text:
The Environment, Transport and Regional Affairs Committee has agreed to the following Report:-
1. The inland waterways of the UK are a unique, and until very recently undervalued, resource. They were a vital part of industrial revolution, but following the development of the rail network, their industrial role waned. Dramatic changes in the economic structure of the UK and in the location of industry mean that they are unlikely to play such a significant role again. Nevertheless, inland waterways are now increasingly important in other roles: urban regeneration, leisure and as a sanctuary for wildlife. "There is enormous affection amongst the British public for the waterways".[3] They are an important public asset which can be used and enjoyed by all.
2. The Government published Waterways for Tomorrow in June 2000 as a 'daughter document' to its Integrated Transport White Paper. This was the first policy document issued by a Government on the subject for many years. It seeks to "promote the inland waterways, encouraging a modern, integrated and sustainable approach to their use".[4] The document sets out the Government's view that the myriad uses of the waterways are complementary and it is possible to accommodate them all.
3. Following the publication of Waterways for Tomorrow, the Committee resolved to hold an inquiry to determine whether its objectives were appropriate and whether the structures in place were adequate to achieve a balance of uses. We called for evidence addressing the following issues:
4. In response, we received 77 memoranda and took oral evidence from 15 organisations over three sessions. We appointed John Hume and Professor James McConville as specialist advisers and are grateful for their advice and assistance. In our Report, we consider the main roles of the waterways (freight, regeneration, environment and leisure) and look at the need to reform the current organisational structure and planning and legislative frameworks.
5. There are over 5,000 kilometres of fully navigable inland waterways in England and Wales.[5] These are managed by many navigation authorities, the largest being British Waterways, the Environment Agency and the Broads Authority. A key issue for the inquiry was that the waterways fulfil many purposes. They are of considerable general amenity value and can be an important focus for urban regeneration, a haven for wildlife and a means for transporting freight. We were concerned that this wide range of uses should be reflected in the aims and activities of the organisations responsible for the waterways.
6. Our inquiry examined issues relating to both tidal and non-tidal rivers and canals. We did not examine short sea shipping in any great detail, but recognise that the two modes are closely linked with many ships using both the inland waterways system and coastal and deep sea zones.[6] Following the recent publication of the Ports White Paper we are currently examining these issues in the Transport Sub-committee.
7. Freight carried on the inland waterways has been in relative decline for many years and now accounts for less than 1 per cent of all freight moved domestically in Great Britain.[7] Only 0.2 billion tonne-kilometres of freight were moved via inland waterways in Great Britain during 1998, compared with a figure of 64.3 for Germany.[8] This can be explained by the fact that the UK canal system, unlike its European counterparts, comprises mainly 'narrow gauge' canals. While important resources for leisure, recreation and as an environmental asset, these are unable to accommodate the larger craft required to transport modern freight cargo. Instead, freight is now largely a matter for major rivers and the larger canals, such as the Manchester Ship Canal and the Aire And Calder Navigation.
8. While there is little likelihood of an expansion of freight on the narrow canals, there are significant opportunities to increase freight on the larger waterways. The freight operators, in particular, were relatively bullish about the potential.[9] For example, Mr Lowe of Humber Barges told us that "without trying at all, our company has identified half a million tonnes per annum that we think we could lift from road onto water. As an example, our local waterway, the Aire & Calder Navigation, could quite easily take 2,000 lorries a day off the adjacent roads, which include the M62".[10] The Commercial Boat Owners Association was similarly upbeat about prospects for the industry: "there is a busy future ahead for us as more and more large companies take an interest in the benefits of water transport ... the government needs to take a leap of faith and actively encourage industry back to the waterside".[11] British Waterways was also relatively optimistic, telling us that it should be possible to more than double the amount of freight carried on the inland waterways in five years, through moving more waste, recyclable materials, aggregates and construction materials by water.[12]
9. It should be said that other witnesses were more cautious, arguing that only a marginal shift was possible.[13] However, even if the waterways' contribution to overall freight carriage is marginal, the effects on a local environment may be significant.[14] For example, we heard that the debris produced by the construction of a new marina at Newark was being removed by water, saving 30 lorry movements to and from the site every day.[15] The Royal Town Planning Institute also illustrated the local benefits, by referring to the transfer of grain from Seaforth to Old Trafford via the Manchester Ship Canal, which was saving 5,000 extra lorry trips between Merseyside and Greater Manchester.[16]
10. In addition to local advantages, there are far reaching environmental benefits. Water transport is relatively energy efficient and is therefore more sustainable than road haulage.[17] Mr Worsford of the University of Westminster told us that " ships are an extremely energy efficient means of transporting goods, far outstripping both air and road transport in the relation between energy consumption and the volume of freight carried".[18]
11. There is a strong case for attracting more freight onto the inland waterways, and the potential to do so. However, there are also considerable barriers. Probably the most fundamental hurdle is that most producers and consumers do not even consider transporting freight by inland waterways as a possible option. They prefer to receive 'just in time' deliveries by road.[19] Most industrial developments are now located in close proximity to the road network, with little consideration being given to the possibilities of utilising the inland waterways for deliveries. Witnesses expressed their frustration that many such opportunities were being missed and cited the example of the recent construction of a glass plant at Eggborough, Yorkshire, only 1.5 miles away from an operational canal (the Aire and Calder Navigation),[20] and gravel extraction activities being granted planning permission on sites adjacent to the River Severn, yet transporting all materials by road.[21] Given the increasing congestion on the roads and the aims of the Government's Integrated Transport Strategy, it would seem logical to locate appropriate industry next to alternative, more environmentally friendly forms of transport.[22] In addition, there are locations and industries where water transport would be a particularly suitable option. Witnesses put forward a number of practical suggestions to encourage this. For example, the Commercial Boat Operators Association suggested that planning consents for the extraction of waterside aggregates should be conditional on the operator's use of water transport.[23]
12. There are also physical constraints. The most significant, we were told, was the loss of wharves, terminals and associated infrastructure, often as a result of the development of waterside sites.[24] Developments in Birmingham, Leeds, Manchester and other cities have demonstrated the value of canals in kick-starting the regeneration of town and city centres. However, the freight operators told us that this trend could jeopardise their industry. Lafarge Redland Aggregates made the point strongly: "a culture has grown up, and is overtly encouraged by Waterways for Tomorrow, of redeveloping waterside sites for residential and business uses ... this is natural and is a reasonable policy where waterside freight use is inessential but is to be deplored where continued or increased freight use is in the public interest".[25] The Inland Waterways Association agreed, pointing out that "too much emphasis on regeneration could reduce longer-term potential of the waterways for transport".[26]
13. Other difficulties are less fundamental, but nevertheless represent a severe constraint on freight operations. Some locks and swing/lift bridges are not yet fully automated. Humber Barges told us that this meant that 24 hour access to some waterways was not possible. Further automation was needed, we were told, to facilitate the flow of traffic and to enable the waterways to be open for the passage of freight craft around the clock.[27] This would make water transport more competitive. Another difficulty we heard about was a lack of modern craft and trained crews.[28] As a result of the shortage of craft, "operators are even looking to the continent ... to find suitable vessels".[29]
14. Silting up causes other problems. Dr Rowlinson of London Guildhall University criticised British Waterways for neglecting the River Weaver, an off-shoot of the Manchester Ship Canal, and allowing it to silt up to the extent it could no longer accommodate large freight vessels. Dr Rowlinson told us that "the inability of coastal and shortsea vessels to load to their capacity in the Weaver not only forces up shipping costs but also leads to at least 15,000 extra road journeys on the restricted road system of Mid-Cheshire".[30] While these allegations were rejected by British Waterways,[31] Dr Rowlinson, in supplementary evidence, maintained that there was a problem, telling us that "it is evident that the deterioration in water levels in the River Weaver prevents vessels loading to their full capacity".[32] Again this makes waterborne transport a less attractive option: ships' inability to load to full capacity on the River Weaver would make any competitive advantage over road trunk haulage, marginal.[33] The Anglian Regional Flood Defence Committee told us that "dredging should be considered to facilitate the increase in waterborne freight on tidal rivers".[34] More use could be made of dredging in appropriate circumstances, but there are pitfalls and dredging should only be undertaken to 'designed depths'.
15. Finally, a number of financial constraints need to be addressed. In particular, witnesses told us about the issue of tolls charged for freight craft. Leisure craft are no longer charged tolls, on the British Waterways network at least, and instead pay a licence fee, generally on an annual basis. Freight craft, on the other hand, are generally charged per tonne and these tolls are typically twice that charged for access to the UK rail system.[35] Mr Lowe of Humber Barges described this as "an archaic system of charging".[36] The current arrangement creates two main problems. First, the existence of tolls makes the waterways even more uncompetitive compared to road and rail.[37] Secondly, it represents an administrative burden for freight companies. Mr Lowe illustrated this: "if somebody comes to us with, say, 200 tonnes of steel from A to B, we have to ring up somebody in British Waterways, negotiate a toll; that person has to refer to somebody else; they may be on holiday and cannot get back to us for three weeks and so on ... It is ridiculous that, for example, at the moment, if we want to go up the Aire Calder Navigation on a Sunday, we have to give notice by the Friday. What road haulier would have to do that?"[38] The burden falls particularly heavily on those companies operating across a number of navigation authorities. Dr Hilling of the European River Sea Transport Union (ERSTU) told us that "there are cases where barges move from one waterway to another and would be subject to two quite separate lots of tolls". [39]
16. The most obvious solution would be to abolish tolls and replace them with an annual licence fee. This route was recommended by a number of witnesses.[40] At the same time, Rolandon Securities told us that: "as the navigation authorities are commercial enterprises ... they will need incentives to provide and improve the waterway track and facilities".[41] This could be achieved under a reformed Freight Facilities Grant,[42] which we discuss below.
