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Talk:Lock (water navigation)

When/where invented
Canal_of_the_Pharaohs says "Ptolemy II was the first to solve the problem of keeping the Nile free of salt water when his engineers invented the water lock around 274/273 BC" (not sure what type) but can't see any mention here. - Rod57 (talk) 23:19, 12 November 2015 (UTC)

Templates
I have added 2 templates to the article refimprove and tooshort. The latter was placed here on the talk page when it should have been on the article page, so I have removed it from here. The former has been added because for an article the size that it is, there are really very few references, and that gives a real feel of original research. It may be that this is all authoritative stuff, but it doesn't sound like that as there are insufficient references to support it. CalzGuy (talk) 06:49, 24 September 2016 (UTC)

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Double Gates.
The locks on the Panama canal, and the big new locks in Antwerp, have two sets of gates, with a gap of about 20m. between them. Why ?

On the Kennet and Avon canal, on the upstream side of Reading, there is a lock with a rise of only about 1 foot. why ?

78.150.128.87 (talk) 00:29, 15 August 2017 (UTC)

 * On the K&A you are referring to County Lock which IIRC is mainly used for level control rather than hill climbing. For Panama see Panama Canal locks. Martin of Sheffield (talk) 08:33, 15 August 2017 (UTC)
 * County Lock is on a river section, with appreciable flow. It's alongside a weir. Andy Dingley (talk) 09:10, 15 August 2017 (UTC)

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Reversion 25/1/18
I've reverted the last two changes for a number of reasons. The changes were well intentioned, but introduced a number of linguistic and factual errors.
 * The essence of a lock is navigation. Otherwise a staunch, gate or sluice would suffice.
 * Please check up on the use of an apostrophe. Plurals do not take one, only genitives.
 * Control locks or stop locks are still navigation locks, otherwise they would be sluices etc.
 * What are "Waaier" and "Spui" locks? It's not an English language term I've ever seen, and there is limited explanation and no wikilink.  Are they instances of sluices?
 * Please also watch the use of headings. The highest level heading that should be used on a mainspace or talk page is level 2.

Having been rather negative so far, I will agree with you that control lock should be merged into this article and will set about doing so forthwith. Martin of Sheffield (talk) 13:40, 25 January 2018 (UTC)

Merger proposal
I propose that Control lock be merged into Lock (water navigation). The examples on Control lock can, if citations are found, be adequately merged into Lock. A redirect will ensure the edit history is preserved. Martin of Sheffield (talk) 14:09, 25 January 2018 (UTC)

 * Oppose the proposed target is already 90K and has too many sections. Splitting is therefore appropriate. Andrew D. (talk) 14:26, 25 January 2018 (UTC)

Some restructuring seems to be necessary. Maybe renaming the page to pound lock? and linking to the pages of the other types such as the control lock? Right now the other pages are quite hard to find and it is like the pound lock would be the only lock around.

Or even better, maybe making a page for lock that refers to the pound lock page (this page) and the other lock type pages.

I wanted to write about a lock design meant solely for the purpose to flood certain regions (these types of locks were for example used in the setting of the Hollandic Water Line) and the title of this, otherwise very well written, article got me confused.

--Danielvandermaas (talk) 18:56, 25 January 2018 (UTC)

 * Have you tried floodgate, Flood barrier, Tidal barrage or sluice? As the Hollandic Water Line article you referred to says: "Sluices were constructed in dikes", it does not call them locks. Martin of Sheffield (talk) 21:14, 25 January 2018 (UTC)

It seems that the design of door I want to describe is used for both control locks and sluices.

Many locks are used for both the raising/lowering of boats as well as controlling water levels. It does not seem right to split control lock and pound lock into two pages. The remark that a lock's main or partial function can be controlling water levels (as opposed to raising boats) should probably be stated in the introduction on the current lock page. --Danielvandermaas (talk) 08:26, 28 January 2018 (UTC)

 * Oppose merger It seems to me that Control lock and lock (water navigation) are distinct topics, related topics. Distinct topics with sufficient references, should remain standalone articles, for various reasons, including that this allows readers to put one topic's article on their watchlist, and not the other.  Geo Swan (talk) 04:49, 8 February 2019 (UTC)
 * Closing, given that there seems to be there remains opposition after more than a year; no clear consensus other than, perhaps, for improve. Klbrain (talk) 06:15, 17 April 2019 (UTC)

Van gates
I have edited the section on van gates as the previous description didn't make sense. GBM (talk) 09:56, 13 February 2018 (UTC)

Basic construction and operation
I suggest that the diagram in this section omits the following steps and that the text in this section doesn’t sufficiently emphasise them:

 * For a boat travelling uphill, if the lock isn’t already empty, the lock will first need to be emptied
 * For a boat traveling downhill, if the lock isn’t already full, the lock will first need to be filled.

Given that these steps will be required about half the time a lock is traversed, I think inclusion/greater emphasis is required.

Thoughts? Zin92 (talk) 20:52, 13 June 2018 (UTC)

Depth of locks
I question the statement "The deepest "as-built" locks in England are considered to be Etruria Top Lock on the Trent and Mersey Canal and Somerton Deep Lock on the Oxford Canal: both have a rise of about 14 ft (4.3 m)".

I think this needs reliable source because this unreliable source does not support it: — PBS (talk) 12:45, 12 March 2019 (UTC)

The following unreliaable source puts the Somerton Deep Lock at 12 feet which is deep for the Oxford canal but the canals next to the river stour have a number of locks with a similar depth (see previous unreliable reference).

— PBS (talk) 13:13, 12 March 2019 (UTC)
 * The Nicholson Guide volume 1 quotes 12 feet as the depth of Somerton Deep Lock, as does Paget-Tomlinson. I cannot find a sensible ref for the depth of Etruria top lock, so I propose removing the mention of "as-built" locks. Bob1960evens (talk) 13:19, 22 January 2024 (UTC)

Uncited material in need of citations
I am moving the following uncited material here until it can be properly supported with inline citations of reliable, secondary sources, per WP:V, WP:CS, WP:IRS, WP:PSTS, WP:BLP, WP:NOR, et al. This diff shows where it was in the article. Nightscream (talk) 14:40, 26 April 2022 (UTC)

 * Under the heading "Use of Water" there was about a page of material. With this 4/26/22 change, and to this day, 4/10/24, only two sentences remain. Many years ago, there had been an equation in the removed material. On March 13, 2016, I improved the equation, generalizing it. I won't both making such an effort again. 24.214.166.246 (talk) 14:36, 10 April 2024 (UTC)

Lede section
Since 2016, the largest lock worldwide is the Kieldrecht Lock in the Port of Antwerp, Belgium.

Pound lock
A pound lock is a type of lock that is used almost exclusively nowadays on canals and rivers. A pound lock has a chamber with gates at both ends that control the level of water in the pound. In contrast, an earlier design with a single gate was known as a flash lock.

Use in river navigation
When a stretch of river is made navigable, a lock is sometimes required to bypass an obstruction such as a rapid, dam, or mill weir – because of the change in river level across the obstacle.

In large scale river navigation improvements, weirs and locks are used together. A weir will increase the depth of a shallow stretch, and the required lock will either be built in a gap in the weir, or at the downstream end of an artificial cut which bypasses the weir and perhaps a shallow stretch of river below it. A river improved by these means is often called a Waterway or River Navigation (see example Calder and Hebble Navigation).

Sometimes a river is made entirely non-tidal by constructing a sea lock directly into the estuary.

In more advanced river navigations, more locks are required.
 * Where a longer cut bypasses a circuitous stretch of river, the upstream end of the cut will often be protected by a flood lock.
 * The longer the cut, the greater the difference in river level between start and end of the cut, so that a very long cut will need additional locks along its length. At this point, the cut is, in effect, a canal.

Use in canals
Early completely artificial canals, across fairly flat countryside, would get round a small hill or depression by simply detouring (contouring) around it. As engineers became more ambitious in the types of country they felt they could overcome, locks became essential to effect the necessary changes in water level without detours that would be completely uneconomic both in building costs and journey time. Later still, as construction techniques improved, engineers became more willing to cut directly through and across obstacles by constructing long tunnels, cuttings, aqueducts or embankments, or to construct even more technical devices such as inclined planes or boat lifts. However, locks continued to be built to supplement these solutions, and are an essential part of even the most modern navigable waterways.

Basic construction and operation
All pound locks have three elements:
 * A watertight chamber connecting the upper and lower canals, and large enough to enclose one or more boats. The position of the chamber is fixed, but its water level can vary.
 * A gate (often a pair of "pointing" half-gates) at each end of the chamber. A gate is opened to allow a boat to enter or leave the chamber; when closed, the gate is watertight.
 * A set of lock gear to empty or fill the chamber as required. This is usually a simple valve (traditionally, a flat panel (paddle) lifted by manually winding a rack and pinion mechanism) which allows water to drain into or out of the chamber; larger locks may use pumps.

