Hampshire Waterways

Portsmouth & Arundel Canal and the Chichester Canal

Portsmouth & Arundel Canal

Distance: Ford to Salterns Lock 11.5 miles (18.5 km)

The Portsmouth and Arundel Canal was authorised by an Act of Parliament in 1817 to make a canal from the River Arun near Ford to Chichester Harbour at Salterns near Birdham with a branch from Hunston Common to Chichester. Powers were also granted to make and dredge channels (or ‘bargeways’) through the tidal areas of Chichester, Langstone and Portsmouth Harbours. From Langstone Harbour at Milton on Portsea Island a further canal was to be dug towards Portsmouth.

Before the construction of the canal, Chichester’s port was Dell Quay - over 2¼ miles (3.8km) from the city centre.

Joseph Priestley in his book “Priestley’s Navigable Rivers and Canals” published in 1831 gives an account of the canal. This has been extracted and may be seen (as a PDF file) here.

Entrance to the canal

The entrance to the Portsmouth & Arundel Canal at Ford from the River Arun.

Image date: c1830.
NG Ref: TQ003038.
WGS84: 50° 49′ 31″ N, 0° 34′ 33″ W.
(44.5KB)

Course of the canal at Ford

This is all that can be seen above ground of the bottom lock of the two at Ford.

Image date: 24 May 2010.
NG Ref: TQ003038.
WGS84: 50° 49′ 30″ N, 0° 34′ 35″ W.
(65.2KB)

Canal Bridge at Yapton

This original bridge known as Tack Lee Bridge now crosses a residential cul-de-sac called The Pines.

Image date: 18 Mar 2006.
NG Ref: SU976032.
WGS84: 50° 49′ 13″ N, 0° 36′ 55″ W.
(83.2KB)

Remains of the canal and towpath

Looking east along the remains of canal and towpath near Lidsey.

Image date: 18 Mar 2006.
NG Ref: SU928031.
WGS84: 50° 49′ 12″ N, 0° 40′ 59″ W.
(118.4KB)

Hunston Junction

The trip boat approaches the junction. The canal to Ford used to go straight on.

Image date: 7 Sep 2012.
NG Ref: SU864021.
WGS84: 50° 48′ 46″ N, 0° 46′ 29″ W.
(89.8KB)

Sailing on the canal

The sailing barge ‘Fanny’ under sail on the Chichester Canal at Hunston.

Image date: c1905.
Approx NG Ref: SU863024.
Approx WGS84: 50° 48′ 45″ N, 0° 46′ 37″ W.
(61.8KB)

Rails across the canal

The loco ‘Sidlesham’ hauls a Selsey Tramway train across the lift bridge over the canal at Hunston sometime between 1897 and 1935.

Image date: c1920?
NG Ref: SU860020.
WGS84: 50° 48′ 43″ N, 0° 46′ 49″ W.
(60.9KB)

Three further Acts of Parliament made changes to the navigable route to the north of Portsea Island to Portsmouth Harbour. The company was also empowered to make those parts of the canal between Chichester Harbour and Chichester, and Langstone Harbour and Portsea, with depths sufficient to take ships of 100 tons and 150 tons respectively. The channel north of Thorney Island was never made navigable but instead boats passed to the south and west of the island.

The Birdham to Chichester section (the Ship Canal) had been opened on 9 April 1822 and the Portsea Canal section on 19 September 1822. The Sussex section from Hunston to Ford opened on 26 May 1823. The canal from Birdham to Ford was 11.5 miles (18.6km) in length. The Chichester branch is 1.3 miles (2.1km) long. The Sussex section had four locks: two locks at Ford with a total rise of 12 feet to the summit level, and two locks at Birdham named Salterns Lock and Manhood End (or Casher Lock) - with a total rise of 12 feet to the summit level. A further 13 miles of dredged channels through Chichester and Langstone Harbours led to the Portsea Island section of the navigation. This was known as the Portsea Canal and was about 2.4 miles (3.9km) in length with two locks at Milton giving a total rise of 12 feet.