17. Above and beyond the administrative difficulties caused by tolls, there will be a continuing need to subsidise and support freight operations, if the Government is to achieve its objective to "encourage the transfer of freight from roads to water-borne transport where this is practical, economic and environmentally desirable".[43] There is, without doubt, considerable potential to do so on selected inland waterways, but the difficulties are such that a switch will not be achieved unless the Government is prepared to offer more encouragement and investment. At present, it does this through Freight Facilities Grants which are available towards the capital cost of rail and waterways freight equipment in cases where the traffic would otherwise have gone by road. While take-up has been poor in previous years, the number of grants has increased, from one in 1983 to nine in 1999. Monies granted in 1999-2000 amounted to £37.4m, of which 36 per cent went to waterways projects.[44] Witnesses reported that the grants provided "valuable help in increasing waterborne freight",[45] and in some cases had had significant local impacts in reducing lorry journeys,[46] although we also received some criticisms of the scheme.[47] Improvements have been proposed in Waterways for Tomorrow to extend the scheme to coastal and short sea shipping; to allow the payment of grant for non-capital as well as capital costs; and to allow grant to be paid to shipping companies, ports, consignors, consignees and navigation authorities (rather than only operators as is currently the case).[48] These proposals should be implemented at an early date. In particular, we recommend that Freight Facilities Grants be extended to assist navigation authorities in providing and improving the waterway 'track' and associated facilities, and to offer financial support to freight operators in modernising their fleets. We further recommend:
18. We recognise that these proposals would remove more freight from the roads and would be perceived as another threat to the road haulage industry. However, reducing lorry trips has significant environmental benefits, including a reduction in congestion and energy consumption, and for this reason we support a transfer of freight to water.
Urban regeneration
19. The transformation of some major cities in recent years has been impressive. In many city centres the waterways have played a pivotal role, providing a focal point for the attraction of residential, leisure and commercial uses to hitherto derelict buildings and wasteland.[49] John Nicholls of the East Midlands Regional Development Agency told us "water can provide a key, uplifting ingredient in physical regeneration projects".[50] Imaginative use is being made of a previously neglected resource: we were told that canals had been "liabilities waiting to be turned into assets".[51]
20. Waterways linked regeneration projects have resulted in a range of benefits for the towns and cities concerned. Birmingham city centre is perhaps the best known example of a derelict waterfront being transformed into a thriving area offering residential, commercial, industrial and leisure opportunities. Life has been attracted back into the city centre and this has been instrumental in securing "a greatly improved image of both the City and the canals themselves".[52] In addition, the Council estimated that more than 9,000 jobs have been generated by its most well known scheme, Brindleyplace.[53] Newark and Sherwood District Council told us that regeneration along the River Trent had resulted in many benefits, including the restoration and reuse of significant historic buildings, including, for example, the listed Kiln Warehouse, and the creation of "general commercial confidence" in a previously run down area.[54] The opportunity has also been taken to improve many aspects of the public realm, with the creation of two new parks and a new riverside walk.
21. Development of waterside sites for residential use has also proved to be effective in attracting people to live in previously abandoned city centres.[55] Councillor Stacey of Birmingham City Council told us that the city had become "one of these doughnut towns, where no-one lived in the middle and came in to work".[56] However, once the initially sceptical developers had been persuaded to include housing in their plans, "they were absolutely stunned by the response of the market".[57] The canal basin in Birmingham city centre is now a desirable, sought after, residential location. Housing has also been an important part of new developments in Newark where there is an integrated mixture of private sector and social housing provision.[58]
22. An important element of regeneration initiatives has been the reuse of heritage buildings. Many industrial buildings and warehouses were built alongside the canals in the 19th century, but a large proportion fell into disuse following the decline in canal use. Fortunately, efforts to regenerate the waterways have recognised the potential of these important buildings, and have included them in their plans, often developing imaginative proposals for their reuse.[59] This, in our view, is one of the most valuable by-products of the regeneration of city centre waterways. It is all the more important in the context of Government policy to recycle brownfield sites and existing buildings, and to curb building on greenfield land.
23. However, despite many successes, problems still exist in securing regeneration. Witnesses told us about a number of barriers such as fragmented land ownership, bad neighbour uses and difficulty in securing the involvement of the private sector.[60] Moreover, there can be negative consequences attached to regeneration projects alongside waterways. In particular, we were told about the consequences for freight and other industrial activity along inland waterways and effects on public access.
24. We have already discussed, at paragraph 12 above, the consequences for the freight industry of the loss of wharves and other infrastructure. A more insidious effect may be a gradual exclusion of the public from rivers and canals. Thamesbank, a community-led organisation promoting sustainable regeneration, told us about its experience along the Thames. There, the group argued, too many riverside sites have been granted planning permission for expensive private housing by local authorities "under pressure to support developments that increase council tax income".[61] This was having adverse effects on industry and restricting public access to the river. Thamesbank told us about "the removal of steps and public slipways along the river" and cited several examples where access to the River Thames was restricted or discouraged by landowners.[62] These effects-the loss of freight sites and restrictions to access-are problems not confined to the River Thames, and all waterways can be affected in this way.[63] It is imperative that efforts to regenerate the waterways continue, but partners must be careful to minimise the loss of wharfage, industry and public access. We recommend that local authorities safeguard and promote public access to the waterfront in new developments. We consider how enhanced protection can be achieved through the planning system at paragraphs 17 and 60-63.
25. We also have some aesthetic concerns. The Government claims that "waterway improvements foster good design".[64] And the Royal Town Planning Institute told us that regeneration has been "further enhanced by the presence of redundant waterside buildings of some character ... which have been available for conversion into new homes or offices or other uses".[65] While there are certainly examples of good practice and there have been improvements in recent years, the design of some riverside developments has been poor and inappropriate for their location.[66] We recommend that historic buildings by waterways should be carefully conserved and substantial alteration of exteriors avoided if these buildings are to play their full role in regeneration. British Waterways and other owners of such properties should liaise formally with English Heritage and the Department of Culture, Media and Sport on good practice. The good practice guide being prepared by the Inland Waterways Amenity Advisory Council on behalf of the Department of the Environment, Transport and the Regions should address this issue. We also commend the development of historic buildings by the waterside as a particularly appropriate vehicle for lottery funding.
26. British Waterways is a key player in urban regeneration along waterways and has achieved significant successes in this area. It works in partnership with local authorities, regional development agencies, private developers and others[67]and has been involved with some 25 major projects over the last 12 years. We heard that it was "a strong, willing partner"[68] in the regeneration of the River Trent at Newark. However, despite many successes, we received evidence of some difficulties, produced in large part by the organisation's statutory and financial framework, which impeded its effectiveness as a partner in urban regeneration schemes.
27. British Waterways was created by the Transport Act 1962, but its statutory remit was radically restructured and set out in the Transport Act 1968. Subsequent private Acts[69] made minor alterations. The legislation established a classification of the waterways into commercial, leisure and 'remainder' waterways. A problem arises with respect to the latter, where British Waterways can legally only spend money to make them safe and to protect amenity. Birmingham City Council and other witnesses told us they were frustrated by these limitations. In Birmingham, where most of the waterways are classified as 'remainder,' the City Council told us that British Waterways was constrained in supporting the maintenance of public realm elements of canals such as tow paths.[70] The Inland Waterways Association also claimed that the current provisions were "absurd and entirely inappropriate" and argued that "they provide a mix of unsuited regulation and red tape that only serves to impede proper modern day operation and development".[71] While in practice, British Waterways is often able to 'get round' restrictions on its activities,[72] there is a need to reform the legislation. We deal with this at paragraph 64.
28. Urban and rural regeneration should be one of British Waterways' top priorities. Not only should the organisation have greater flexibility to undertake improvements along all waterways, but it should actively be encouraged by legislation to do so. We therefore recommend that the Government introduce a duty on British Waterways to facilitate urban regeneration.
29. We now turn to British Waterways' financial framework. One of the key contributions British Waterways brings to urban regeneration is a substantial property portfolio, which was inherited from the British Transport Commission in 1962. Today its non-operational assets alone are worth over £247.7 million.[73] In addition, it owns many important ransom strips.[74] The Department of the Environment, Transport and the Regions (DETR) requires British Waterways to maximise the development potential and prospective public sector returns from canalside opportunities. British Waterways' current Financial Memorandum came into effect in June 2000 and requires that all proposed projects must be appraised in line with Treasury guidance".[75] This guidance[76] requires property to be disposed of at "the best possible overall return" and specifies that the required rate of return is per cent,[77] although this may be varied, depending on the type of project.[78] We were informed by British Waterways that it exercised flexibility in the interpretation of this guidance and that it was now policy to "accept much lower returns when it came to heritage [projects]".[79] However, we were concerned about criticisms levelled at British Waterways in connection with projects in Sowerby Bridge and Wakefield. Here the organisation was criticised by Regeneration through Heritage and others for an overly commercial approach to heritage-led projects and a failure to work properly in partnership with tenants and the respective local authorities.[80] British Waterways rejected these allegations, claiming that it had concerns regarding the viability of the Wakefield proposals and pointing out that it has an excellent track record in establishing and maintaining partnerships to deliver sustainable development.[81] We visited both sites[82] and while we do not wish to pronounce on individual cases, we are worried that British Waterways at times interprets its brief in a narrowly commercial way and that the flexibility it claims as a policy has not been put into practice in all cases. We therefore recommend that British Waterways exercise more discretion in applying Treasury Guidelines to its project appraisals and that it formally adopt a policy whereby specified rates of return are applied more flexibly to heritage and other projects in the public good.