The principle of operating a lock is simple. For instance, if a boat travelling downstream finds the lock already full of water:
 * The entrance gates are opened and the boat moves in.
 * The entrance gates are closed.
 * A valve is opened, this lowers the boat by draining water from the chamber.
 * The exit gates are opened and the boat moves out.

If the lock were empty, the boat would have had to wait 5 to 10 minutes while the lock was filled. For a boat travelling upstream, the process is reversed; the boat enters the empty lock, and then the chamber is filled by opening a valve that allows water to enter the chamber from the upper level. The whole operation will usually take between 10 and 20 minutes, depending on the size of the lock and whether the water in the lock was originally set at the boat's level.

Boaters approaching a lock are usually pleased to meet another boat coming towards them, because this boat will have just exited the lock on their level and therefore set the lock in their favour – saving about 5 to 10 minutes. However, this is not true for staircase locks, where it is quicker for boats to go through in convoy.

Details and terminology
For simplicity, this section describes a basic type of lock, with a pair of gates at each end of the chamber and simple rack and pinion paddles raised manually by means of a detachable windlass operated by lock-keepers or the boat's shore crew. This type can be found all over the world, but the terminology here is that used on the British canals. A subsequent section explains common variations.

Pound
On American canals, a pound is called a level.

Chamber
The chamber is the main feature of a lock. It is a watertight (masonry, brick, steel or concrete) enclosure which can be sealed off from the pounds at both ends by means of gates. The chamber may be the same size (plus a little manoeuvring room) as the largest vessel for which the waterway was designed; sometimes larger, to allow more than one such vessel at a time to use the lock. The chamber is said to be "full" when the water level is the same as in the upper pound; and "empty" when the level is the same as in the lower pound. (If the lock has no water in it at all, perhaps for maintenance work, it might also be said to be empty, but it is more usually described as "drained" or "de-watered".)

Gates
When closed, a pair meet at an angle like a chevron pointing upstream and only a very small difference in water-level is necessary to squeeze the closed gates securely together. This reduces any leaks from between them and prevents their being opened until water levels have equalised. If the chamber is not full, the top gate is secure; and if the chamber is not completely empty, the bottom gate is secure (in normal operation, therefore, the chamber cannot be open at both ends). A lower gate is taller than an upper gate, because the upper gate only has to be tall enough to close off the upper pound, while the lower gate has to be able to seal off a full chamber. The upper gate is as tall as the canal is deep, plus a little more for the balance beam, winding mechanism, etc.; the lower gate's height equals the upper gate plus the lock's rise.

Balance beam
A balance beam is the long arm projecting from the landward side of the gate over the towpath. As well as providing leverage to open and close the heavy gate, the beam also balances the (non-floating) weight of the gate in its socket, and so allows the gate to swing more freely.

Paddle
A paddle – sometimes known as a slacker, clough, or (in American English) wicket – is the simple valve by which the lock chamber is filled or emptied. The paddle itself is a sliding wooden (or nowadays plastic) panel which when "lifted" (slid up) out of the way allows water to either enter the chamber from the upper pound or flow out to the lower pound. A gate paddle simply covers a hole in the lower part of a gate; a more sophisticated ground paddle blocks an underground culvert. There can be up to 8 paddles (two gate paddles and two ground paddles at both upper and lower ends of the chamber) but there will often be fewer. For a long period since the 1970s it was British Waterways policy not to provide gate paddles in replacement top gates if two ground paddles existed. The reason for this was given as safety, since it is possible for an ascending boat to be swamped by the water from a carelessly lifted gate paddle. However, without the gate paddles the locks are slower to operate and this has been blamed in some places for causing congestion. Since the late 1990s the preferred method has been to retain or re-install the gate paddles and fit 'baffles' across them to minimise the risk of inundation.

Winding gear or paddle gear
Winding gear is the mechanism which allows paddles to be lifted (opened) or lowered (closed). Typically, a square-section stub emerges from the housing of the winding gear. This is the axle of a sprocket ("pinion") which engages with a toothed bar ("rack") attached by rodding to the top of the paddle. A lock-keeper or member of the boat's shore crew engages the square socket of their windlass (see below) onto the end of the axle and turns the windlass perhaps a dozen times. This rotates the pinion and lifts the paddle. A pawl engages with the rack to prevent the paddle from dropping inadvertently while being raised, and to keep it raised when the windlass is removed, so that the operator can attend to other paddles. Nowadays it is considered discourteous and wasteful of water to leave a paddle open after a boat has left the lock, but in commercial days it was normal practice. To lower a paddle the pawl must be disengaged and the paddle wound down with the windlass. Dropping paddles by knocking the pawl off can cause damage to the mechanism; the paddle gear is typically made of cast iron and can shatter or crack when dropped from a height. In areas where water-wastage due to vandalism is a problem, (for example the Birmingham Canal Navigations), paddle mechanisms are commonly fitted with vandal-proof locks (nowadays rebranded "water conservation devices") which require the boater to employ a key before the paddle can be lifted. The keys are officially known as "water conservation keys", but boaters usually refer to them as T-keys, from their shape; handcuff keys because the original locks, fitted on the Leeds and Liverpool Canal, resembled handcuffs; Leeds and Liverpool Keys after that canal; or simply Anti-Vandal Keys.

Hydraulic paddle gear
During the 1980s, British Waterways began to introduce a hydraulic system for operating paddles, especially those on bottom gates, which are the heaviest to operate. A metal cylinder about a foot in diameter was mounted on the balance beam and contained a small oil-operated hydraulic pump. A spindle protruded from the front face and was operated by a windlass in the usual way, the energy being transferred to the actual paddle by small bore pipes. The system was widely installed and on some canals it became very common. There turned out to be two serious drawbacks. It was much more expensive to install and maintain than traditional gear and went wrong more frequently, especially once vandals learned to cut the pipes. Even worse, it had a safety defect, in that the paddle once in the raised position could not be dropped in an emergency, but had to be wound down, taking a good deal longer. These factors led to the abandonment of the policy in the late 1990s, but examples of it survive all over the system, as it is usually not removed until the gates need replacing, which happens about every twenty years.

Windlass ("lock key")
A windlass (also variously 'lock handle', 'iron' or simply 'key') is a detachable crank used for opening lock paddles (the word does not refer to the winding mechanism itself).

The simplest windlass is made from an iron rod of circular section, about half an inch in diameter and two feet long, bent to make an L-shape with legs of slightly different length. The shorter leg is called the handle, and the longer leg is called the arm. Welded to the end of the arm is a square, sometimes tapered, socket of the correct size to fit onto the spindle protruding from lock winding gear.
 * Socket: Traditionally, windlasses had a single socket, designed for a particular canal. When undertaking a journey through several canals with different lock-gear spindle sizes it was necessary to carry several different windlasses. A modern windlass usually has two sockets for use on different canals: the smaller is for the British Waterways standard spindle, fitted in the early 1990s almost everywhere, the larger for the gear on the Grand Union Canal north of Napton Junction, which they were unable/unwilling to convert.
 * Handle: The handle is long enough for a two-handed grip and is far enough from the socket to give enough leverage to wind the paddle up or down. There may be a freely rotating sleeve around the handle to protect the hands from the friction of rough iron against skin.
 * Arm: A "long throw" windlass has a longer arm so that the handle is further from the socket to give a greater leverage on stiffer paddles. If the throw is too long then the user, winding a gate paddle, risks barking their knuckles against the balance beam when the handle is at the lowest point of its arc. A sophisticated modern windlass may have an adjustable-length arm.
 * Materials: Early windlasses were individually hand forged from a single piece of wrought iron by a blacksmith. More modern techniques include casting of iron or bronze, drop forging and (the most common technique) welding. Some boatmen had their windlasses 'silvered' (or chrome plated) for increased comfort and to prevent rusting. Windlasses are now only rarely plated, but a popular modern choice of metal is aluminium, whose smooth and rustproof surface has the same advantages of longevity and blister-reduction, and is also very light. One type of these, the Dunton Double, has only a single eye, but by clever tapering it will operate either size of spindle.

"Turning" a lock
"Turning" a lock can simply mean emptying a full lock, or filling an empty one ("We entered the lock, and it only took us five minutes to turn it"). It is used more often to refer to a lock being filled or emptied for the benefit of someone else ("The lock was turned for us by a boat coming the other way") and sometimes the opposite ("The lock was set for us, but the crew of the boat coming the other way turned it before we got there").

"Lock mooring"
"Lock mooring" was a commonly used method of navigating into a lock by a barge travelling upstream. The barge would be directed to the slack water to one side of the lock gates and as the volume of water decreased as the lock emptied the barge or boat is effectively sucked out of the slack water into the path of the lock gates. The effort required to navigate the barge or boat into the mouth of the lock was therefore substantially reduced.

