These included Lord Castlereagh, Lord Binning, Lord Dundas, Sir William Poultenay, Nicholas Vansittart and Charles Grant. The Secretary to the Commissioners was John Rickman. This Board was to meet in London and report annually to Parliament. Thomas Telford was appointed principal engineer, with William Jessop as consulting engineer. Two resident engineers were also appointed. Matthew Davidson had responsibility for the area from Clachnaharry to Loch Ness, and John Telford that from Loch Lochy to Corpach.
The Commissioners were given power by a further Act in 1804 to draw water from all lochs, rivers and springs within 5,000 yards of the canal. By 1818 Loch Ness and the canal's Eastern District were open to navigation. Vessels made 150 voyages in 1820, importing tar, oatmeal and coal, and exporting wool and timber. The canal was officially opened in October 1822. Finance was a continual problem however, to the extent that in 1839 the Commons Select Committee debated whether to reconstruct the canal, or close it.
Reconstruction was decided upon, starting in 1843 with a further cash injection from the Treasury. Hopes for a subsequent improvement of trade misguided however, as other markets and methods of communication cut into the canal's returns. In this context an Act of Parliament in 1857 enabled the Commissioners to erect piers along the line of the canal, and to levy pier dues. An icebreaker was also purchased, to minimise future stoppages for frost and ice.
In 1860 further Acts empowered the Commissioners to charge transit dues on all passengers travelling beyond Fort Augustus, to fix wharfage dues on all vessels using the basins, and to increase other tolls and charges. The period leading up to World War One saw a further mixture of falling revenue and government subsidy. Much of the financial difficulty was due to the cost of repair work and reconstruction. In 1919, an Act transferred control of the canal to the newly formed Ministry of Transport. The Commissioners made their final report in 1920, blaming increased competition from railways for poor goods and passenger traffic returns.
Control passed to the British Transport Commission upon nationalisation in 1948. Steamer trips had by this time been discontinued, the canal being mainly used by fishing vessels and small cargo boats. By now it was also becoming apparent that the slowness of the hand operated locks was proving time consuming for users. With this in mind, in 1960 the Commission proposed a scheme for mechanisation of the locks. This project was inaugurated in 1963 through the newly mechanised locks at Muirtown, as the new British Waterways Board took control of the canal. The aim was to have 13 of the 29 locks mechanised by the end of the year.
In 1964 a 30-year agreement was signed with Wiggins, Teape & Company for enlargement of the basin at Corpach, to receive up to 100,000 tons of raw material a year for the pulp mill the company was building there. This work was completed, and the canal reopened, in April 1965. The canal was chiefly used in this period by fishing vessels and yachts, with a limited trade in raw materials such as grain, coal, oil and salt. Pleasure cruises also took off, thanks to a renewed interest in the Loch Ness Monster. By 1968 all the canal locks except the two at Gairlochy had been mechanised. All locks are now mechanised. Yachts and fishing boats form the bulk of the traffic, with a small amount of cargo vessels. The paper mill has now closed. |