30. There is clearly, also, a role for the Government. We accept Lord Whitty's point that "for public accountability and other reasons we need to have an indicative rate of return on the commercial operation of every public body".[83] However, it is Government policy that "the maximisation of receipts should not be the overriding objective in heritage disposals."[84] The Department for Culture, Media and Sport (DCMS) has produced guidance, The Disposal of Historic Buildings, to implement this policy which advises that "the most appropriate long-term use for a historic building ... may not be the use which generates the optimum financial return".[85] Unfortunately, this policy position does not have appeared to have filtered down to British Waterways, and particularly not to local staff, and we were surprised that the organisation's Financial Memorandum makes no mention of the DCMS guidance. This is all the more incongruous given how many buildings in British Waterways' ownership are of historic value. We consider it important that Government policy in respect of historic buildings is not sidelined and therefore recommend that British Waterways' Financial Memorandum be revised, in consultation with HM Treasury, to include a reference to the DCMS guidance as well as Treasury guidelines. In addition, the Government needs to make it clearer that " per cent is an indicative return".[86] We therefore recommend that the Treasury communicate to British Waterways and other bodies that the standard rate of return of per cent does not have to be achieved by those projects where other significant wider public benefits, including the conservation of heritage buildings, will accrue.
31. Another constraint on British Waterways' activities is the set of rules relating to borrowing. Section 1 of the Transport Act 1962 makes provision for British Waterways to borrow finance, from the National Loans Fund. However, in practice British Waterways is discouraged from doing so by the Treasury. The organisation is not allowed to borrow money on commercial markets and, as a result, funds its investments through the proceeds of sales of assets. Dr Fletcher, the chief executive of British Waterways, told us that "we have constraints under public sector borrowing and it is not possible for us to borrow money to buy that canal company. Therefore the Waterways Trust, being a non-public body, can do so, have done so, and they have then sub-contracted the repair and maintenance of the waterways to British Waterways".[87] We recommend that British Waterways be allowed to raise capital on the commercial markets to finance acquisitions and developments with a medium to long term probability of reducing annual revenue funding through DETR. Such borrowing should be subject to Ministerial approval for loans above a designated threshold, as is the case for borrowing by the Post Office.
32. The inland waterways are an important environmental and ecological resource, performing a number of functions, ranging from encouraging biodiversity to land drainage. In built-up urban areas, they can be particularly valuable, providing a sanctuary for many species, some rare and protected, and access to an area of greenspace and the natural environment for city dwellers. The rich flora and fauna are of educational, recreational and amenity value and contribute significantly, for example, to the enjoyment of canal walkers. The Royal Society for the Protection of Birds told us that:
33. However, the system is "ultimately fragile and irreplaceable"[89] and there is a real danger that nature conservation aims are compromised by the many other activities accommodated on the waterways. Witnesses told us that great care would have to be taken to ensure that the proposals contained in Waterways for Tomorrow would not put the environment and wildlife at risk.[90]
34. The inappropriate use of boats and canal restoration programmes were of particular concern. Boat wash and the creation of turbidity, marinas and water pollution can damage wildlife in a whole host of ways.[91] Witnesses were worried about the potential conflict between nature conservation and restoration projects. English Nature wrote that even designated Sites of Special Scientific Interest, which represent only 1 per cent of the national network, had been damaged by canal restoration activity.[92] This is all the more worrying since, as English Nature told us, there are 76 canal restoration schemes potentially in the pipeline.[93] The Government's view is that it is possible to accommodate all uses on the waterways, and that it is down to the navigation authorities to achieve a sustainable balance.[94] The DETR wrote that "it is important to ensure that nature conservation and navigation interests are reconciled, especially when disused waterways are being restored"[95] and this was widely accepted. It is clear that the value of the waterways very much relies on a high quality environment.[96]
35. The maintenance of high environmental standards and the promotion of nature conservation in and along waterways must be an important priority. We recommend that nature conservation priorities should be formally designed into restoration projects at an early stage. British Waterways and the Environment Agency have developed new techniques for bank protection which avoid hard edges, and encourage biodiversity: these should be applied both to canal restoration works and to sections of canal inappropriately treated in the past. These approaches should be agreed with English Nature, and where possible applied on independent navigations. We also recommend that the granting of lottery and other funding for canal restoration schemes should be conditional on adequate safeguards being built in at project planning stage to protect and enhance biodiversity.
36. As mentioned above, the Government puts considerable faith in the ability of the navigation authorities to resolve conflicts between competing uses of the waterways. However, we heard that the performance of navigation authorities in respect of environmental standards was very variable. The National Association of Fisheries and Angling Consultatives told us that "navigation authorities are not as sensitive to environmental issues as they should be".[97] This, we were told, is a particular problem with those waterways managed by smaller navigation authorities. British Waterways is required by the Government to operate and maintain waterways to high environmental and maintenance standards,[98] and the Environment Agency and Broads Authority have similar statutory obligations. These three authorities have published minimum environmental standards and, according to the Wildlife Trusts, have made "enormous strides recently".[99] However, the statutory duties and minimum environmental standards do not apply to the 30 or so smaller navigation authorities.[100] This is a potentially serious problem since these authorities manage around a quarter of all waterways.[101] The Wildlife Trusts argued that "all the other authorities need in some way bringing into line" and called for a single set of minimum environmental standards to be established.[102] This is, of course, not a situation which has arisen as a result of mindful neglect on the part of the smaller authorities. As Mr Holroyde of the Upper Avon Navigation Trust told us, many of these organisations operate on a shoestring budget, and are run by volunteers. He wrote:
37. Notwithstanding this, it is essential that greater consistency is introduced and we therefore recommend that all navigation authorities, co-ordinated by the Association of Inland Navigation Authorities, sign up to minimum environmental standards. These should be agreed to and monitored by English Nature. We recognise that additional costs will be involved in such a move and recommend that the Government make grant in aid available to the smaller navigation authorities to implement improved environmental standards.
38. The waterways also provide opportunities for water transfer, but the evidence we received was divided on its merits. Some witnesses considered it offered opportunities.[104] However the environmental groups, and even Water UK, which represents the water industry,[105] were more cautious.[106] The Wildlife Trusts and the Friends of Tring Reservoir, for example, were concerned about the spread of alien invasive species, parasites and disease, and the resulting risks for the character of inland waterways and for habitats and wildlife.[107] We heard that the Government, through Partnerships UK, has lent its support to the concept of establishing a national watergrid.[108] We were disturbed that these plans were not mentioned in the evidence given by British Waterways nor Lord Whitty shortly before their announcement, and have some concerns about this venture being embraced without proper regard to its environmental consequences. We therefore recommend that any projects to encourage water transfer should be carefully monitored to ensure that they do not have adverse impacts on the environment.
39. Only a relatively small part of the inland waterways system is used for freight. Leisure boating is far more popular. According to the Institute of Leisure and Amenity Management, over two million boats are owned privately and a third of all leisure cruising is on inland waterways.[109] Apart from providing recreational opportunities, leisure boating can also have significant economic benefits. The Institute told us that boaters "generate a large amount of additional spend using local chandlers, pubs and restaurants and marine facilities for fuel and maintenance".[110]
40. This group appears to receive very good value from the waterways system. Leisure activities contribute only 15 per cent of British Waterways' revenue[111] (through craft and angling licences, moorings, etc), but that sector arguably derives the most direct benefit from the organisation's activities. The National Association of Fisheries & Angling Consultatives told us that most of the £64.5 million funding allocated to British Waterways and the Environment Agency for navigation activities is "required to maintain the waterways in a fully navigable condition, but receipts from the chief beneficiaries-boat users-amount only to about £12 million".[112]
41. We considered whether British Waterways funding needed to be adjusted so that leisure users contributed more to the upkeep of the system. We put this point to a number of witnesses, who argued strongly that in fact the money spent on the waterways benefited a far wider group than just those involved in formal leisure pursuits on the waterways. They also made the point that it would be difficult to charge all of those who benefit. The Inland Waterways Association told us:
This was also the view of the Inland Waterways Amenity Advisory Council (IWAAC) which argued that money invested in waterway restoration is "money well spent"[114] and that "it would be difficult for leisure boating users to pay a higher percentage of the costs of running the waterways because they are an ageing population, as we see it, and the costs are going up".[115] We agree that it is not feasible to substantially increase the contribution from boaters and other leisure users.
42. Furthermore we were told that "the presence of boats bring waterways alive"[116] and is one of the main reasons waterside sites are attractive for residential and office use. Mr Dean told us "the movement of craft keeps [waterways] alive, especially on the canals where otherwise the water becomes stagnant and clogged with weed and/or litter. Frequent use and the presence of boaters offer free supervision and cuts down vandalism".[117]
43. Witnesses were concerned that the numbers involved in boating were reducing and the population was ageing.[118] Several suggested that boating was now the preserve of middle aged, middle class people, and that it had become increasingly difficult for the less well off to participate.[119] The hobby is expensive when capital costs, the licence fee and the cost of moorings are taken into account.[120] The Royal Yachting Association argued that "new ways should be found of encouraging the participation of a broader age range".[121]
44. Another issue raised in the evidence was boat safety. The boat safety scheme was introduced through private legislation in 1995[122] and in 1997 became a mandatory requirement for those craft wishing to traverse waterways run by British Waterways and the Environment Agency. While the majority of boat owners have complied with the legislation, the scheme has been contentious and has met with a degree of resistance. Some witnesses criticised the cost implications of the scheme, saying it was "onerous, in financial terms"[123] and blamed it for "driving people off the water".[124] The scheme is currently under review by an independent working party. We welcome its interim conclusions and recommendations.[125]
45. Leisure boating appears to be the present raison d'être of the canal system. However, while highly visible, the leisure boaters represent only a tiny fraction of the people who use the waterways for recreational purposes. Other activities include walking, cycling, bird-watching, angling and canoeing. Large numbers undertake informal activities-in particular walking on tow-paths-along the waterways. These pursuits have a number of advantages. First, "quiet enjoyment"[126] of the waterways does not pose any threat to habitats and their biodiversity. Secondly, the waterways are important as green lungs, particularly within urban areas, providing access to the countryside and car-free routes to work and school. We consider the issue of walking in cities to be of great importance and will be reporting on it later. Thirdly, such activities are accessible to all, and can be important in alleviating the effects of social exclusion.[127] We heard about a number of programmes offering opportunities for disadvantaged groups including ethnic minorities, special needs groups and ex-offenders, for example, to enjoy the waterways.[128] Such programmes can have a significant effect on the quality of life.