Variations
Variations exist for types of locks and the terminology used for them.

Single gates
Single gates are often installed on narrow canals (locks approx. 7 ft wide).

On most English narrow canals, the upper end of the chamber is closed by a single gate the full width of the lock. This was cheaper to construct and is quicker to operate with a small crew, as only one gate needs to be opened. These were often fitted with a post allowing a rope to be used to stop the boat and close the gate at the same time.

Some narrow locks (e.g. on Birmingham Canal Navigations) go even further. They have single gates at the lower end also. This speeds up passage, even though single lower gates are heavy (heavier than a single upper gate, because the lower gate is taller) and the lock has to be longer (a lower gate opens INTO the lock, it has to pass the bow or stern of an enclosed boat, and a single gate has a wider arc than two half-gates).

Steel gates
Steel gates and/or balance beams are frequently used nowadays, although all-wooden versions are still fitted where appropriate.
 * Swinging gates. Even very large steel-gated locks still can use essentially the same swinging gate design as small 250-year-old locks on the English canals. On English canals, steel gates usually have wooden mitre posts as this gives a better seal.
 * Sliding gates. Some low-head locks use sliding steel gates (see Kiel Canal). The sliding gates of the Nieuwe Meersluis in Amsterdam double as roadways.
 * Caisson gates. A kind of sliding gate that is hollow and can float. It can be constructed to withstand high heads.
 * Guillotine gates. Some locks have vertically moving steel gates – these are quite common on river navigations in East Anglia. Sometimes just one of the pairs of swinging gates is replaced by a guillotine: for instance at Salterhebble Locks, where space to swing the balance beams of bottom gates of the lowest lock was restricted by bridge widening. On the River Nene most locks have this arrangement as in time of flood the top mitre gates are chained open and the bottom guillotines lifted so that the lock chamber acts as an overflow sluice. Guillotine gates are also used on the downstream side of larger locks such as the 23m Bollène lock on the River Rhône, the aperture being large enough for a boat to travel under it.
 * Vertically rotating gates (American usage: Drop gates) Lock 10 C and O Canal.jpg are gates which, when open, lie flat on the canal bed and which close by lifting (London Flood Barrier). Some of these were installed on the Chesapeake and Ohio Canal in the congested 7 Locks area since they could be operated by one man and also could speed up traffic.
 * Rotating-sector gates. Some of these work very like traditional swinging gates, but with each gate in the form of a sector of a cylinder. They close by rotating out from the lock wall and meeting in the centre of the chamber. Water is let in or out by opening the gates slightly: there may be no paddles or other lock gear. The lock at Limehouse Basin, which gives access to the River Thames, is an example. A dramatically large one can be seen at the Maeslantkering (huge flood gates) near Rotterdam. There is a different type at the sea lock on the Ribble Link: this is a rising sector gate, which has a horizontal axis: the gate drops to the bed of the river to allow boats to pass.

Different paddle gear
Some manually operated paddles do not require a detachable handle (windlass) because they have their handles ready-attached.

On the Leeds and Liverpool Canal there is a variety of different lock gear. Some paddles are raised by turning what is in effect a large horizontal wing nut (butterfly nut) lifting a screw-threaded bar attached to the top of the paddle. Others are operated by lifting a long wooden lever, which operates a wooden plate which seals the culvert. These are known locally as "jack cloughs". Bottom gate paddles are sometimes operated by a horizontal ratchet which also slides a wooden plate sideways, rather than the more common vertical lift. Many of these idiosyncratic paddles have been "modernised" and they are becoming rare.

On the Calder and Hebble Navigation, some paddle gear is operated by repeatedly inserting a Calder and Hebble Handspike (length of 4" by 2" hardwood) into a ground-level slotted wheel and pushing down on the handspike to rotate the wheel on its horizontal axis.

On some parts of the Montgomery Canal bottom paddles are used in place of side paddles. Rather than passing into the lock through a culvert around the side of the lock gate, the water flows through a culvert in the bottom of the canal. The paddle slides horizontally over the culvert.

Composite locks
Because the wood would swell (making the lock space smaller) or rot away, the wood was often replaced by concrete.

Lock keepers
Some locks are operated (or at least supervised) by professional or volunteer lock keepers. This is particularly true on commercial waterways, or where locks are large or have complicated features that the average leisure boater may not be able to operate successfully. For instance, although the Thames above Teddington (England) is almost entirely a leisure waterway, the locks are usually staffed. Only recently have boaters been allowed limited access to the hydraulic gear to operate the locks when the keeper is not present.

Powered operation
Even on smaller canals, some gates and paddles are electrically operated, particularly if the lock is regularly staffed by professional lock keepers. On the River Thames below Oxford all the locks are staffed and powered. Powered locks are usually still filled by gravity, though some very large locks use pumps to speed things up.

Weigh lock
A weigh lock is a specialized canal lock designed to determine the weight of barges to assess toll payments based upon the weight and value of the cargo carried. The Erie Canal had weigh locks in Rochester, Syracuse, and West Troy New York. The Lehigh Canal also had weigh locks (see photo on right).

Lock flights
Loosely, a flight of locks is simply a series of locks in close-enough proximity to be identified as a single group. For many reasons, a flight of locks is preferable to the same number of locks spread more widely: crews are put ashore and picked up once, rather than multiple times; transition involves a concentrated burst of effort, rather than a continually interrupted journey; a lock keeper may be stationed to help crews through the flight quickly; and where water is in short supply, a single pump can recycle water to the top of the whole flight. The need for a flight may be determined purely by the lie of the land, but it is possible to group locks purposely into flights by using cuttings or embankments to "postpone" the height change. Examples: Caen Hill locks, Devizes.

"Flight" is not synonymous with "Staircase" (see below). A set of locks is only a staircase if successive lock chambers share a gate (i.e. do not have separate top and bottom gates with a pound between them). Most flights are not staircases, because each chamber is a separate lock (with its own upper and lower gates), there is a navigable pound (however short) between each pair of locks, and the locks are operated in the conventional way.

However, some flights include (or consist entirely of) staircases. On the Grand Union (Leicester) Canal, the Watford flight consists of a four-chamber staircase and three separate locks; and the Foxton flight consists entirely of two adjacent 5-chamber staircases.

Staircase locks
Where a very steep gradient has to be climbed, a lock staircase is used. There are two types of staircase, "real" and "apparent".

A "real" staircase can be thought of as a "compressed" flight, where the intermediate pounds have disappeared, and the upper gate of one lock is also the lower gate of the one above it. However, it is incorrect to use the terms staircase and flight interchangeably: because of the absence of intermediate pounds, operating a staircase is very different from operating a flight. It can be more useful to think of a staircase as a single lock with intermediate levels (the top gate is a normal top gate, and the intermediate gates are all as tall as the bottom gate). As there is no intermediate pound, a chamber can only be filled by emptying the one above, or emptied by filling the one below: thus the whole staircase has to be full of water (except for the bottom chamber) before a boat starts to ascend, or empty (except for the top chamber) before a boat starts to descend.

In an "apparent" staircase the chambers still have common gates, but the water does not pass directly from one chamber to the next, going instead via side ponds. This means it is not necessary to ensure that the flight is full or empty before starting.

Examples of famous "real" staircases in England are Bingley and Grindley Brook. Two-rise staircases are more common: Snakeholme Lock and Struncheon Hill Lock on the Driffield Navigation were converted to staircase locks after low water levels hindered navigation over the bottom cill at all but the higher tides – the new bottom chamber rises just far enough to get the boat over the original lock cill. In China, the recently completed Three Gorges Dam includes a double five-step staircase for large ships, and a ship lift for vessels of less than 3000 metric tons. Examples of "apparent" staircases are Foxton Locks and Watford Locks on the Leicester Branch of the Grand Union.

Operation of a staircase is more involved than a flight. Inexperienced boaters may find operating staircase locks difficult. The key worries (apart from simply being paralysed with indecision) are either sending down more water than the lower chambers can cope with (flooding the towpath, or sending a wave along the canal) or completely emptying an intermediate chamber (although this shows that a staircase lock can be used as an emergency dry dock). To avoid these mishaps, it is usual to have the whole staircase empty before starting to descend, or full before starting to ascend, apart from the initial chamber.

One striking difference in using a staircase of either type (compared with a single lock, or a flight) is the best sequence for letting boats through. In a single lock (or a flight with room for boats to pass) boats should ideally alternate in direction. In a staircase, however, it is quicker for a boat to follow a previous one going in the same direction. Partly for this reason staircase locks such as Grindley Brook, Foxton, Watford and Bratch are supervised by lockkeepers, at least during the main cruising season, they normally try to alternate as many boats up, followed by down as there are chambers in the flight.