The culverted Crosbie Bridge

This lowered bridge is the first obstacle to restoring the canal back to the tidal water at Birdham.

Image date: 12 Apr 2015.
NG Ref: SU853019.
WGS84: 50° 48′ 37″ N, 0° 47′ 22″ W.
(95.1KB)

The culverted Cutfield Bridge

The second lowered bridge, seen from the east, carries the A286.

Image date: 1 Sep 2019.
NG Ref: SU842012.
WGS84: 50° 48′ 18″ N, 0° 48′ 21″ W.
(88.5KB)

The head of Casher Lock

This disused lock has a weir at its head in the position of the original top gates.

Image date: 12 Apr 2015.
NG Ref: SU837010.
WGS84: 50° 48′ 11″ N, 0° 48′ 46″ W.
(111.7KB)

Houseboats on the canal

The pound between Casher and Salterns Locks is home to many houseboats.

Image date: 20 Jun 2010.
NG Ref: SU829010.
WGS84: 50° 48′ 11″ N, 0° 49′ 29″ W.
(88.8KB)

Salterns Lock

This lock linked the canal to the tidal water of the Chichester Channel. The lock is no longer operational.

Image date: 26 Jul 2014.
NG Ref: SU826011.
WGS84: 50° 48′ 14″ N, 0° 49′ 40″ W.
(63.2KB)

Intended as a key link in a through route to London via the River Arun Navigation, Wey & Arun Junction Canal, River Wey and River Thames, it was not a success. By the time it was built, there was no real need for an inland route as larger and better ships, coupled with an end to hostilities with France, meant that the coastal route was an easier and cheaper option. One of the few regular through cargoes carried was gold bullion from Portsmouth to the Bank of England, with armed guards on the barges.

Water levels in both of the canal sections were maintained by steam powered pumps at Ford and Milton. Within a few years, there were complaints on Portsea Island that water supplies were being contaminated by salt water pumped into the canal. The Portsea Canal was abandoned by 1830. The Sussex section from Hunston to Ford saw little traffic and was effectively abandoned by 1847 when the canal had ceased to be used commercially and the railway from Shoreham to Portsmouth was fully opened. It is thought that the last boat passed through in 1856. Only the canal from Birdham to Chichester Basin remained in use.

In 1892, as part of the winding up of the Portsmouth & Arundel Canal company, the section between Birdham and Chichester was transferred to the Chichester Corporation. The last recorded traffic on the canal was in 1906. The Chichester Corporation resolved to close and abandon their canal undertaking in 1928.

Apart from a number of breaks caused by the wartime airfield at Ford, housing development in the village of Yapton and some breaks in the two miles (3.2km) east of Hunston Junction, it is possible to follow the course of the canal on foot.

Portsea Canal

Distance: Milton to Portsea 2.5 miles (4.0 km)

The Portsea Canal was opened on 19 September 1822. All bridges along the canal were originally swing or lift bridges to enable masted vessels to pass. There were soon complaints about fresh water supplies being contaminated with salt water seeping from the canal. It was emptied in 1827 and had been abandoned by 1830 when the canal company turned to making Portsbridge Creek navigable to gain access to Portsmouth Harbour (see below). In 1824, the canal company had become embroiled in disputes with the contractors who built the waterway complaining that work was not completed satisfactorily and withholding payments.

The remains of the entrance lock at Milton are still visible and are Grade 2 listed - contemporary documents refer to this structure as Sea or Second Lock. The site of the other lock, referred to as First or Upper Lock, seems to have been overbuilt in the 1960s. Continuing south-westwards, the line of the former waterway follows the south side of Locksway Road where most of the houses are built on the canal bed.