46. Angling, we were told, is a very popular sport,[129] which, since entry costs are relatively low, also has the benefit of being accessible to a wide cross-section of society. However, the navigation authorities were criticised for not welcoming anglers and for failing to manage conflicts of use on the waterways.[130] For example, some expressed concern about the removal of the close season for coarse fishing on non-SSSI canals.[131] Canoeing is another 'quiet' activity which is generally accepted by environmental organisations as compatible with protecting biodiversity, and is a sport that can be "practised by all regardless of age, sex, race or ability".[132] We received several submissions from canoeing organisations.[133] We are sympathetic to their concerns, but many of the points they made were relevant mainly to non-navigable rivers, which have not been a focus for this inquiry.
47. There is a fairly high 'minimum' level of maintenance required to keep the waterways in working order; and we were told about the backlog of investment which both British Waterways and the Environment Agency was trying to catch up on.[134] These needs should not be neglected. However, it is important that the requirements of all users be taken into account. The waterways, as public assets, should be for everyone. British Waterways makes substantial sums from the management of its portfolio, a major public asset. It must therefore ensure that its expenditure properly serves the interests of the wider community, particularly in the context of a shrinking boating population. We therefore recommend that British Waterways continue with its work of upgrading the canal system for the benefit of boaters, but that it needs to ensure that more is spent on projects which benefit a wider community including improvements to: tow-paths; access points to tow-paths and the waterways; and, where appropriate, cycleways.
48. The inland waterways in Britain are owned and managed, largely for historic reasons, by a confusingly large number of individuals and organisations. We received a substantial amount of evidence on the structure of navigation authorities. The DETR explained the current arrangements:
49. Witnesses told us that this rather untidy and fragmented system caused various problems. Specifically, two main difficulties arose. First, we were told, there were simply too many navigation authorities. The Inland Waterways Amenity Advisory Council told us that "the need to deal with a multiplicity of authorities on regulatory matters such as licensing ... causes confusion and frustration for users".[136] Apart from a lack of consistency in both environmental and maintenance standards (referred to in paragraphs 36-37 above), the structure resulted, we were told, in bureaucratic and administrative problems, it was not economic and was impeding the system's future development.[137] Mr Lowe of Humber Barges told us that "some heads need knocking together".[138] Secondly, no mechanism exists to resolve conflicts. As mentioned above in paragraphs 34 and 36, the Government puts its faith in the individual navigation authorities to secure a balance of use on the waterways. However, many witnesses claimed that this was not working and called for an over-arching structure to ensure that the interests of all users across the waterways were taken into account. They also called for a more co-ordinated management structure for the waterways of England and Wales.
50. Witnesses were particularly concerned about the division of responsibility between the two largest navigation authorities, British Waterways and the Environment Agency. Broadly speaking, the Environment Agency has navigational responsibility for rivers and British Waterways owns and is responsible for canals and part-canalised rivers.[139] DETR summed up their respective roles as follows:
The issue of the appropriate division of responsibility between the two organisations has been live for some time. Neither agency seemed to want to give up its navigation responsibilities.[141] In evidence, British Waterways made an overt bid to take over responsibility for all waterways, arguing that "fragmentation ... has been a disincentive to the realisation of the full potential of the inland waterways".[142] The Environment Agency strongly defended its role, and put forward a number of arguments to support its case. We look in turn at the relative merits of the two main options: the status quo and transferring the Environment Agency's navigation responsibilities to British Waterways.
51. Two key arguments were put forward in support of the Environment Agency. The Agency's main line of defence was an environmental one. It, and other witnesses, argued that a unique approach to the management of rivers was essential since they were more fragile and complex environments than canals.[143] Its integrated approach to managing the water bodies in its care takes into consideration all uses and their impact and is called 'integrated river basin management'.[144] This technique, the argument goes, could not readily be assumed by British Waterways. Dr Mance of the Environment Agency told us that such an approach was particularly important for those rivers which were intensively used, such as the Thames. He argued that removing one activity-navigation-from the chain of command would introduce operational difficulties, and would be especially risky at critical times on fast-reacting rivers.[145] During such episodes, the Environment Agency told us "the presence of two bodies has the potential to affect the speed with which responses can be put in place and also requires river users to deal with an additional party for river navigation and recreation advice".[146] The second argument put forward was a financial one. The Environment Agency argued very strongly that economies of scale were achieved by combining the navigation and flood defence roles in a single body. In short, staff undertake flood control duties in the winter and manage rivers for navigation purposes in the summer. The Agency argued that this was cost effective: "costs can be shared where staff work on flood defence in the winter and as lock-keepers in the summer. On rivers where the Agency does not manage navigation directly, these efficiencies do not apply".[147] The Kent Local Flood Defence Committee illustrated the budgetary benefits of the arrangement: "navigation staff are part of the Agency's Emergency Work Force which is the minimum number of retained employees needed to respond in the first twenty four hours of a one in ten year flood event (known as the Noble number)".[148]
52. On the other hand, British Waterways told us "we believe in order to maximise the potential benefits identified in Waterways for Tomorrow, it would be advantageous to transfer the navigation responsibilities of the Environment Agency to British Waterways".[149] Its key argument is that the Environment Agency's dual role with respect to rivers is problematic and that its "proper remit" is as a powerful regulator.[150] A number of witnesses raised concerns about a conflict of interest, as explained by the Association of Waterways Cruising Clubs:
However, no one was able to offer specific instances of where this alleged conflict arose, or created problems.
53. Secondly, British Waterways argued that it could do the job as well as, or better than, the Environment Agency.[152] Specifically, it claimed that it has more than enough experience in river basin management and in flood control[153] and would be able to take on the navigation role for the rivers currently with the Environment Agency. Finally, the organisation suggested that a number of benefits would accrue from such a move, and told us that "we could advance what is implied by the Government White Paper, Waterways for Tomorrow, at quite a pace".[154] This is an ambitious claim. However, we are not sure what British Waterways would, or indeed should, do very much differently if it were put in charge of the navigation of the Environment Agency's rivers, particularly since it would not own much land alongside rivers. Much of what has been achieved over the last ten years or so, certainly in regeneration terms, British Waterways has done so by utilising canalside sites and buildings in its ownership.
54. We considered very seriously whether the Environment Agency's navigation responsibilities should be transferred to British Waterways. We note the arguments in favour of such a move but at the same time are impressed by the tremendous efforts which Environment Agency staff have made in respect of recent flooding. In addition, we received very little practical evidence to suggest that there were significant problems with the way in which the Environment Agency executed its navigation responsibilities. Equally, we received no evidence to suggest that where British Waterways manages rivers, problems arose, and we are not wholly convinced of the argument that the organisation would struggle with integrated river basin management. Those staff at British Waterways with responsibility for managing navigations such as the Ouse and Severn have considerable expertise in river-basin management for flood control as well as for navigation.
55. A number of witnesses complained that this issue had been under almost continuous review since the late 1980s,[155] and that this had created an environment of uncertainty for the Environment Agency and had diverted staff from the task in hand. Further upheaval is, in our view, undesirable. Moreover, we looked at the Collaboration Agreement, which was put in place in June 2000 to improve co-ordination of the two agencies' work, and heard that this is considered to be working well.[156] We agree with Lord Whitty that "we ought to give time for that [the collaboration agreement] to work".[157] We therefore recommend that navigation responsibility for waterways should remain as it is and that the Government should, in the latest quinquennial review of the Environment Agency, make it clear that this arrangement will stand for some years to come. It is essential that Environment Agency staff are now ensured of a degree of stability.
56. Nevertheless there are real problems which can arise from the confusing structure. There is a clear need for a more co-ordinated management of the waterways of England and Wales.[158] We considered witnesses' calls for the establishment of an 'over-arching authority' and recommend that a more formalised joint management arrangement should be put in place. Some witnesses thought that an existing body, such as IWAAC or AINA should take on such a role.[159] However, we are not convinced that this would be an appropriate way forward: the former organisation's value is in providing strategic advice and the latter's is as a voluntary trade association. It would be difficult, in their current form, for either organisation to effect practical changes on the waterways. Instead, we looked at the joint boards which have worked well for some local authority responsibilities, such as policing, water supply and transport, and consider they provide a useful model. We therefore recommend that a joint board be established composed of the three Government-funded waterways systems (British Waterways, the Environment Agency and the Broads Authority) together with representation from the minor navigation authorities. The board should be advised by a reformed Inland Waterways Amenity Advisory Council and should have the following objectives:
Its overall purpose should be to introduce harmonisation across the system, rather than standardisation.
57. While the board's remit could develop with time, we have, earlier in this report, identified a number of pressing issues. Its most immediate tasks should therefore be as follows:
58. We suggest that the membership of the joint board should comprise one executive and one non-executive member from each of British Waterways, the Environment Agency and the Broads Authority, together with two members of AINA's management committee who represent smaller navigation authorities. In addition, two or three nominees representing other interests, for example, users, should be nominated by the DETR, whose officials should also attend board meetings as observers. Chairmanship should be independent. The board may wish to form standing committees to perform short term reviews. Such a board could operate without significant increases in funding. However, the need for effective communication and transparency may make some limited additional administrative costs necessary.