As with a flight, it is possible on a broad canal for more than one boat to be in a staircase at the same time, but managing this without waste of water requires expertise. On English canals, a staircase of more than two chambers is usually staffed: the lockkeepers at Bingley (looking after both the "5-rise" and the "3-rise") ensure that there are no untoward events and that boats are moved through as speedily and efficiently as possible. Such expertise permits miracles of boat balletics: boats travelling in opposite directions can pass each other halfway up the staircase by moving sideways around each other; or at peak times, one can have all the chambers full simultaneously with boats travelling in the same direction.

Doubled, paired or twinned locks
These terms can also (in different places or to different people) mean either a two-chamber staircase (e.g. Turner Wood Double Locks on the Chesterfield Canal: the same canal has a three-rise staircase called Thorpe Low Treble locks), or just a flight of two locks (as at Thornhill Double Locks on the Calder and Hebble Navigation). Also, "double lock" (less often, "twin lock") is often used by novices on the English canals to mean a wide (14 ft) lock, presumably because it is "double" the width of a narrow lock, and allows two narrow boats going in the same direction to "double up". These are properly known as broad locks.

Stop locks
A "stop" lock is a (very) low-rise lock built at the junction of two (rival) canals to prevent water from passing between them.

During the competitive years of the English waterways system, an established canal company would often refuse to allow a connection from a newer, adjacent one. This situation created the Worcester Bar in Birmingham, where goods had to be transshipped between boats on rival canals only feet apart.

Where a junction was built, either because the older canal company saw an advantage in a connection, or where the new company managed to insert a mandatory connection into its Act of Parliament, then the old company would seek to protect (and even enhance) its water supply. Normally, they would specify that, at the junction, the newer canal must be at a higher level than their existing canal. Even though the drop from the newer to the older canal might only be a few inches, the difference in levels still required a lock – called a stop lock, because it was to stop water flowing continuously between the newer canal and the older, lower one. The lock would be under the control of the new company, and the gates would, of course, "point" uphill – towards the newer canal. This would protect the water supply of the newer canal, but would nevertheless "donate" a lockful of water to the older company every time a boat went through. In times of excess water, of course, the lock "bywash" would continuously supply water to the lower canal.

Many stop locks were removed or converted to a single gate after nationalisation in 1948. Hall Green stop lock remains, but as a single lock: the extra lock was removed because the lowering of the T&M's summit pound (to improve Harecastle Tunnel's "air draught" – its free height above the water level) meant that the T&M would always be lower than the Macclesfield. The Hall Green Branch is now considered to be an extension of the Macclesfield Canal, which now meets the T&M at Hardings Wood Junction (just short of the Harecastle Tunnel north portal).

The newer canal was not always at a higher level than the one it joined. For instance, there is a very shallow lock at Autherley Junction, where the 1835 Birmingham and Liverpool canal (now part of the Shropshire Union Canal) met the older Staffordshire and Worcestershire Canal, built in 1772. The Nicholson guide shows that a boater travelling south along the newer canal locks "up" before turning north or south onto the older Staffordshire and Worcestershire Canal – so the Shropshire Union Canal gains a small lockful of water each time a boat passes. However, the gain is tiny since the level difference is so small that it is sometimes possible to open both gates at once.

Round locks
There are several examples where locks have been built to a round plan, with more than two exits from the lock chamber, each serving a different water level. Thus the lock serves both as a way of changing levels and as a junction. The circular plan of the lock allows boats within it to rotate to line up with the appropriate exit gate.

Drop locks
A drop lock allows a short length of canal to be lowered temporarily while a boat passes under an obstruction such as a low bridge. During canal restoration, a drop lock may be used where it is impractical or prohibitively expensive to remove or raise a structure that was built after the canal was closed (and where re-routing the canal is not possible).

Flood locks
A flood lock is to prevent a river from flooding a connected waterway. It is typically installed where a canal leaves a river. At normal river levels, the lock gates are left open, and the height of the canal is allowed to rise and fall with the height of the river.

However, if the river floods beyond a safe limit for the canal, then the gates are closed (and an extra lock created) until the river drops again. Since this is a true lock it is possible for boats to leave the canal for the flooded river despite the difference in water levels (though this is not likely to be wise) or (more sensibly) to allow boats caught out on the flood to gain refuge in the canal.

Note that if the canal is simply a navigation cut connecting two stretches of the same river, the flood lock will be at the upstream end of the cut (the downstream end will have a conventional lock).

Flood locks which have been used only as flood gates (see below) are often incapable of reverting to their former purpose without refurbishment. That is, where only outer gates are ever closed (probably because a waterway is not a true commercial one, and therefore there is no financial imperative for a boat to venture out onto a flooded river) inner gates soon suffer from lack of maintenance. A good example is on the Calder and Hebble Navigation, where structures referred to in the boating guides as "Flood Locks" are clearly only capable of being used for flood-prevention, not for "penning" boats to or from the river in flood.

Flood gates
A flood gate or stop gate is the cheaper equivalent of a flood lock. Only one set of gates exist, and so when the river is higher than the canal, the gates are closed and navigation ceases. These are quite common in the French inland waterways system. Flood gates may also be used to sub-divide long canal pounds or protect, in case of bank collapse, the surrounding area if this is lower than the water level of the canal. They are commonly found at the ends of long embankments and at aqueducts. These gates are often overlooked because they lack balance beams and are only a little higher than normal canal level.

Bi-directional gates and locks
Where a lock is tidal (i.e. one side of the lock has water whose level varies with the tide) or where a canal meets a river whose level may vary, the water on the tidal or river side (the "downstream" side) may rise above the water on the normal "upper" side. The "upstream" pointing doors will then fail to do their job, and will simply drift open. To prevent water flowing the wrong way through the lock, there will need to be at least one set of gates pointing in the "wrong" direction. If it is desirable that boats can use the lock in these circumstances, then there needs to be a full set of gates pointing towards the tidal or river side. The usual method is to have gates pointing in opposite directions at both ends of the chamber (alternatively, the "paired stop lock" arrangement of two separate sequential locks pointing in opposite directions would work here – but would require an extra chamber). If navigation is not required (or impossible) at one "extreme" (e.g. allow navigation above mid-tide, but just prevent the canal emptying at low tide) then it is only necessary to have one set of bi-directional gates.

Tidal locks
A sea lock is one that connects a canal or river directly with an estuary or ocean. A tidal lock is generally any lock that connects tidal with non-tidal water. This includes a lock between a tidal river and the non-tidal reaches, or between a tidal river and a canal, or a sea lock. However, the term usually refers specifically to a lock whose method of operation is affected by the state of the tide. Examples:
 * A canal joining a river whose levels are always lower than the canal. All that is needed is an ordinary lock, with the gates pointing up the canal. The lock is used normally so long as the tide is high enough to float boats through the lower gates. If near low tide the lock becomes unusable, then the gates can be barred (and simply become a "reverse flood gate", holding water in the canal). This arrangement also applies to some sea locks (e.g. Bude Canal).
 * A canal joining a river which is normally below it, but which can rise above it (at very high tides, or after heavy rain). One pair of gates can be made bidirectional, i.e. the inward-pointing gates would be supplemented by a pair pointing out to the river. When the river is higher than the canal, the normal gates would just drift open, but the additional pair of gates can be closed to protect the canal, and prevent navigation to the river. In effect, we have simply added a flood gate.
 * As above, but where it is safe to navigate even when the river is higher than the canal. The lock will be fully bidirectional (two pairs of oppositely pointing gates at each end) to allow boats to pass at any normal river levels. At extreme low or high tides unsuitable for navigation, the appropriate sets of gates are barred to prevent passage.

Inlet locks
An inlet lock is to regulate water from a feeder canal or a river into the main canal. In some cases, the inlet lock may double as a lift lock to allow boats into the river slackwater. Note that in the example on the right, the feeder canal was originally George Washington's Little Falls Skirting Canal which was part of the Potomac Company's canals, later re-purposed as a feeder canal for the Chesapeake and Ohio Canal.

Very large locks
The total volume of water to be considered in any lock equals the product of its length, breadth and the difference in water levels. Lock staircases are used in an attempt to reduce the total volume of water required in relation to the amount of useful work done. The useful work done relates to the weight of the vessel and the height it is lifted. When a vessel is lowered the consumption of potential energy of the water consumed is considered. An alternative to locks is a boat lift; facilities of this type, e.g. the Anderton boat lift or the Strépy-Thieu boat lift in Belgium, do not rely on the consumption of water as the primary power source, are powered by motors and are designed to consume a minimum amount of water.

The 29 locks on the Mississippi River are typically 600 ft long while tug and barge combinations are as much as 1200 ft long consisting of as many as 15 barges and one tug. In these cases, some of the barges are locked through, using partially opened lock valves to create a current to pull the un-powered barges out of the lock where they are tied up to wait for the rest of the barges and the tug to pass through the lock. It can take as much as an hour and a half to pass the lock.