Just under a quarter of a mile (0.3km) from the Sea Lock and on the south side of the former canal just west of the road Waterlock Gardens, lies a rare survivor of the canal dating from 1820-1. This building was constructed to house a 40HP steam pumping engine complete with living quarters. This pumped salt water from the tidal Eastney Lake into the canal until the company was forced to stop puming in 1827. Today it is private housing.

When Locksway Road bends to the west, a public footpath follows the line of the towing path along the north side of the canal, the bed of which is now occupied by housing. There used to be a second towing on the south side of the canal but most of that is no longer passable.

After half a mile (0.75km), the path reaches the junction of Milton Road (A288) and Goldsmith Avenue (formerly A2030 but now B2153). Almost the whole of the latter road was built along the line of the canal. West of Fratton railway station, the railway was built along the canal in the 1840s almost as far as Portsmouth & Southsea station. On the north side of the railway runs a road (part pedestrians and cyclists only) which may have replaced the towing path when the railway was built. The western part of this road is called Canal Walk.

When Canal Walk bears away from the railway, it follows the line of the canal. The canal ran in the region of Upper Arundel Street before turning westward to run into the terminal basin east of Commercial Street and to the south of Arundel Street. Both of these roads are now pedestrianised in this area. Arundel Street was laid out when the basin was filled in for development in 1829-30. It has been suggested that the road gained its name from the name of the canal company. The basin’s dimensions were 517ft x 77ft (157.6m x 23.5m) and extended for most of today’s pedestrianised length of Arundel Street and between it and Lower Church Path.

When the canal was being planned, it was envisaged that a second basin would be required but in the event it was not constructed. It would have been in the area around Upper Arundel Street and north of the road that later became named Railway View. The toll office was built at the junction of these two roads and would have been at the south end of this proposed second basin to enable the toll collector to deal with all vessels entering and leaving the basins. This toll office survived until 1960.

Remains of lock, Milton

This is the tidal lock that was the entrance to the Portsea Canal.

Image date: 14 Feb 2015.
NG Ref: SZ678999.
WGS84: 50° 47′ 41″ N, 1° 02′ 20″ W.
(68.4KB)

Portsea Canal at Milton

This and the lock are the only remaining parts of the canal that contain water (at high tide).

Image date: 14 Feb 2015.
NG Ref: SZ678999.
WGS84: 50° 47′ 41″ N, 1° 02′ 20″ W.
(82.0KB)

Old Engine House

This white building was built in 1820-1 to house the 40HP steam engine complete with living quarters.

Image date: 30 Nov 2022.
NG Ref: SZ674997.
WGS84: 50° 47′ 37″ N, 1° 02′ 37″ W.
(89.1KB)

Locksway Road, Milton

Looking east along Locksway Road, the houses on the right are built over the bed of the canal.

Image date: 8 Dec 2013.
NG Ref: SZ674998.
WGS84: 50° 47′ 38″ N, 1° 02′ 41″ W.
(61.5KB)

Towing path of the Portsea Canal

This is a view south-westwards along the course of the towing path that ran along the north bank of the canal.

Image date: 14 Feb 2015.
NG Ref: SZ672997.
WGS84: 50° 47′ 36″ N, 1° 02′ 51″ W.
(64.5KB)

Goldsmith Avenue

This road was built on the filled in line of the canal for just over three quarters of a mile.

Image date: May 2017.
NG Ref: SZ662997.
WGS84: 50° 47′ 37″ N, 1° 03′ 42″ W.
(61.4KB)

Railway was once a canal

This section of railway west of Fratton station was once part of the Portsea Canal.

Image date: Sep 1994.
NG Ref: SU648001.
WGS84: 50° 47′ 49″ N, 1° 04′ 50″ W.
(110.1KB)

Old toll house

The old canal toll house at the junction of Upper Arundel Street and Railway View.

Image date: Before 1960.
NG Ref: SU645002.
WGS84: 50° 47′ 53″ N, 1° 05′ 09″ W.
(42.7KB)

Site of the terminal basin

The site of basin at the end of the canal is under this now closed branch of Debenhams at the junction of Arundel Street and Commercial Road.