59. The successful operation of the board would depend on DETR, as sponsoring department of the key authorities, making it clear to the major participants that they would be expected to make a success of it. It would also be dependent on no one navigation authority dominating its affairs. We suggest establishing the joint board, in the first instance, for a five year period, at which point its effectiveness would be reviewed. In addition, the board should report annually to its members and to ministers, with copies of the report to go to user groups, local authorities and other relevant agencies.
The planning system
60. The role of the planning system is of vital importance to the waterways. Problems have arisen in the past because for many years the waterways were a forgotten resource. Buildings turned their backs on them and as a result planning departments did not regard them as an asset. We were told of a myriad ways in which the planning system could be improved to make better use of the waterways, and to safeguard them from inappropriate development. For example, it could promote waterborne freight through encouraging the location of industry towards sites with water access and through increased protection for operational wharves.[160]
61. Some witnesses argued that there was a need for a dedicated Planning Policy Guidance note covering waterways.[161] The government's statutory advisor on waterways, the Inland Waterways Amenity Advisory Council, called for this,[162] although the Royal Town Planning Institute disagreed.[163] We are not convinced that a separate guidance note is required. Appendix 3 of the Government's Waterways for Tomorrow document provides a useful summary of each existing PPG note which is relevant to the waterways. In addition, the Department has commissioned IWAAC to prepare a good practice guide on this subject highlighting examples of good planning where waterways are involved. Instead, we recommend that waterways be taken into account in revisions of existing PPGs, particularly in relation to PPG13 and PPG17.
62. In addition, more could be achieved through Regional Planning Guidance.[164] The difficulties we referred to above-loss of wharfage and the squeezing out of waterside industry and public access-arise partly because of the linear nature of waterways. Loss of access to rivers or canals may occur because they flow through several local authority areas, with no single body responsible for planning issues along their length. Similarly, a lack of integrated planning can be responsible for unco-ordinated decisions about industrial waterside sites. There is no point, for example, in one authority promoting a site for freight, if sites at the route's destination, in another local authority area, have been disposed of for housing. Witnesses told us about cases where a freight site located in one authority had been lost, thus jeopardising freight activity along the whole waterway. In order to avoid this, development plans need to recognise the strategic nature of the waterways.[165] This could be achieved, according to the Environment Agency and other witnesses by strengthening PPG11,[166] which provides regional planning bodies with advice on the preparation, scope and content of Regional Planning Guidance.[167] However, the current PPG11 already establishes a framework, requiring Regional Planning Guidance to "provide a strategic steer on the role and future development of railways, airports, ports and inland waterways in the region".[168] In addition, since it was published only last year, a revision in the near future seems unlikely. The onus must therefore be on regional planning bodies: we recommend that they take more account of the linear and interconnected nature of the waterways in the production of Regional Planning Guidance. In practice, this would mean better strategic planning, avoiding the problems created in past by, for example, by road building and unco-ordinated planning consents.[169] The potential of inland waterways should also be taken into account by the Regional Development Agencies in preparing their Regional Strategies. Furthermore, local authorities should be using their Local Transport Plans to actively encourage freight transport onto appropriate inland waterways, and to use canal tow-paths to form part of walking routes.
63. A further problem is the threat posed to the disused waterways with potential for restoration by "ill considered"[170] road building schemes. We were very concerned to hear about the Lichfield and Hatherton Canals whose restoration has been jeopardised by the planned Birmingham Northern Relief Road. The bridges which form part of this road scheme have been designed so as to make future navigation of that waterway impossible.[171] Concerns about the restoration of waterways being handicapped in this way have been raised in the past by a number of commentators, including the Inland Waterways Amenity Advisory Council, which called for a revision in planning guidance.[172] The need for action now appears to have been accepted by the Government. In its policy document, Waterways for Tomorrow, the Government states it wants "to see new road and other development proposals take proper account of waterway restoration"[173] and accordingly has promised to "issue guidance on new road proposals which affect restoration projects".[174] This will be done through a revised PPG13, and through guidance to the Highways Agency on bridge and road design. We are concerned that a draft of PPG13 was published in October 1999 and a finalised version has still to be issued. This guidance must be issued at the earliest date, to ensure that any disused waterways can be fully restored. However, witnesses, including Lord Whitty, told us that this commitment had come too late to save the Lichfield and Hatherton Canals from the Birmingham Northern Relief Road.[175] This sadly represents a failure to properly join up Government policies and we are very disappointed that the Government appears to be "locked into that contract".[176] One witness, the British Marine Industries Federation, argued that it is still possible for the Government to "take retrospective action to influence the builders of the Birmingham Northern Relief Road to incorporate crossings at the design stage".[177] We therefore urge the Government to look again at this case and make every effort to require the developer to make alterations to the design of crossings, so as to safeguard the future of the Lichfield and Hatherton Canals.
64. We set out in paragraph 27 above the relevant legislation governing the waterways. Several witnesses questioned whether the existing framework served needs of society and called for updated legislation.[178] For example, the Inland Waterways Amenity Advisory Council told us that:
We agree that a revision of legislation is required and recommend that the Government introduce a Waterways Bill[180] which would:
Its overall purpose should be to introduce harmonisation across the system, rather than standardisation (paragraph 56).
3 IW53 Back
4 DETR, June 2000, Waterways for Tomorrow, p6 Back
5 DETR, June 2000, Waterways for Tomorrow, p12 Back
6 IW45 Back
7 IW04, IW57, para 22 Back
8 DETR, October 2000, Transport Statistics Great Britain 2000, p167 Back
9 IW10, IW11, IW13, IW63 Back
10 Q2 Back
11 IW63 Back
12 Q386 and see IW10 Back
13 IW16, IW23, IW66, Q465 Back
14 IW10, IW70 Back
15 IW74 Back
16 IW70, para 22 Back
17 IW04 and see IW19 Back
18 IW04, IW10 Back
19 IW04, see also IW10 Back
20 IW59, para 3.12 Back
21 IW19 Back
22 Mr McNamara of the Southampton Institute argued that local authorities should, in general, aim to direct the location of new industry towards sites with water access (IW60) Back
23 IW63 Back
24 Q470, IW13, para 10, IW29, IW32, IW69, IW63 Back
25 IW13, para 10 Back
26 IW29, see also IW69, IW63 Back
27 IW07 Back
28 IW63, IW69 Back
29 IW36 Back
30 IW20 Back
31 See QQ414, 418 Back
32 IW20A Back
33 IW20A Back
34 IW24 and see IW19 Back
35 IW07 Back
36 Q4 Back
37 IW11 Back
38 Q4 Back
39 Q34, see also QQ6, 7 Back
40 Q453, IW11, IW59 Back
41 IW59, para 7.2, see also IW07, IW59, Q4 Back
42 See Q453 Back
43 IW57 Back
44 Figures supplied by DETR Back
45 IW32 Back
46 IW20 Back
47 IW04, IW20, IW59 Back
48 DETR, June 2000, Waterways for Tomorrow, para 6.68, p43 and see IW57 Back
49 See, for example, IW06 Back
50 IW67 Back
51 IW76, para 2.1 Back
52 IW76, para 5.2 Back
53 IW76 Back
54 IW74, see also Q179 Back
55 Q186 Back
56 Q186 Back
57 Q186 Back
58 Q184 Back
59 IW70, para 9 Back
60 Q204, IW74 Back
61 IW75 Back
62 IW75 Back
63 See IW49, IW54, paras 5, 14, 15 Back
64 DETR, June 2000, Waterways for Tomorrow, p37 Back
65 IW70, para 9 Back
66 See IW19 Back
67 IW52, para 20 Back
68 Q210 Back
69 The British Waterways Acts 1971, 1983 and 1995 Back
70 IW76 and Q197 Back
71 IW29 Back
72 IW42a Back
73 British Waterways, Annual Report and Accounts 1999/2000, p42 Back
74 A 'ransom strip' is a small area of land owned by a third party which controls access to adjoining land Back
75 British Waterways Financial Memorandum, para54 Back
76 HM Treasury 'Appraisal and Evaluation in Central Government', otherwise known as 'the green book' Back
77 ie pre tax real discounted cash flow return on investment Back
78 eg the level of risk involved, whether private finance has been levered in, etc Back
79 Q374 Back
80 IW73, IW44 Back
81 IW52a, and see Q378, Q551 Back
82 See Annex Back
83 Q549 Back
84 Department for Culture, Media and Sport, June 1999, The Disposal of Historic Buildings, p17 Back
85 Department for Culture, Media and Sport, June 1999, The Disposal of Historic Buildings, p17 Back
86 Q549 Back
87 Q447 Back
88 IW56 Back
89 IW23 Back
90 IW09, IW51 Back
91 IW56 Back
92 IW38 Back
93 IW38, para 4.1 Back
94 IW57, para 29 Back
95 IW57, para 19 Back
96 IW28 Back
97 IW50, para 3.4 Back
98 Framework Document for British Waterways, February 1999 Back
99 QQ 113, 121, see also IW38 Back
100 IW38, para 3.1.8, Q113 Back
101 By length-see para 48 Back
102 Q114 Back
103 IW23b Back
104 IW23, IW42, para 16 Back
105 IW41 Back
106 IW51 Back
107 IW09, IW28, para2 4. & 4.9 Back
108 The Scotsman, 3/01/01, Ministers test the water for canal supplies Back
109 IW16 Back
110 IW16 Back
111 As a percentage of total direct income (ie excluding grant-in-aid). Source: British Waterways, Annual Report and Accounts, 1999-2000, p38 Back