The gates of a Guillotine lock work in a way similar to a sluice gate, but most canal lock gates are hinged to swing like doors.

Hiram M. Chittenden Locks
Every November, the large lock of the Hiram M. Chittenden Locks (better known locally as the "Ballard Locks" in reference to the Seattle neighborhood they are located in) was emptied for maintenance, as seen in the November 2004 pictures below. This provides an opportunity to visualize how a lock works without the water obscuring the bottom of the lock. For reference, the picture far left shows the lock in operation, with a tug and a barge (loaded with sand and gravel) waiting for the gates to open. In the bottom left corner of the picture may be seen the cut-out in the side wall that contains the gate when open.

The lock has three pairs of gates, one pair at each end and one pair in the middle so that half the length of the lock can be used when the whole length is not required, thus saving water. The barely visible person walking along the bottom of the lock in the second picture gives an indication of the vast size of this lock. In both pictures of the end gates, the string of penstock openings are visible along the sides at the bottom. The water entering and leaving the lock flows by gravity through these openings. It requires around 15 minutes to fill or empty the lock.

Van gate
This type of gate was a Dutch invention in the early 19th century. The Van gate has the special property that it can open in the direction of high water solely using water pressure. This gate type was primarily used to purposely flood certain regions, for instance in the case of the Hollandic Water Line. Nowadays this type of gate can still be found in a few places, for example in Gouda.

The design of a Van gate is shown in the image on the lower right. When the tube connecting the separate chamber with the high water level side of the sluice is closed and the connection with the low water level side opened, the water level in the separate chamber will drop to the level on the low water level side of the sluice. The surface area of the gate separating the chamber from the high water level side of the sluice is larger than that of the gate closing the sluice. This results into a net force that opens up the sluice.

Dams and weirs
In ancient times river transport was common, but rivers were often too shallow to carry anything but the smallest boats. Ancient people discovered that rivers could be made to carry larger boats by making dams to raise the water level. The water behind the dam deepened until it spilled over the top creating a weir. The water was then deep enough to carry larger boats. This dam building was repeated along the river, until there were "steps" of deep water.

Flash locks
The development of dams and weirs created the problem of how to get the boats between these "steps" of water. An early and crude way of doing this was by a flash lock. A flash lock consisted essentially of a small opening in the dam, which could be quickly opened and closed. On the Thames in England, this was closed with vertical posts (known as rymers) against which boards were placed to block the gap.

When the gap was opened, a torrent of water would spill out, carrying a "downstream" boat with it, or allowing an "upstream" boat to be man hauled or winched through against the flow. When the boat was through, the opening would be quickly closed again. The "gate" could also be opened to release a 'flash' downstream to enable grounded boats to get off shoals, hence the name.

This system was used extensively in Ancient China and in many other parts of the world. But this method was dangerous, and many boats were sunk by the torrent of water. Since this system necessarily involved lowering the level in the pound, it was not popular with millers who depended on a full head of water to operate their equipment. This led to constant battles, both legal and physical, between the navigation and milling interests, with rivers being closed to navigation if there was any shortage of water. It was mainly this conflict, which led to the adoption of the pound lock in medieval China, as this means that relatively little water is consumed by navigation.

Staunch
A more sophisticated device was the staunch or water gate, consisting of a gate (or pair of mitred gates) which could be closed and held shut by water pressure when the river was low, to float vessels over upstream shallows at times of low water. However, the whole upstream head of water had to be drained (by some auxiliary method approaching modern sluices) before a boat could pass. Accordingly, they were not used where the obstacle to be passed was a mill weir.

Turf-sided lock
Both these locks are in the canalised river section of the canal and so are over supplied with water.

Use of water
The main problem caused by locks is that, each time a lock goes through one fill–empty cycle, a lockful of water (tens of thousands up to millions of litres) is released to the lower pound. In more simplistic terms, on a canal where only one boat will fit into a lock, a boat travelling from the summit pound to the lowest pound is accompanied on its journey by one 'personal' lockful of water. A boat going the other way also transfers a lockful of water from the summit pound to the lowest pound. To prevent the canal from running dry, some method must be used to ensure that the water supply at the canal summit is constantly replenished at the rate that the water is being drained downwards. This is, of course much more of a problem on an artificial canal crossing a watershed than on a river navigation.

Design
When planning a canal, the designer will attempt to build a summit level with a large reservoir, or one supplied by an artificial watercourse from a distant source, or one as long as possible (to act as its own reservoir) or which cuts across as many springs or rivers as possible (or all of these). Driving the summit level through a deep cutting or tunnel may cut through the water table as well as underground sources of water.

Pumping
Where it is clear that natural supply will not be sufficient to replenish the summit level at the rate that water will be used (or to allow for unexpected periods of drought) the designer may plan for water to be back-pumped back up to the summit from lower down. Such remedies may of course be installed later, when poor planning becomes apparent, or when there is an unforeseeable increase in traffic or dearth of rain. On a smaller scale, some local pumping may be required at particular points (water is continually recycled through some locks on the Kennet and Avon canal).

Water saving basins
A way of reducing the water used by a lock is to give it one or multiple reservoirs, whose levels are intermediate between the upper and lower pounds. These reservoirs can store the water drained from the lock as a boat descends, and release it to fill the next time a boat ascends. This saves half the amount of water lost downhill in each fill–empty cycle. Generally these reservoirs are called "saving basins".

Installing a single side pond will save 1/3 of the water, whereas three side ponds will save 60% of the water: the first 1/5 of the water goes into the top pond, the 2nd 1/5 into the middle pond, the 3rd 1/5 into the bottom pond – and 2/5 is wasted at each passage (assuming the area of each pond equals the area of the lock). The formula for $$n$$ side ponds of optimal altitude and depth, with area of each pond, $$a_p$$, and area of the lock, $$a_l$$, is:

$$\frac{\text{water used with side ponds}}{\text{water used without side ponds}}=1-\frac{n}{n+1+a_l/a_p}$$.

For example, the Hindenburg-lock (in Hannover, Germany, built 1919–1928) has two lock chambers of 225 m length, each of which would use 42,000 m3 of water for a full locking cycle. Due to the use of 10 water saving basins, only 10,500 m3 of water are used. A more recent example is the Rhine–Main–Danube Canal with 13 saving locks out of a total of 16 locks.

Side ponds were also installed on the Grand Union Canal and the Coventry Canal, among others. Most are now out of use, and in some cases have been filled in, because British Waterways considered that it was too easy to misuse them and flood the surrounding area. A notable survival is at the four-lock staircase at Watford Gap. On some flights of locks with short intermediate pounds, the pounds are extended sideways – in effect to provide a reservoir to ensure that the pound does not run dry (in case, for instance, the lock below leaks more than the lock above). These extended intermediate pounds are sometimes confused with side ponds.

Alternatives
As well as the "static" approaches mentioned earlier (various types of contouring, excavating, and spanning), there were many ingenious "dynamic" solutions, mostly variations on the boat lift or the inclined plane. These tend to be more expensive to install and operate, but offer faster transit and waste less water.

Inclined plane
An inclined plane consists of a cradle (to hold a barge) or caisson (a box full of water in which a barge can float) which moves on rails sideways up a slope from one waterway to the other. Since the box is "wet" (filled with water), Archimedes' principle ensures that the caisson always weighs the same, regardless of the size of boat being carried (or even if it contains only water). This makes for easy counterbalancing by a fixed weight or by a second caisson. The motive power may be steam or hydraulic, or may come from overbalancing the top caisson with extra water from the upper waterway.

Boat lift
The Falkirk Wheel, the world's first rotating boat lift, acts as the centrepiece of the restoration of the Forth and Clyde and Union Canals. The Wheel replaced a flight of locks which formerly connected the canals and which were filled in in 1930. It was the winning design in a competition to design a new lock. Visitors can now take a boat trip on the Wheel and be lifted over 100 ft in a few minutes compared to the time it took when the original lock staircase operated.

The Victorian Anderton Boat Lift, the world's first vertical boat lift, linking the Trent and Mersey Canal and the River Weaver in Cheshire, was reopened in 2002. The world's highest boat lift in Strépy-Thieu in Belgium raises or lowers 1,350 t boats by 73.15 m.

Another derivative is the Peterborough lift lock which is a boat lift located on the Trent Canal in the city of Peterborough, Ontario, Canada and is Lock 21 on the Trent-Severn Waterway. Its dual lifts are the highest hydraulic boat lifts in the world, rising 19.8 m. This was a considerable accomplishment when conventional locks usually only had a 2 m rise. Each lift has a capacity of 1,300 t. The basins are 140 ft long, 33 ft wide and 9 ft deep. The vertical distance lifted is 65 ft. The Trent-Severn has another similar lift lock at Kirkfield, with basins of the same dimension, but which lifts over a smaller vertical distance.

