Editing Aire and Calder Navigation (section)

===Knottingley to Goole===
In 1817, there was a proposal for an Aire and Don Canal, to connect Knottingley to the Dutch River at Newbridge, with a branch to [[Doncaster]], and another for a Went and Wakefield Canal, to connect Cold Hiendley on the [[Barnsley Canal]] to Newbridge on the Don. With revenue from tolls reaching £82,092 in 1818, which enabled a dividend of £54,000 to be paid, the company was in a healthy state, and proposed their own route from Haddlesey to the Dutch River. The destination was then changed to [[Goole]], and [[John Rennie the Elder|John Rennie]] was asked to survey the route. Those opposing the scheme were placated by a clause which ensured the Aire to Airmyn and the Selby Canal would be maintained. In July 1821, Rennie proposed the construction of docks at Goole, rather than a lock into the river, and the company proposed that {{convert|7|ft|m}} of water should be available. Rennie died in late 1821, and George Leather took over as engineer. Construction at Goole started on 28 September 1822, and the company eventually built much of the new town as well as the docks.<ref>{{harvnb |Hadfield |1972 |pp=130–135}}</ref>

The canal and docks opened on 20 July 1826. A barge lock, {{convert|72.5|by|22|ft|m}} and a ship lock, {{convert|120|by|33.7|ft|m}}, capable of taking vessels up to 400 tons, connected the extensive docks to the Ouse. The new section was {{convert|18.7|mi|km}} long, with locks at [[Ferrybridge]], [[Whitley, North Yorkshire|Whitley]], [[Pollington]] and Goole. The connection to the Aire and the Selby canal was maintained by the lock at Bank Dole. Goole became an official port in 1827, when it gained its own Customs facilities. The scheme had cost £361,484, of which £221,350 had been borrowed, while the rest came from company resources.<ref>{{harvnb |Hadfield |1972 |pp=139–143}}</ref>

{{Infobox UK legislation
| short_title           = Aire and Calder Navigation Act 1828
| type                  = Act
| parliament            = Parliament of the United Kingdom
| long_title            = 
| year                  = 1828
| citation              = [[9 Geo. 4]]. c. xcviii
| introduced_commons    = 
| introduced_lords      = 
| territorial_extent    = 
| royal_assent          = 
| commencement          = 
| expiry_date           = 
| repeal_date           = 
| amends                = 
| replaces              = 
| amendments            = 
| repealing_legislation = 
| related_legislation   = 
| status                = 
| legislation_history   = 
| theyworkforyou        = 
| millbankhansard       = 
| original_text         = https://www.legislation.gov.uk/ukla/Geo4/9/98/pdfs/ukla_18280098_en.pdf
| revised_text          = 
| use_new_UK-LEG        = 
| UK-LEG_title          = 
| collapsed             = yes
}}
Faced with yet another outside scheme which would bypass the navigation from Wakefield to Ferrybridge, the company looked at improvements which would give {{convert|7|ft|m}} of water all the way to both Leeds and Wakefield. [[Thomas Telford]] surveyed both routes, and it became the basis for an act of Parliament, the '''{{visible anchor|Aire and Calder Navigation Act 1828}}''' ([[9 Geo. 4]]. c. xcviii), which was passed in June 1828. It included a clause to ensure that the Selby Canal was maintained with a depth of water of {{convert|5|ft|m}}, and made provision for extensions to Goole docks. Work started on a new cut at Castleford and on the line to Leeds, but legal action over the Selby Canal meant that it had to be made deeper and wider in 1832 and 1833. The Leeds line was completed in April 1835, somewhat later than anticipated, as the banks were made more substantial, to cope with steam tugs, which would be introduced in due course. The seven locks above Castelford were all {{convert|18|ft|m}} wide. Improvements to the Calder to Wakefield took longer, as there were problems with floods filling the workings, difficulty with constructing foundations for an aqueduct which would carry the navigation over the River Calder at [[Stanley Ferry Aqueduct|Stanley Ferry]], and then in transporting the castings for the aqueduct to the site. The cost of the improvements ran to around £510,000.<ref>{{harvnb |Hadfield |1972 |pp=145–153}}</ref>