112 IW50, para 4.1 Back
113 Q93 Back
114 IW42, para 26 Back
115 Q276 Back
116 IWW72 Back
117 IW06. See also IW29, IW53, IW72 Back
118 IW19, Q566 Back
119 IW19 Back
120 Q99 Back
121 IW33, para 3.2 Back
122 The British Waterways Act 1995 attached three conditions to licensing boats: that they must have third party insurance, must have a permanent mooring (or be 'continuously cruising') and must hold a boat safety certificate. This applies to all pleasure boats on all British Waterways canals. Back
123 Q284 Back
124 IW33, para 3.2 and see Q99 Back
125 Environment Agency Press Notice, 15 January, Navigation authorities accept boat safety scheme review team's interim recommendations Back
126 IW51 Back
127 IW16 Back
128 See submission by the Community Boats Association (IW54) Back
129 IW28, para 6.2 Back
130 IW50, para 6.1 Back
131 Q136, IW38, para 3.3 Back
132 IW25 Back
133 IW08, W25, IW40 Back
134 Q472 and see IW52, para 62, IW55, para 3.18 Back
135 IW57, para 6 Back
136 IW42, see also IW11 Back
137 DETR, June2000, Waterways for Tomorrow, para 5.1 Back
138 Q55 Back
139 Although, British Waterways does have responsibility for navigation on several rivers, including the Rivers Severn, Ure, Avon (from Hanham Lock to Bath) and the Ouse (Yorkshire) Back
140 IW57 Back
141 See IW46, IW52 Back
142 See paras 64-71, IW52 Back
143 IW15, IW21, IW22, IW24, IW27, IW28, IW30, IW35, IW46, IW56, IW61, IW69, Q143 Back
144 IW46, para2.4, IW24 Back
145 Q469, and see IW46, para 2.5 Back
146 IW46, para 2.5, see also Q49, IW12, IW77 Back
147 IW46, para 2.5. See also QQ488, 491 Back
148 IW22 Back
149 IW52, para 59, see also IW64, IW65 Back
150 IW52, para 66, see also IW42, IW50, IW55 Back
151 IW39 Back
152 See paras 67 & 6 of IW52 and IW52b Back
153 IW52B Back
154 Q388 Back
155 IW16, IW24, IW69, Q469 Back
156 QQ 383-466, Q469, IW15 Back
157 Q533 Back
158 IW55, para 3.25 Back
159 QQ152-154, IW39A Back
160 IW60 Back
161 Refs Back
162 See IW42 Back
163 IW70 Back
164 Q475 Back
165 see IW23, para 10 Back
166 DETR, October 2000, Planning Policy Guidance Note 11, Regional Planning Back
167 Q480, IW16, Appendix A1, IW70 Back
168 DETR, October 2000, Planning Policy Guidance Note 11, Regional Planning, p33 Back
169 See QQ166-171 Back
170 IW72 Back
171 The bridges planned as part of the construction of the Birmingham Northern Relief Road cross these canals leaving inadequate headroom for boats to pass. Back
172 IWAAC, 1998, Waterway Restoration Priorities Back
173 DETR, June 2000, Waterways for Tomorrow, para 6.51 Back
174 IW57, para 30 Back
175 IW72, QQ442-445, WWQQ541545 Back
176 Q541 Back
177 IW72 Back
178 See, for example, IW29a, IW55 Back
179 IW42a Back
180 Waterways is a devolved matter, so any change to current primary legislation would need to be passed by the Scottish Parliament. This could be dealt with in one of two ways. Either separate bills could be drafted for Scotland and for England and Wales; or the Scottish Parliament could pass a resolution requesting the UK Parliament to legislate for the UK as a whole. Back


text:
Public Health Preparedness: Strengthening CDC's Emergency Response
A CDC Report on Terrorism Preparedness and Emergency Response (TPER)-Funded Activities
Friday, January 16, 2009
CDC's Coordinating Office for Terrorism Preparedness and Emergency Response (COTPER) has released its inaugural report on CDC activities in public health emergency preparedness. The report, Public Health Preparedness: Strengthening CDC's Emergency Response, explains the key role CDC plays in preparing the public health infrastructure to respond effectively to all types of hazards, and provides an overview of the broad range of preparedness activities receiving Terrorism Preparedness and Emergency Response (TPER) funding. CDC accomplishments in preparedness are described. The report also details how CDC is addressing challenges to achieve its overarching public health preparedness goal: "People prepared for emerging health threats – people in all communities will be protected from infectious, occupational, environmental, and terrorist threats." The report is an important part of CDC's overall focus to demonstrate results, drive program improvements, and increase accountability for the country's investment in public health preparedness activities.
Key Findings (March 3, 2009)
This brochure presents key findings from the CDC report, Public Health Preparedness: Strengthening CDC's Emergency Response. The key findings summarize FY 2007 TPER-funded public health preparedness accomplishments and priorities as CDC continues to strive toward its preparedness goal.
- Page last reviewed: April 10, 2015
- Page last updated: April 10, 2015
- Content source:

subset: commoncrawl


text:
Air Baltic Corporation (BT)
Air Baltic Corporation is the #19 airline in our worldwide airline ranking.
Air Baltic Flight Delays and Flight Cancellations
On-Time Performance
Other Major CarriersCompared to other major European airlines, Air Baltic Corporation's on-time performance score is 9 out of 10.
|On-Time Performance
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Delayed or Cancelled Flight Routes with Air BalticAs only 0.32% of BT flights are heavily delayed or canceled, you're likely to arrive at your destination on time. However, there are some routes that are affected more often than others. Here is our list of Air Baltic Corporation's routes that are most frequently affected by flight disruptions:
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Claim processing
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Air Baltic Headquarters
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text:
Widows of War of 1812
Surviving in 1922
Forty-nine widows of soldiers who fought in the War of 1812 are still
alive — or were on Memorial day 1922.
This is one of the many astonishing and Interesting facts brought out by examination of the pension rolls. They are very old, these widows, and in the course of human events will not much longer be Uncle Sam's pensioners.
There were 71 in 1920 and 64 in 1921. And now there are 49. The oldest is one hundred and four and the youngest lady sixty two. Three are centenarians; eight are over ninety; 22 are octogenarians.; the remainder, with one exception, are over seventy.
Mrs. Elisabeth Riggles Tyler, 102 South Gary street. Baltimore, Md., is the oldest of this remarkable body of women. She is the widow of Private George W. Tyler of the Maryland militia. in the War of 1812 he was a seaman on one of the ships that participated in the battle of Fort McHenry, which inspired Francis Scott Key to write The Star-Spangled Banner. in the forties and fifties Tyler was the skipper of famous American clipper ships. He died in 1862, the commander of a Union supply ship, having thus served his country in two wars.
The husbands of these "1812 widows" served in the militias of 13 states, as follows:
Connecticut, 1, Georgia, 4; Kentucky, 1; Maryland, 4; Massachusetts, 2; Mississippi, 1; New Jersey, 1; New York, 5; North Carolina, 2; Ohio 2, South Carolina, 8; Tennessee, 2; Virginia, 15.
One was a midshipman on the U. S. S. Constitution ; one a seaman on the U. S. S. Comet; one a private in the U. S. Artillery; one a seaman on the U.S.S. President; one a private in the Seventh U. S. Infantry. These widows now live in 21 states, 10 of which were not in existence when their husbands fought for the Flag. The "baby" of the number, only sixty-two, and the youngest by 11 years, is Mrs. Arminia I. Anderson of Cedar Grove, Ga., the widow of Musician Robert Anderson of the South Carolina militia.
Several of these "1812 widows" are sprightly old ladles. Mrs. Matilda Showacre of New Market, Md., one hundred and one years, the widow of Private Showacre of the Maryland Militia, reads her Bible and newspaper every day, and goes about the house and climbs stairs with a cane. She has 2 children, 15 grandchildren, and 15 great-grandchildren.
There are 73 veterans of the Mexican war on Uncle Sam's pension rolls. What history these old fighting men have seen! They fought in a war when all the Union stood together, saw or took part in a war when the North and South fought each other, and in two later wars saw a reunited nation again battling under the Stars and Stripes against a foreign foe. Memories of nearly all this brilliant successes of the Mexican war are recalled by this roll—Vera Crux, Matamoras, Monterey, Palo Alta, Chapultepec, Buena Vista, Cerro Gordo, Contreras, Churubusco. Of these Mexican veterans all are ninety or over, except two, and they are past eighty-nine. The oldest of them, William Repseto of Cross Plains, Tenn., of the Third Tennessee volunteers is nearing his one hundred and second birthday, another has passed his ninety-eighth mile post,, seven have celebrated their ninety-seventh anniversary, five are more than ninety-six, another six are ninety-five, sixteen have seen ninety-four summers come and go, and there are fifteen in the ninety-three year class, seven are more than ninety-two and eight have passed the ninety-first mile- stone. The other five are all nearing the ninety-first mark. These veterans—mores' the pity!— will not be with us long. Already their average age is ninety-three and one- half years—more then 13 years above the average age of the "1812 widows" —which is a little over eighty-five. Those who have passed the ninety-three and one-half year average are:
source: The Library of Congress, "The Jasper News"
(Jasper, Mo.) 1898-1924, July 20, 1922. Submitted by J. Rice


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Fast Cash is located at 636 Us Highway 278 Byp E, Piedmont, AL. This business specializes in Cash & Check Advances.
Fast Cash can be found at E Highway 278 Byp 654. The following is offered: Cash & Check Advances. The entry is present with us since Sep 9, 2010 and was last updated on Nov 14, 2013. In Piedmont there are 1 other Cash & Check Advances. An overview can be found here.


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9 fun words you'll learn while watching Taiwanese Dramas
While watching Asian dramas, it's always fun to pick up phrases from other languages. Here are a few words that can be learned while watching Taiwanese Dramas! Let's take our examples from the drama Just You.
1. Yes (是的)
Even though I've been told there really isn't a universal word for "yes," I've heard "shì de" used to mean "yes," or something very similar.