Marine railway
A marine railway is similar to a canal inclined plane in that it moves boats up or down a slope on rails. However, the vessel is carried in a dry carrying frame, or cradle, rather than in a water-filled caisson. The principle is based on the patent slip, used for hauling vessels out of the water for maintenance.

In operation, a boat is navigated into the carrying frame, which has been lowered into the water. The boat is secured to the cradle, possibly by raising slings under the hull using hydraulics, and the cradle is hauled out of the water and up the hill with a cable. At the top of the slope, the cradle is lowered into the upper waterway, and the boat released. As the boat is not floating, Archimedes' principle does not apply, so the weight lifted or lowered by the device varies – making counterbalancing (by dead weights or a second boat carriage) more difficult.

In some locations, such as the Big Chute Marine Railway on the Trent-Severn Waterway, in Ontario, Canada, a marine railway was installed as a temporary measure at the planned site of a flight of conventional locks. In this and several other cases, the locks were never built, and the marine railway continued to serve on a permanent basis. Where there is a steep rise in the land a marine railway may be more effective than multiple locks, such as on the Elbląg Canal.

Diagonal lock
This concept in lock design has yet to be installed on any waterway. It is basically a shaft lock with a diagonal shaft. The proposal is for a long tube of reinforced concrete, of a size to accommodate the boats being lifted, to be built on the slope between the upper and lower levels. The bottom of the tube is sealed with a strong watertight door, but there is a single pair of conventional lock gates at the top, installed a boat's length from the far wall of the tube. The change in level is achieved by filling the tube with water from the top pound, or by draining. The vessel floats on the surface of the water, with a guide float or pontoon, shaped to fit the tube, floating alongside to keep it clear of the walls. Side ponds, piped from the main tube, are incorporated to save water. In replacing a traditional flight or staircase of locks, a considerable time saving is anticipated. It differs from the similar caisson lock design in that the boat does not have to be carried in a submerged chamber.

A combined system: Three Gorges Dam
At the Three Gorges Dam on the Yangtze River (Chang Jiang) in China there are two stairsteps of five large ship locks (each 300 m long and 35 m wide) for ten-thousand-tonne ships. In addition to this there will be a boat lift (a large elevator) capable of moving a three-thousand-ton ship vertically in one motion. The locks and the boat lift provide a total lift of up to 113 metres.

Ship sizes named after locks
Locks restrict the maximum size of ship able to navigate a waterway, and some key canals have given rise to the name of standard ship sizes, such as the Panamax and the Seawaymax.

Dester13
Fork99 we need to discuss. I was trying to put Canal Lock on the article but you then revert it. Canal Lock is an alternate term for “Lock (water navigation)” and it’s not a bad problem with no grammar errors. As i speak i have it saw Canal Lock article before it was deleted by admin in Wikipedia. So we here to add that sure. Reply? Dester13 (talk) 22:13, 16 June 2023 (UTC)

 * @Dester13: As I said in my edit summary, the sentence you edited already discussed that this is in relation to canals. There’s no need to make the sentence a tautology. Also, there’s been similar discussions on other articles you’ve edited. Fork99 (talk) 22:24, 16 June 2023 (UTC)
 * Okay then Fork99. But i swear that i just seen Canal Lock article in the past years before being deleted by admin, so it just only have Lock (water navigation) article then I may have to add it there. I agree. Dester13 (talk) 23:15, 16 June 2023 (UTC)
 * I don’t understand exactly what you mean, but if you mean that there were articles at the present redirects Canal lock or Canal Lock, there is no need for duplicate articles on Wikipedia, see the pages at MERGEREASON and Redirect. Those redirects were created at least a decade or more ago. Fork99 (talk) 00:23, 17 June 2023 (UTC)
 * While this not i want to say Fork99. I just want to put Canal Lock in the Lock (water navigation) article because i seen “Canal Lock” page in the past years before being removed by admin, and it’s another term for that. There is no reason for grammar errors and wording unclears sure. Reply to me if it right? I swear.

Ending Message
We wish that i want to put Canal Lock term at this article after it deleted by admin in past years. Dester13 (talk) 01:11, 17 June 2023 (UTC)

 * I’m sorry, what? Firstly, correct if I’m wrong, but are you using a translator program from your presumably native language to English to edit on the English Wikipedia? If so, there are lots of Wikipedias in different languages (see this link: List of Wikipedias). Secondly, a lock (water transport) can also refer to a river lock, not just a canal lock. This is explained in this article’s lead. Fork99 (talk) 01:37, 17 June 2023 (UTC)
 * While okay than. I will add River Lock in this article instead of Canal Lock Fork99. I sorry sure. Dester13 (talk) 14:17, 17 June 2023 (UTC)
 * No. Specific typing does not create a new term. A 'Ball' is not also known as a 'Red Ball'. MrOllie (talk) 14:23, 17 June 2023 (UTC)
 * Dude MrOllie. I’m agree with Fork99. The sentence “Secondly, a lock (water transport) (diverted into water navigation) can also refer to a river lock” tells me to add River Lock refer in this article instead of Canal Lock. I’m right sure so i decide to put River Lock on it. Dester13 (talk) 16:28, 17 June 2023 (UTC)
 * You are misreading Fork99's comment. MrOllie (talk) 16:40, 17 June 2023 (UTC)
 * @Dester13: As I said in a different discussion at Talk:Apostrophe, please STOP using Google Translate. If you genuinely believe that “canal lock” is the same as a “lock”, or for that matter, ANY word on ANY article, please use the article’s talk page (such as this one) to ask a native speaker of English. For example: “I’m not a native speaker of English, but does the word ‘lock’ in the article need the clarification that it’s also a ‘canal lock’? If so, can someone add this to the article for me please?”
 * We do not need to have this same conversation over multiple articles more than once (see Talk:Apostrophe, Talk:Volcanic plateau, Talk:Cities: Skylines, Talk:Railway track).
 * As I said in other discussions, machine translation of languages is very difficult. Without further context, a computer would not understand that an English ‘ball’ could refer to either ‘a formal dance party’ OR ‘a usually round-shaped object that is usually used in various sports’. I’m sure that your native language (like any language, including English) has similar homonyms, homophones and linguistic aspects that a native English speaker would find difficult to learn and understand. Fork99 (talk) 19:51, 17 June 2023 (UTC)
 * Well well, another user has taken Dester to ANI and gotten Dester and their other accounts all blocked for sockpuppetry, among other things. Hopefully that’s the last of that. Fork99 (talk) 10:03, 18 June 2023 (UTC)

title: Talk:Lock (water navigation)


text:
Talk:Polish cavalry/to do

 * Include the following periods and ideas
 * evolution from foot "drużyna" to mounted chivalry
 * 16th century
 * introduction of firearms
 * split onto heavy and light cavalry
 * hussaria, lisowczycy, other formations of the PLC
 * foreign influence (Tatar, Hungarian, Turkish)
 * Sabre as a class of its own
 * late 18th and 19th centuries
 * Napoleonic period
 * mounted partisans during the January Uprising
 * World War I Polish formations
 * Polish-Bolshevik War
 * Evolution from cavalry to mounted infantry in the 1920's and 1930's
 * motorisation
 * Polish Defence War of 1939
 * "Cavalry" abroad during WWII
 * Dissolution of cavalry after WWII
 * Szwadron Jazdy Polskiej
 * Consider creation or expansion of separate articles on:
 * Cavalry traditions (żurawiejki, symbols, banners, colours...)
 * Polish sabre and/or sabre in Poland (or expand the sabre article)
 * ułani, hussaria,
 * Myths about the Polish cavalry
 * Any other ideas?

license: Creative Commons - Attribution Share-Alike - https://creativecommons.org/licenses/by-sa/4.0/

title: Talk:Polish cavalry/to do


text:
Mount Roskill

Mount Roskill (Puketāpapa) is a suburban area in the city of Auckland, New Zealand. It is named for the volcanic peak Puketāpapa (commonly called "Mount Roskill" in English).

Etymology
The name Mount Roskill was first recorded as Mt Rascal in 1841, on a map created by a Wesleyan missionary, referring to the volcanic peak Puketāpapa. The origin of this name is unclear, however an apocryphal story links the name to a livestock thief from the early colonial era, who allegedly used the peak as a grazing area for stolen sheep and cattle. The peak was variously called Mount Roskill or Mount Kennedy (after landowner Alexander Kennedy). The name Mount Roskill for the peak and the surrounding area likely cemented after 1867, when the local government administering Dominion Road was formed, which took the name Mt Roskill Highway Board. The first uses of Mount Roskill to describe the suburb in newspapers come from the late 1860s.

Geography and geological history
The volcanic peak Puketāpapa erupted an estimated 20,000 years ago. The earlier eruption of Ōwairaka / Mount Albert and Puketāpapa blocked the original flow of the Oakley Creek, causing much of the area between the two peaks to become a peaty swamp.