Image date: Oct 2016.
NG Ref: SU642004.
WGS84: 50° 48′ 01″ N, 1° 05′ 25″ W.
(91.9KB)

The tidal channels

Distance: Salterns Lock to Milton Lock 13.0 miles (20.9 km)

The Portsea section was connected to the rest via a 13-mile channel dredged through Chichester Harbour, past the southern side of Thorney Island and to the north of Hayling Island, and finally across Langstone Harbour. To ease passage between the Chichester and the Portsea sections a steam vessel, the ‘Egremont’, was built to tow 40-ton barges in trains of six.

Prior to dredging the new channel north of Hayling Island, the island was connected to the mainland by an ancient, hard-surfaced “Wadeway” whereby pedestrians and wagons could travel between the two at low water. The New Cut dredged at least 3ft 6in (1.07m) deep at low water severed this route. Thus a wooden road bridge with an opening span was opened in 1824. When the railway line from Havant to the island (affectionately known the Hayling Billy) was opened in 1867, the wooden Langstone Viaduct also had an opening span. The road bridge was replaced in 1956 by a concrete bridge with no opening span. The railway was closed in 1963 and the bridge demolished in 1966.

Thorney Island was connected to the mainland by a similar wadeway but it was decided to avoid the expense of a bridge as a route south of the island was possible without taking to the open sea.

The Wadeway, Langstone

The Wadeway leading across the mudflats from Langstone towards Hayling Island.

Image date: Apr 2020.
NG Ref: SU719048.
WGS84: 50° 50′ 19″ N, 0° 58′ 47″ W.
(49.5KB)

Dredging for the waterway

A mud dredger at work in Portsmouth Harbour in connection with Portsbridge Creek.

Image date: 1829.
Precise location unknown.
(50.5KB)

Old Langstone Bridge

Opening of the new Langstone Bridge on 10 September 1956. A procession of vintage cars passes over the old Langstone Bridge for the last time.

Image date: 10 Sep 1956.
Approx NG Ref: SU720042.
Approx WGS84: 50° 49′ 59″ N, 0° 58′ 41″ W.
(67.4KB)

End of the Hayling Billy

The Hayling Billy crossing the opening section of the Langstone Viaduct for the last time in 1963.

Image date: 3 Nov 1963.
Approx NG Ref: SU720042.
Approx WGS84: 50° 49′ 59″ N, 0° 58′ 40″ W.
(59.5KB)

Portsbridge Creek

Distance: Langstone Harbour to Portsmouth Harbour 1 mile (1.6 km)

This tidal waterway is what makes Portsmouth lie on an island. This has been known by various names over the years: Portcreek, Ports Creek, Portsea Creek and Canal Creek. Ports Creek is usually used today but Portsbridge Creek was the name used in the early 19th century.

The creek and in particular the creek’s crossing (Ports Bridge) has been the site of defensive works possibly as far back as the reign of Henry VIII as defensive measures to protect the naval port at Portsmouth. The first mention of a bridge joinng the island to the mainland dates from the 1190s. In the 15th-century, a double-arched stone bridge was built at the western end of the creek. From the Ordnance Survey One Inch map published in 1810, Ports Bridge at that time was about 400 yards (0.4km) east of the current structure near today’s Peronne Road Footbridge.

To enable barges to access Portsmouth Harbour, the creek was widened, straightened and made navigable by the Portsmouth & Arundel Navigation company in 1830 after the failure of the Portsea Canal. The work to deepen the creek cost £1000. The dredged western approach to the creek from Portsmouth Harbour ran north of Horsea Island along Paulsgrove Lake at the insistence of the Admiralty. The shorter channel east of Horsea Island, Tipner Lake, passed close to a naval magazine and it was feared that sparks from the steam tug used to tow the barges might cause an explosion. The land for the residential section of Port Solent and the nearby M275 motorway was reclaimed during the 1970s with the marina opening in 1988. So the water access to the creek from Portsmouth Harbour is now via the Tipner Lake. The magazine is no more.