2. No (不是)
The word "bú shì" is often used in dramas to mean "no."
3. Thank you (谢谢)
"Xiè xie nǐ" can be heard a remarkable number of times throughout Taiwanese dramas because everyone is usually so polite!
4. I'm sorry (对不起)
If you ever need to apologize for something, say "duìbùqǐ."
5. Hello (你好)
It's always good to know how to say hello! If you didn't already know, it's pronounced as "nǐhǎo."
6. Don't worry (别担心)
While comforting a friend, the phrase "bié dān xīn" may be used.
7. Cute (可爱)
Especially when you are with adorable puppies, the word "kěài" is very necessary to know!
8. Why? (为什么)
If you need to find out the reason for something, you can say "wèishénme."
9. Boss (老板)
This one is especially important in Just You. It is pronounced as "lǎobǎn."
Those are just a few words you can learn while watching Taiwanese dramas! What are your favorite phrases that you've learned while watching Asian dramas? Let us know in the comments section below!


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Unless specifically noted otherwise, the ABS plastic fittings on this page utilize a regular hub connection.
Q. "What is ABS pipe?"
A. Acrylonitrile Butadiene Styrene (ABS) pipe is mainly used for drain, waste, vent and sewage applications.
Q. "What do you mean by "street", "fitting" and "spigot" in the descriptions above?"
A. When used as part of a description of ABS fittings, all three terms have the same meaning: These 90's, tees and other adapters have one inlet/outlet that has the same diameter as the corresponding ABS pipe, so that the "street"/"fitting"/"spigot" end can be glued into a hub (socket) end of another fitting.
Q. "You have a few different types of 1/4 bends (90° elbows) listed. What do the different terms mean (long-sweep, low-heel, etc.)?"
A. A "long-sweep" 1/4-bend has a much more gradual bend to it than a regular 1/4-bend, and that gradual sweep helps guide a snake or auger around the 90-degree turn. A "vent" 1/4-bend is a very tight bend, which can be used in vent stacks for maneuverability, without compromising the air ventilation. A "low-heel" 1/4-bend is a unique fitting; its inlet and outlet both fit 3" pipe, but another 2" outlet protrudes from the bend to allow attachment of a 2" vent stack.
Q. "Beneath the 60-degree bends, you note that the fittings are uncommon. What makes them so unusual?"
A. 1/4 (90°) bends, 1/8 (45°) bends and 1/16 (22½°) bends are the usual elbows that are uniformly used in drainage plumbing. Because the terms "1/16 bend" and "1/6 bend" look similar, we wanted to differentiate between them since 1/6 (60°) bends are generally only used when the other, more-common angles won't work.
Q. "You also have a number of different types of tees listed. What do the different terms mean (san-tee, combi, etc.)?"
A. The side-branch of a "san-tee" has a slight curve to it, and is used for drainage with ventilation. A "combi" (aka, "combination tee-wye") is used on drain lines; the long sweep of its inlet branch allows for easier, safer augering. The "vent tees" can be used in a vent stack, and the "tapped cleanout/test tees" have threaded inlets that can be used as cleanouts (with a plug) or for testing purposes. A "two-way cleanout tee" is installed along a horizontal line; the side-inlet has a slight sweep in both directions, to allow for easier augering.
Q. "You list tees with multiple pipe sizes. How do I figure out the tees I need?"
A. A tee is always sized along the "run" (the straight part) of the fitting first, and the "branch" (the part that comes into the "run" from the side) is listed last. The first size in the description is always the largest, and is the end of the "run" that's at the bottom (drainage end) of the tee. A few examples: A 2" x 2" x 1-½" tee fits 2" pipe on both ends of the run, with a branch that fits 1-½" pipe; a 2" x 1-½" x 2" tee fits 2" pipe at the bottom (drainage) run-end of the tee, 1-½" pipe at the top (vent) run-end of the tee, and 2" pipe at the branch.
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Mealey's (August 17, 2015, 2:02 PM EDT) -- PITTSBURGH — A Pennsylvania federal judge on Aug. 12 denied a request by two insurance companies for relief from the judgment approving Pittsburgh Corning Corp.'s Chapter 11 plan of reorganization, finding that she lacks authority to grant the request and that new evidence relied on by the insurers of alleged fraud in the asbestos trust system does not show that the plan approval was procured by fraud. The next day, the insurers appealed the ruling (In re: Pittsburgh Corning Corporation, No. 00-22876, W.D. Pa. Bkcy. [Mt....
Judge Denies Insurers' Bid For Relief From Pittsburgh Corning's Plan Approval
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Christina Aguilera is adding her star power to an upcoming Michael Jackson tribute concert after agreeing to join her fellow The Voice mentor Cee Lo Green on the bill.
The King of Pop's mother, Katherine, is organising Michael Forever, The Tribute Concert, which will be held in the superstar's memory on 8 October (11) in Cardiff, Wales.
Cee Lo Green was the first big headliner to sign up for the gig and now Christina Aguilera has been announced as the latest act to join in the celebrations.
Music icon Smokey Robinson and British pop stars Leona Lewis and Craig David are also slated to perform at the event, alongside rockers Alien Ant Farm, who scored a hit with their punk cover of Jackson's Smooth Criminal.
A representative for promoters Global Live Events says of Christina Aguilera's involvement, "This announcement is just the beginning, we have many more to announce."
Katherine Jackson has also reportedly invited rap superstars Jay-Z and Kanye West to join the bill, in addition to R&B singer Usher.


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New International Version 1984 (NIV1984)
From BibleGateway.com:
23 I was appointed[a] from eternity,
from the beginning, before the world began.
24 When there were no oceans, I was given birth,
when there were no springs abounding with water;
25 before the mountains were settled in place,
before the hills, I was given birth,
26 before he made the earth or its fields
or any of the dust of the world.
27 I was there when he set the heavens in place,
when he marked out the horizon on the face of the deep,


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This page provides an overview of the chapter in my Magic Success Secrets ebook that shows how to exploit your hidden wisdom.
The chapter contains methods of using your subconscious mind that I have discovered through a long process of trial and error. For many people the subconscious is just a sleeping giant. However, after you use these methods to train your subconscious mind, it can solve tough problems, enhance creative work, and make difficult choices. It can even become your best friend.
You see, your subconscious has accumulated a large amount of knowledge and wisdom over your lifetime. It remembers everything that you have experienced, heard, observed, read, and thought. It can put this hidden wisdom to use in helping you to overcome obstacles and achieve your goals.
You can go to this topic on another page to see where to get the low-cost ebook.
Return from Exploit Your Hidden Wisdom to Success Secrets main page
Return from Exploit Your Hidden Wisdom to Home page


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Status: Closed
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Step inside a gift shop wonderland in the old Milton Freewater library. Every corner has a treasure from pillows and throws to lodge and country gifts...amazing cookie jars and novel Christmas ornaments. This...
Shangri La Salon & Boutique is located at 815 S Main St, Milton Freewater, OR. This business specializes in Beauty Salons.
Since 1988 the company has been providing Beauty Shops.


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Paul Neubauer
Violist Paul Neubauer's exceptional musicality and effortless playing distinguish him as one of his generation's quintessential artists. This season he gives the world premiere of a viola concerto by Aaron Jay Kernis with the St. Paul Chamber Orchestra, followed by performances with the Los Angeles Chamber Orchestra, the Chautauqua Symphony and the Idyllwild Arts Orchestra. He also performs in recital with pianist Anne-Marie McDermott, and in a trio with soprano Susanna Phillips, and McDermott, performing a wide range of repertoire including salon-style songs for voice, viola and piano. He can be seen performing salon music in Dark Side, a film released this season starring Edoardo Ballerini and Ali Ahn.
Appointed principal violist of the New York Philharmonic at age 21, Neubauer has appeared as soloist with over 100 orchestras including the New York, Los Angeles, Hong Kong and Helsinki philharmonics; National, St. Louis, Detroit, Dallas, San Francisco and Bournemouth symphonies; and Santa Cecilia, English Chamber and Beethovenhalle orchestras. Neubauer gave the world premiere of the revised Bartók Viola Concerto as well as concertos by Tower, Penderecki, Picker, Jacob, Lazarof, Suter, Müller-Siemens, Ott and Friedman.
A two-time Grammy nominee, he has recorded numerous pieces that were composed for him: Purple Rhapsody (for viola and orchestra) and Wild Purple (for solo viola) by Joan Tower; Viola Rhapsody, a concerto by Henri Lazarof; and Soul Garden for viola and chamber ensemble by Derek Bermel; as well as works by Schuman with McDermott. His recording of the Walton Viola Concerto was recently re-released on Decca.
He has collaborated with Andre Watts at the Metropolitan Museum of Art; with Joshua Bell and Steven Isserlis at London's Wigmore and Queen Elizabeth Hall's; and with Pinchas Zukerman, James Galway, Vladimir Spivakov and Alicia de Larrocha at the Mostly Mozart Festival. He has also appeared with the Emerson, Shanghai, Juilliard, Cleveland, Fine Arts, Orion, Borromeo, Miami and Brentano quartets. Artistic director of Chamber Music Extravaganza in Curaçao, he is on the faculty of The Juilliard School and Mannes College and performs with the Chamber Music Society of Lincoln Center.
Neubauer was born in Los Angeles and now lives in New York City.


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Illustration by Adelaide Tyrol
It was a busy summer in the pond at the foot of my hill. Hundreds of wood frogs mated there. I watched their eggs hatch, watched as tadpoles grew up, got legs, lost tails, and headed for the woods for which they are named. There, I assume, they spent the summer and fall fattening up on insects. But where are they now that there is no more food to be found and ice and snow have covered the ground?