Mount Roskill is located in the south of the Auckland isthmus, approximately seven kilometres to the south of the Auckland city centre. It is surrounded by the neighbouring suburbs of Three Kings, Sandringham, Wesley, Hillsborough and Mount Albert. The Mount Roskill shops are located at the intersection of Mount Albert and Dominion Roads.

Early history and colonial era

The area has been settled by Tāmaki Māori iwi hapū and since at least the 13th century. The Oakley Creek, traditionally known as Te Auaunga, was a crayfish, eels and weka for Tāmaki Māori. Harakeke (New Zealand flax) and raupō, which grew along the banks of the creek, were harvested here to create Māori traditional textiles. By the early 18th century, the area was within the rohe of Waiohua. In this period, Puketāpapa was the site of a fortified pā. After the defeat of Kiwi Tāmaki, the paramount chief of the iwi, the area became part of the rohe of Ngāti Whātua (modern-day Ngāti Whātua Ōrākei). During the early 19th century, the focus of life for Ngāti Whātua was at Onehunga and Māngere, and the Mount Roskill area was used seasonally.

Mount Roskill formed a part of a land sale between Ngāti Whātua and the Crown on 29 June 1841. In 1845, Alexander Kennedy of the Union Bank of Australia, purchased much of the area from the Crown, on-selling this to Joseph May in 1849. The Crown sold further parcels of land to settlers in 1848 and 1849, and the area developed into farmland by the late 19th century. A number of large country estates owned by wealthier families were found in the Mount Roskill farmland, such as Joseph May's estate, which was redeveloped into the Akarana Golf Clubhouse. The area was known to early settlers as a good location for raising ducks and geese, and as a source of water for cattle. While the area close to Three Kings in the north had fertile farmland, the southern area of Mount Roskill along the Hillsborough ridge was not as profitable.

In the early 1910s, Mount Roskill became known for its strawberry farms, primarily those operated by William Johnston and Teddy Edwards. After World War I and the return of servicemen, a number of unprofitable strawberry farms were set up in the area, crashing the strawberry market only a decade later. During the 1920s, Chinese New Zealanders Quong Sing and Wong Key developed market gardens at Mount Roskill.

Suburban development

Beginning in the 1920s, private housing estates began developing at Mount Roskill. One of the first developments was the Victory Estate, which was constructed around Dominion Road the 1920s. This was followed by the Winstone Estate, which developed at the foot of Puketāpapa from 1932.

In 1930, the Auckland tramway network was extended south along Dominion Road, reaching Mount Albert Road and creating a new terminus, around which a shopping centre developed (now known as the Mount Roskill Town Centre). From 1939, the New Zealand Government began creating large-scale public housing developments in Mount Roskill, as the land at the end of tramways was comparatively cheap to develop. By 1947, 1,085 new houses had been built in the area, a figure which had grown to 2,529 by 1953. Around 600 houses were part of the government's development at the Lower Wesley Estate, an area west of Three Kings purchased from the Wesley Trust.

Mount Roskill became a borough in 1947, which meant that Mount Roskill now had a mayor, a local council and were able to invest more into the area. One of the earliest issues faced by the new borough was improving stormwater works for housing around the Oakley Creek, after substantial floods in Wesley in 1948 and 1953. During the 1950s, the suburb became known as the "Bible Belt" of Auckland, due to the area's conservative Presbyterian mayor Keith Hay, and because the area had the highest per capita number of churches in New Zealand.

Over time the image of Mount Roskill as a conservative Christian area waned, after a large influx of migrants and refugees into the area. The 2006 film No. 2, shot in Mount Roskill, was inspired by director Toa Fraser's experiences of growing up in Mount Roskill as a multicultural place.

The area was one of the last in the country to go "wet", in 1999, having formally been a dry area where the selling of alcohol was prohibited.

In the early 2000s, work began on extending the Southwestern Motorway north of Hillsborough. This led to 120 properties in Mount Roskill being purchased, in order to make way for the new motorway.

Demographics
Mount Roskill covers 7.42 km2 and had an estimated population of as of  with a population density of  people per km2.

Before the 2023 census, Mount Roskill had a smaller boundary, covering 5.23 km2. Using that boundary, Mount Roskill had a population of 17,319 at the 2018 New Zealand census, an increase of 1,188 people (7.4%) since the 2013 census, and an increase of 1,983 people (12.9%) since the 2006 census. There were 5,187 households, comprising 8,754 males and 8,556 females, giving a sex ratio of 1.02 males per female, with 2,853 people (16.5%) aged under 15 years, 4,788 (27.6%) aged 15 to 29, 7,605 (43.9%) aged 30 to 64, and 2,064 (11.9%) aged 65 or older.

Ethnicities were 29.1% European/Pākehā, 5.5% Māori, 15.5% Pacific peoples, 53.5% Asian, and 4.7% other ethnicities. People may identify with more than one ethnicity.

The percentage of people born overseas was 56.3, compared with 27.1% nationally.

Although some people chose not to answer the census's question about religious affiliation, 31.5% had no religion, 34.1% were Christian, 0.4% had Māori religious beliefs, 15.8% were Hindu, 8.8% were Muslim, 2.4% were Buddhist and 2.6% had other religions.

Of those at least 15 years old, 4,764 (32.9%) people had a bachelor's or higher degree, and 1,842 (12.7%) people had no formal qualifications. 1,977 people (13.7%) earned over $70,000 compared to 17.2% nationally. The employment status of those at least 15 was that 7,014 (48.5%) people were employed full-time, 2,016 (13.9%) were part-time, and 588 (4.1%) were unemployed.

Local government
The first local government in the area was the Mt Roskill Highway Board, that formed on 7 August 1868 to administer and fund the roads in the area. In 1883, the Highway Board became the Mt Roskill Road Board. In 1927, Mt Roskill attempted to become a borough separate from the County of Eden, however this was unsuccessful. After growth in the area, Mt Roskill achieved borough status in 1947, meaning the area now had a borough council and mayor, and was able to invest more into infrastructure projects.

Keith Hay was the longest serving mayor of Mount Roskill, holding the role from 1953 until 1974, when Dick Fickling was elected. Fickling resigned mid-term in 1987, and was replaced by Hay's son David Hay in 1987. In 1970, Mt Roskill and Onehunga boroughs proposed merging into a single entity, however this merger never eventuated.

In 1989, the borough was amalgamated into Auckland City. On 1 November 2010, the Auckland Council was formed as a unitary authority governing the entire Auckland Region, and Mount Roskill become a part of the Puketāpapa local board area, administered by the Puketāpapa Local Board.

The Puketāpapa local board area forms a part of the Albert-Eden-Puketāpapa ward, which votes for two members of the Auckland Council. The Albert-Eden-Puketāpapa ward is represented by counsellors Christine Fletcher and Julie Fairey.

Mayors (1947–1989)
During its existence from 1947 to 1989, the borough of Mount Roskill had five mayors:

Amenities and landmarks

 * The Fickling Convention Centre is a community centre for Mount Roskill. Built in 1976, housing the community library, Citizens Advice Bureau, Fickling Hall. Named after Dick Fickling, the major. Originally envisioned as a small theme park.
 * Mt Roskill Library was built and opened to public in August 1977. It was refurbished and the floor area extended in November 2011. Mt Roskill Library has English, Māori, Chinese, Tamil, Arabic and Somali collections.
 * Mount Roskill Rugby Football Club, Bay Roskill Vikings, and Eden Roskill District Cricket Club are based in the suburb.

Education
Mount Roskill Grammar School is a secondary school (years 9–13) with a roll of. Mount Roskill Intermediate is an intermediate school (years 7–8) with a roll of. Mount Roskill Primary is a contributing primary school (years 1–6) with a roll of. These schools are on adjoining sites. Mount Roskill Grammar School opened first in 1953, followed by Mount Roskill Primary in 1955 and Mount Roskill Intermediate in 1956.

Dominion Road School, Hay Park School and May Road School are contributing primary schools (years 1–6) with rolls of, and , respectively. May Road School opened in 1925, followed by Dominion Road School in 1929, which operated a satellite site of Three Kings School until 1937. Hay Park School opened in 1963.

Monte Cecilia School is a state-integrated Catholic contributing primary school (years 1–6) with a roll of. The school opened in 1925, by the Sisters of St Joseph of the Sacred Heart and the Sisters of Mercy, and was originally a private school.