It proved difficult to keep the creek clear for navigation and a canal called the Cosham Canal to provide an alternative route was proposed, although it was never built. The insolvent canal company abandoned the creek in 1838 when regular through traffic to London ceased.

In 1756-7 defenses, consisting of a ditch and rampart and known as Hilsea Lines, were first constructed on the Portsea Island side of the creek. An army report in 1853 on the status of the Hilsea Lines mentioned that the creek was filled with weeds to the point where for 3 to 4 hours every day it could be walked across. Later in the 1850s the Hilsea Lines were upgraded. As part of these works, the creek was widened and deepened to allow it to be used by gunboats. Dams and flood gates were constructed at the ends of the creek to maintain high water levels at all states of the tide. The western dam disappeared under motorway works but part of the eastern dam remains.

In 1867 a new retractable Ports Bridge was constructed at a cost of £5,000 to allow the passage of gunboats. Transferred to the Portsmouth Corporation in 1904, it was fixed in place and reinforced to allow trams to run across it. The bridge was replaced by a wider bridge in 1927, which in turn was augmented by the current twin-bridge roundabout structure in 1970 during the construction of the M27.

During the second world war, a road causeway called Peronne Road was built to supplement the previously existing Ports Bridge. It was built under Emergency Powers, and subject to the implication that it would be removed at the end of the emergency. In the early 1960s there were proposals to fill in part of the Creek in order to accommodate the route of a new motorway. The remainder of the Creek would (quite officially) ‘be allowed to dry up’. The Inland Waterways Association (IWA) was prominent among the objectors and the proposals were dropped to be replaced by construction of the present footbridge and work to reinstate through navigation for small boats.

Today the creek is just about navigable in a small boat. However, it is now crossed by seven bridges, some of which offer low clearance at high water and the creek is very shallow at low water.

Eastern Road Bridge

Built in 1941, this bridge spans the eastern entrance to the creek from Langstone Harbour.

Image date: 16 Jun 2023.
NG Ref: SU675036.
WGS84: 50° 49′ 42″ N, 1° 02′ 33″ W.
(71.4KB)

Remains of the eastern dam

This picture shows the remains of the dam at the east end of the creek constructed in the late 1850s.

Image date: 1 Jun 2011.
NG Ref: SU670040.
WGS84: 50° 49′ 57″ N, 1° 02′ 56″ W.
(53.8KB)

Railway bridge across the creek

Once upon a time this bridge was movable but it has been fixed since 1920. Seen here looking east at about high tide with low headroom.

Image date: 10 Sep 2015.
NG Ref: SU666042.
WGS84: 50° 50′ 00″ N, 1° 03′ 19″ W.
(48.2KB)

Between two bridges

Looking across Portsbridge Creek towards Portsea Island from a slipway. The railway bridge is to the left and a footbridge is to the right.

Image date: 29 Oct 2016.
NG Ref: SU666042.
WGS84: 50° 50′ 03″ N, 1° 03′ 17″ W.
(52.2KB)

Foot/cycle bridge across the creek

Peronne Road Footbridge built in 1969, seen around high tide, spans the creek and the start of the M27 motorway.

Image date: 10 Sep 2015.
NG Ref: SU659044.
WGS84: 50° 50′ 10″ N, 1° 03′ 53″ W.
(43.7KB)

Portsbridge Creek looking east

The creek at low water looking east from the Peronne Road Footbridge.

Image date: 24 Feb 2009.
NG Ref: SU658045.
WGS84: 50° 50′ 11″ N, 1° 03′ 57″ W.
(81.6KB)

Portsbridge Roundabout

This roundabout, seen from the north-west was built when the M27 and M275 motorways were constructed in 1976.