Some frog species burrow into the mud at the bottom of the pond, insulating themselves against freezing air temperatures, but wood frogs have evolved a different strategy. They accept a frozen fate by digging down into a couple of inches of leaf litter.
Samuel Hearne, journeying in the Arctic in 1769-1772, described them: "Frogs of
various colours are numerous in those parts as far North as the latitude 61 degrees…. I have frequently seen them dug up with the moss, frozen as hard as ice; in which state the legs are as easily broken off as a pipe-stem… but by wrapping them in warm skins, and exposing them to a slow fire, they soon recover life." He was likely referring to our wood frog, Rana sylvatica, found both in the Arctic and here in northern New England.
various colours are numerous in those parts as far North as the latitude 61 degrees…. I have frequently seen them dug up with the moss, frozen as hard as ice; in which state the legs are as easily broken off as a pipe-stem… but by wrapping them in warm skins, and exposing them to a slow fire, they soon recover life." He was likely referring to our wood frog, Rana sylvatica, found both in the Arctic and here in northern New England.
Although the wood frog has been the most extensively studied, other amphibians also possess this ability to tolerate freezing: the gray tree frog, spring peeper, and chorus frog, along with one species of Siberian salamander, the immature spotted turtle, the eastern box turtle, the pond-slider turtle, and the garter snake, as well as numerous invertebrates.
As you can imagine, freezing is tough on most creatures. Ice crystals damage cells, causing them to rupture and collapse. Toxins build up in cells and cause nervous system dysfunction. Increased heart rates and damage due to rapid cooling are also potential hazards that could lead to death.
This does not seem to intimidate the wood frog, which, unlike humans in the Northeast, does very little to prepare for the long cold winter. The single preparation this frog makes is to store glycogen in its liver. In the fall, these animals may harbor 2-10 times more of this substance than pond-hibernating species.
Once temperatures drop below freezing, and water just inside the skin of the frog starts to freeze, the wood frog rapidly transforms this glycogen into glucose, which serves as antifreeze. Blood glucose can increase up to 200-fold in response to freezing. Besides manufacturing antifreeze, freeze-tolerant frogs are able to evacuate water from major organs, thus reducing the formation of ice in these critical areas. (Some plants have a similar ability to protect sensitive tissue.) Up to 65 percent of the frog's body-water in the intercellular spaces can freeze without causing damage. The glucose, meanwhile, keeps the water remaining inside the cells from freezing.
One strange twist in the process is that as water turns to ice, heat is given off, and it is this heat that saves the frogs from cooling too rapidly. They can freeze, but they mustn't freeze too fast!
Frozen dissected frogs appear dead. There is no sign of breathing or blood flow. Organs appear bloodless. Heartbeats are absent or intermittent. If there is a mid-winter thaw (or, in the case of Samuel Hearne, warm skins and a blazing fire), glucose levels subside and the frog thaws. The organs with the highest glucose levels (liver, heart, kidney) thaw first, allowing metabolism to start back up. This process can fluctuate back and forth throughout the winter. Because thawing is slower than freezing, and because there is usually a nice thick blanket of insulating snow, the frogs are not likely to thaw many times during the winter.
The temperature to which frogs freeze and the length of time they remain frozen is crucial. One hundred percent will survive frozen to –1.5 degrees C for 14 days, but only 50 percent will survive at this same temperature for 28 days. None will survive temperatures as low as –30 degrees C. A cold winter with no snow, therefore, would be devastating to the local wood frog population.
It is not clear why some frogs have evolved this freezing strategy. Maybe there is some danger that lurks for them under the protection of an ice-covered pond, leading them to choose a different winter home. Or maybe they couldn't stomach the idea of being trapped under a foot of ice all winter with a bunch of bull frogs. Either way, they have what it took to develop the mechanisms needed to withstand freezing.
Tii McLane is a forest ecologist from S. Strafford, Vermont.


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An Emergency Medical Technology (EMT) is a medical professional who responds quickly to medical emergencies. During an emergency, an EMT analyzes situations, provides care and keeps an emergency scene calm, especially in chaotic situations. The medical responsibilities of an EMT include giving cardiopulmonary resuscitation (CPR), bandaging wounds and treating shock. Students in the state of Illinois looking to become EMTs must enroll in training programs.
Become an EMT
Obtain a set of transcripts from your high school or your GED records from the state of Illinois. All EMT programs require at least a high school diploma.
Research the EMT training programs offered in the state of Illinois. College of DuPage (COD) in Glen Ellyn, College of Lake County in Grayslake and Southwestern Illinois College in Belleville are currently the only three programs available for students. COD offers three program options including EMT Basic, EMT Level 2 Paramedic certification, as well as an Associate's degree in Emergency Medical Services. College of Lake County and Southwestern Illinois College have two program options for its students: EMT Basic and EMT Paramedic.
Complete the required courses for EMT certification at your school of choice. At the end of your coursework, you must pass the National Registry Exam for Emergency Medical Technicians (NREMT).
Pass the Illinois EMT exam to receive license issuance. In order to apply for this test, you must have first passed the NREMT.
Apply for jobs as an EMT at local government agencies such as fire and rescue, hospitals and medical facilities. Once you have a job, continue your medical training in order to stay up-to-date on the latest medical information, as medicine progresses daily.


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Thanks for your email. You are correct that crystals with another mineral inside are called included crystals. Phantom crysals are a special type of included crystal where the inclusions have formed in a layer that has a similar shape to the crystal that it has formed within. Thus, the phantom inclusion occurred because as the crystal was forming, a layer within the crystal formed with this inclusion and then the crystal continued to grow and form overtop of the phantom layer. Below, I have included pictures of two types of crystals that we carry so that you can see the difference:
Crystal Mini-Towers - Inclusion Crystals
*notice how crystal on the right side of the above picture is in the shape of a phantom
Crystal Mini-Towers - Phantom Crystals
* notice how the pictures above have inclusions that match the shape of the point as the inclusions formed in a layer as the crystal was growing.
I appreciate your asking this question as it is a very good one. I plan to share this information also with others and hope that our explanation was helpful.
Love and Harmony,
Shawn Adler
www.HealingCrystals.com is owned and operated by
Foundation for Balance and Harmony,
a 501(c)(3) non-profit corporation.
"Dedicated to Healing the Planet, One Person at a Time"
Visit www.FFBH.org for more information.
From: Veronica
Sent: Saturday, July 28, 2007 6:54 AM
To: healingcrystals.com
Subject: phantom crystals
Crystal CAT,
I thought that crystals with another mineral inside were called included crystals?


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Friday , January 19, 2018 - 8:42 PM
PLAIN CITY — At a basketball camp one summer, Emma Calvert couldn't sleep. Her friend Haylee Doxey was keeping her awake until 1 a.m. by making chicken clucking noises.
The Fremont girls basketball freshman and sophomore, respectively, have known each other since kindergarten. The chicken clucking noise is their kind of inside joke. It's one of many examples of how close the Silver Wolves team is this year, a blend of the two underclassmen plus three seniors in the starting lineup.
There's the cerebral experience the seniors bring combined with the young talent. The result so far is a 13-2 record and Fremont is one of the best teams in 6A — and the current first-place team in Region 1 at 6-0 after a 62-44 win over Davis on Friday.
"Out of all the years I've ever coached, I usually have a pretty good sense of what we're going to be," Fremont coach Lisa Dalebout said of her expectations before the season. "But because of the youth and because of the senior group, I kind of had no idea. I'm like, we could be real bad, I have no idea what we're going to be."
On the other hand, some players say they knew they'd be good this year.
One of the reasons is the 6-foot-3 Calvert, the Silver Wolves' starting post player and leading scorer at 15.7 points per game. Against the Darts she scored a season-high 26 points.
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Dalebout said Calvert is one of the players Fremont looks for, along with senior guard Abby Broadbent, when the team needs a basket. Doxey says Calvert has taken the responsibility of being a central focus of the team well.
"It's a little bit of a weight on my shoulders, but mostly, I was really a lot taller than a lot of the other posts that were guarding me so it was easy to see that inside," Calvert said, as Doxey made chicken clucking noises in her direction from the locker room door.
Case in point: when Davis took a 21-19 lead in the second quarter after a 7-0 run Friday.
The Silver Wolves went inside to Calvert for an easy bucket. They went back to her on the next possession and she went to the foul line. Fremont went to her again the next possession for another bucket.
"She has a really nice game for her age and she's put a lot of time into it," Dalebout said.
After the game, Dalebout ran into Calvert's parents in the hallway and asked if they noticed a difference in strategy in the second half. They said yes. It was hard not to miss what happened.
Calvert scored 10 of the Silver Wolves' first 13 points of the third quarter as well as their first six points in the fourth quarter and that was more than Davis (and quite frankly, a lot of teams this year) could handle.
"We knew when she came up she was going to do really well," Doxey said. "It's no surprise to us. She's 6-3, our tallest player for awhile. So right when she stepped in, we just knew that she was going to be something great."
It's not just Calvert. Doxey is a talented, attacking forward. Broadbent is the team's second-leading scorer and a captain. Mazzie Melaney and Berkley Larsen are also seniors who played a lot last year.
"We've got height, we've got shooters, we've got speed and I think our defense has been key. Good defense leads to good offense," Broadbent said. "We work well together."
Broadbent and Dalebout said the team learned a lot about how good it would be in the first game of the year against Copper Hills. Dalebout said she thought the Grizzlies would be very good this year, but the Silver Wolves didn't play afraid despite losing by seven.
The team is a unique blend in terms of the seniors' experience and the younger players' talent that Dalebout says she's never had before in her 15 years of coaching. Halfway through the region season anyway, it looks like a good one.
You can reach prep sports reporter Patrick Carr at email@example.com. Follow him on Twitter at @patrickcarr_ or like him on Facebook at Facebook.com/patrickcarr17.
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