Image date: 4 Nov 2022.
NG Ref: SU652047.
WGS84: 50° 50′ 18″ N, 1° 04′ 29″ W.
(94.0KB)

Ports Bridge

This bridge is on the site of what was once the only bridge giving access to Portsmouth. It is now reduced to being part of a car park.

Image date: 10 Sep 2015.
NG Ref: SU655045.
WGS84: 50° 50′ 11″ N, 1° 04′ 12″ W.
(61.0KB)

Roundabout across the creek

This second roundabout bridge on London Road was built spanning the creek. Looking east at low tide with moderately high headroom but little draught.

Image date: 28 Apr 2011.
NG Ref: SU652045.
WGS84: 50° 50′ 13″ N, 1° 04′ 31″ W.
(68.9KB)

Chichester Canal

Distance: Salterns Lock to Chichester Basin 4.0 miles (6.4 km)

What is known today as the Chichester Canal is in fact the part of the former Portsmouth & Arundel Canal between Birdham and Chichester. It was sold to West Sussex County Council in 1957. In the late 1970s the Portsmouth & Arundel Canal Society was formed with the aim of restoring the canal. They intended to concentrate on the length from Chichester to Salterns, and later changed their name to Chichester Canal Society (and more recently to Chichester Ship Canal Trust) to reflect this.

Taking over the lease of the canal from the local angling club in 1984, the Society began by dredging Chichester Basin. Then, assisted by Waterway Recovery Group volunteers, they began to work back down the branch towards the main line, using a floating dredger with Bantam tugs and hopper barges to shift the silt. By the late 1990s they had reached the junction at Hunston and were working westwards along the main line towards Chichester Harbour. Navigation became possible to near Crosbie Bridge. The stretch from there to Salterns Lock at the Harbour awaits restoration.

Southgate Basin, Chichester

Looking north-west from near the eastern corner of the basin.

Image date: 21 Mar 2011.
NG Ref: SU859041.
WGS84: 50° 49′ 48″ N, 0° 46′ 49″ W.
(59.6KB)

Dragon boat racing

Dragon boat racing on the approach to Chichester Basin.

Image date: Since 2012.
NG Ref: SU859040.
WGS84: 50° 49′ 47″ N, 0° 46′ 51″ W.
(88.3KB)

Poyntz Swing Bridge

This bridge was badly damaged and, after repair, was installed here: the site of the former Padwick Bridge.

Image date: 4 May 2015.
NG Ref: SU859038.
WGS84: 50° 49′ 41″ N, 0° 46′ 51″ W.
(99.9KB)

Poyntz Bridge

Just north of the junction at Hunston is this permanent fixed bridge replacing the original swing bridge which is now situated near Chichester Basin.

Image date: 26 Jan 2013.
NG Ref: SU864022.
WGS84: 50° 48′ 46″ N, 0° 46′ 27″ W.
(53.9KB)

More information

Further information about the waterway can be found on the following websites:

Further information about the waterway can also be found in the following books. Note: all these books are currently out of print but may be found secondhand via the internet, bookshops or even your local library.

Books dealing with the Portsmouth & Arundel Canal / Chichester Canal

	Title	Author	ISBN & Size	Publisher	Notes
	The Canals of South and South East England	Charles Hadfield	978-0715346938 Pages: 393 (215mm x 135mm)	David & Charles - Nov 1969.	A comprehensive history of English inland waterways east of Bristol and south of and including the Thames. Approx 45 pages on the water route from London to Portsmouth. This book is a considerably extended version of part of “The Canals of Southern England” of 1955.
	Hampshire Waterways	P A L Vine	978-0906520840 Pages: 96 (232mm x 165mm)	Middleton Press - Nov 1990.	Includes 13 pages of text and illustrations on the Portsea Canal, Portsbridge Creek and Hampshire portion of the ‘bargeways’.
	West Sussex Waterways	P A L Vine	978-0906520246 Pages: 96 (232mm x 165mm)	Middleton Press - Nov 1985. Reprinted in 1993, 1998.	Includes 12 pages of text and llustrations covering the Sussex portion of the waterway.
	London to Portsmouth Waterway	P A L Vine	9781873793435 Pages: 96 (232mm x 165mm)	Middleton Press - Nov 1994.	Text and illustrations of the waterway route between these two places. 10 pages cover the Portsmouth & Arundel Canal.
	Portsmouth and Arundel Navigation	P A L Vine	978-0752445182 Paperback: 978-0752445189 Pages: Number and size unknown.	The History Press Ltd - Oct 2008	A history of the Navigation. Have been unable to find any copies of this book via the internet, new or used. Seems not to have been actually published although referred to in a number of places.
	London’s Lost Route to Portsmouth	P A L Vine	Hardback: 978-1860772832 Paperback: 978-1860775147 Pages: 208 (245mm x 167mm)	Phillimore & Co Ltd - Hardback: Sep 2005. Paperback: Nov 2007 (now published by The History Press Ltd ?).	Detailed history of the Portsmouth & Arundel Canal. Hardback edition includes endpaper maps not in paperback. Further books by P A L Vine cover the Arun Navigation, Wey & Arun Canal, Basingstoke Canal and the River Rother Navigation to Midhurst.
	The History of Chichester’s Canal	Alan H J Green	Third extended edition - Paperback: 978-0951203620 Pages: 100 (210mm x 144mm)	Sussex Industrial Archaeology Society - Paperback: 2009.	100 pages. A history of the Portsmouth & Arundel Canal with an emphasis on the Sussex section. First edition published 2005. Second edition with minor corrections 2006.
	The Chichester Canal: The Chichester Papers No 11	F D Heneghan	No ISBN Pages: 24 + 4 of photos (215mm x 155mm)	The Chichester City Council - Paperback: 1958.	A history of the Chichester Canal.
	Portsmouth’s Lost Canal	Ted Cuthbert; Edited By Mark Tuddenham, Liz Meechan, Celia Clark	Not known. Dewey number: 386.4809 42279 Pages: 52 (210mm x 297mm)	The Environmental Education Project - Manpower Services Commission - Soft covers: 1988.	Detailed history of the Portsea Canal (as part of the Portsmouth & Arundel Canal) with extracts from contemporary documents, maps and diagrams.
	Lost Canals of England and Wales	Ronald Russell	Hardback: 978-0715354175 Pages: 272 (215mm x 135mm)	David & Charles - Oct 1971.	Contains 2½ pages on the Portsmouth & Arundel Canal. “Lost Canals & Waterways of Britain” is an expanded and updated version of this book (see below).
	Lost Canals & Waterways of Britain	Ronald Russell	Hardback: 978-0715380727 Paperback: 978-0722175620	David & Charles - Hardback: Jan 1982. Sphere - Paperback: April 1983.	Includes 7 pages on Wey & Arun and Portsmouth & Arundel Canals. Expanded and updated version of “Lost Canals of England and Wales” (see above).

The Canals of South and South East England

×

Hardback

Close

Hampshire Waterways

×

Hardback

Close

West Sussex Waterways

×

Hardback

Close

London to Portsmouth Waterway

×

Hardback

Close

London’s Lost Route to Portsmouth

×

Hardback and Paperback

Close

The History of Chichester’s Canal

×

Paperback

Close

The Chichester Canal: The Chichester Papers No 11

×

Paperback

Close

Portsmouth’s Lost Canal

×

Paperback

Close

Lost Canals of England and Wales

×

Hardback

Close

Lost Canals & Waterways of Britain

×

Hardback

Paperback

Close

Further research

If you wish to delve even deeper into the waterway’s past, there is a page on this website which provides information about various resources that might help you to find out more than the above books and documents provide.

Details of various resources, local and national, can be found here.