All these schools are coeducational. Rolls are as of

People
Mount Roskill has been home to many successful New Zealanders who attended the local schools. Among them are:
 * Rugby coach John Hart,
 * Billionaire Graeme Hart,
 * Evangelist Bill Subritzky
 * Rugby union international Doug Howlett,
 * Actor and South Sydney Rabbitohs owner Russell Crowe,
 * Reserve Bank Governor Alan Bollard,
 * Tennis player Brett Steven,
 * Labour MP Phil Goff,
 * Balmain Tigers, Eastern Suburbs Roosters, Penrith Panthers and Parramatta Eels and New Zealand rugby league international, 1992 Dally M Medallist, former Kiwi coach and commentator Gary Freeman
 * Former rugby league international Dane O'Hara
 * Former rugby league international and New Zealand Māori representative Bill Burgoyne
 * Former New Zealand Warriors, Melbourne Storm, St George-Illawarra Dragons, Parramatta Eels and Cronulla-Sutherland Sharks rugby league international, New Zealand Māori representative and current NRL referee Henry Perenara
 * Former Parramatta Eels rugby league player Marcus Perenara
 * Manly-Warringah Sea Eagles and New Zealand rugby league international Steve Matai
 * New Zealand Warriors captain, rugby league international and professional boxer Monty Betham
 * Canterbury-Bankstown Bulldogs and Wests Tigers rugby league international Matt Utai
 * New Zealand Warriors and Kiwi rugby league international Evarn Tuimavave
 * Parramatta Eels rugby league player Manu Ma'u
 * New Zealand Warriors rugby league player Ben Henry
 * Canberra Raiders rugby league player Bill Tupou
 * Cronulla-Sutherland Sharks rugby league player Sosaia Feki
 * Canberra Raiders rugby league player Simi Sasagi
 * New Zealand Warriors rugby league player Sione Lousi
 * New Zealand Warriors rugby league player Sam Lousi
 * Newcastle Knights rugby league player Paterika Vaivai
 * The Hay family (of Keith Hay Homes)
 * Professional cricket player Azhar Abbas
 * New York Times Best Selling author Nalini Singh

In 2007, the Mount Roskill Community Board commissioned a 176-page book titled Just Passing Through: A History of Mt Roskill (Jade Reidy) which covered the growth of the district from 1840 up until the present time. It identified the significant input of Mount Roskill residents internationally, such as athletics coach Arthur Lydiard in the chapter "How Sport Put Mt Roskill on the World Map."

title: Mount Roskill


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File:VCWilliamThomasRickard.jpg

Photo of Victoria Cross recipient William Thomas Rickard, migrated from the Victoria Cross Reference site with permission. Photo submitted by Simon Manchee.

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William Thomas Rickard

William Thomas Rickard, (10 February 1828 – 21 February 1905) was a British sailor and a recipient of the Victoria Cross, the highest award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces.

Early life and Royal Navy
William Thomas Rickard was born at Stoke Damerel, Devonport, on 10 February 1828, and at an early age joined the Royal Navy.

Rickard was 27 years old, and a quartermaster in the Royal Navy during the Crimean War when the following deed took place for which he was awarded the Victoria Cross.

On 11 October 1855 in the Sea of Azov, Crimea, Quartermaster Rickard went with the commander (John Edmund Commerell) of HMS Weser and a seaman George Milestone to destroy large quantities of forage on the shore of the Sivash. After a difficult and dangerous journey they reached their objective—the magazine of corn—and managed to ignite the stacks, but the guards were alerted and immediately opened fire and gave chase. The pursuit was so hot that the seaman, through fatigue, fell into the mud and could not extricate himself. Rickard, however, although he was himself exhausted, went back and assisted him, even though the enemy were keeping up a heavy fire at the distance of thirty or forty yards, as they crossed the mud. The three men finally reached their ship and later the look-outs reported that the fodder store had burned to the ground.

Commander Commerell was also awarded the VC. Rickard's VC is on display in the Lord Ashcroft Gallery at the Imperial War Museum, London.

Later life and family
After retiring from the navy, Rickard joined the Coastguard as boatman, Chief Boatman and latterly as Chief Officer of Coast Guards, retiring sometime in the 1870s.

In June 1860, Rickard married Rebecca Whitingham of Kingsbridge, and they had four sons and two daughters. In retirement Rickard was boatman to the Ryde Rowing Club in the Isle of Wight and he and his family lived at Arethusa Cottage, Smallbrook, Ryde, named after the frigate HMS Arethusa (1849) on which he first served in the Crimean conflict. He died on 21 February 1905 and is buried in Ryde cemetery.

title: William Thomas Rickard


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Sarkozy (surname)

Sarkozy (variants include: Sárközy, Sárközi, Sarközy, Sarközi, Sarkozi) is a Hungarian surname. It is a toponymic surname, and means "from Sárköz, Hungary". Notable people with the surname include:

 * Nicolas Sarkozy (born 1955), French politician, president of France 2007–2012
 * Cécilia Attias (born 1957), formerly known as Cécilia Sarkozy, ex-wife of Nicolas Sarkozy
 * Carla Bruni-Sarkozy (born 1967), formerly known as Carla Bruni, third and current wife of Nicolas Sarkozy
 * Jean Sarkozy (born 1986), French politician, second son of Nicolas Sarkozy and Marie-Dominique Culioli
 * Guillaume Sarkozy, the older brother of Nicolas Sarkozy
 * Olivier Sarkozy, French businessman, half-brother of Nicolas Sarkozy
 * András Sárközy, Hungarian mathematician
 * Gábor N. Sárközy, Hungarian-American mathematician
 * Gabor Sarkøzy (also Sárközy Gábor) (1945–2008), Hungarian-Norwegian (porn) actor and director
 * Gergely Sárközy (born 1941), Hungarian musician
 * György Sárközi (1899–1945), Hungarian translator and writer
 * István Sárközi (1947–1992), Hungarian footballer
 * István Sárközy (1920–2002), Hungarian composer
 * Lajos Sárközi (born 1967), Hungarian hurdler
 * Rudolf Sarközi (1944–2016), Austrian Porajmos survivor
 * Anton Hans Sarközi as Tony Wegas (born 1965), Austrian singer and television actor.

title: Sarkozy (surname)


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Wikipedia:Articles for deletion/Draxius

Draxius was proposed for deletion. This page is an archive of the discussion about the proposed deletion. This page is no longer live. Further comments should be made on the article's talk page rather than here so that this page is preserved as an historic record. The result of the debate was delete

Draxius
Positive this is vanity, however if it is verifiable, then its non-notable/encyclopedic. [[User:Xezbeth| Xezbeth ]] 11:41, 29 Nov 2004 (UTC)
 * Delete. Non-notable. --Woggly 12:19, 29 Nov 2004 (UTC)
 * Delete: Screen name vanity. Geogre 16:27, 29 Nov 2004 (UTC)
 * Delete - will be forgotten in a week, no real, factual info. Oneliner 18:07, 29 Nov 2004 (UTC)
 * Gah - Delete, preferably last week. - Cdc 21:49, 29 Nov 2004 (UTC)
 * 860 Google hits but this includes all of the supposed "imitation" Draxii. Even if it weren't vanity, it's still fancruft.  Delete.  --Idont Havaname 23:44, 29 Nov 2004 (UTC)
 * Delete. --[[User:GRider|GRider\talk]] 19:23, 30 Nov 2004 (UTC)

This page is now preserved as an archive of the debate and, like other '/delete' pages is no longer 'live'. Subsequent comments on the issue, the deletion or on the decision-making process should be placed on the relevant 'live' pages. Please do not edit this page.

title: Wikipedia:Articles for deletion/Draxius


text: User talk:129.116.45.238

title: User talk:129.116.45.238


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James Cleland Richardson

James Cleland Richardson VC (25 November 1895 – 8/9 October 1916) was a Canadian recipient of the Victoria Cross, the highest and most prestigious award for gallantry in the face of the enemy that can be awarded to British and Commonwealth forces.

Youth, Pre War Life and Enlistment
James Cleland Richardson was born in Bellshill, Scotland on 25 November 1895 and was one of seven children. His father, David, was a police officer and his mother Mary was a mill worker. At the time of the 1901 UK census the family was living at the police station houses in Blantyre, South Lanarkshire where his father was police sergeant and at the 1911 census, they were based at nearby Rutherglen where his father had risen to the rank of Police Inspector and Fire Chief. As the family moved, James (known as Jimmy) attended school at Bellshill Academy, Auchinraith Public School at Blantyre and John Street School, Bridgeton, Glasgow. He was also a member of the Boy Scouts in Rutherglen. During these years, he learned to play the bagpipes and won several prizes. Sources vary, but somewhere between 1911 and 1913, when James would have been between 16 and 18 years old, the Richardsons emigrated to Canada, first settling in Vancouver and then Chilliwack, British Columbia, where his father became Chief of Police. James took up work as an apprentice electrician in a factory in the False Creek area of Vancouver. In a precursor of the valour he would later show on the Somme, while at work in 1914 he learned of a youth drowning in a nearby creek and proceeded to run to the scene, dive into the water and bring up the boy, who died despite Richardson's efforts. In Vancouver, James joined the cadet corps of the 72nd Seaforth Highlanders of Canada and became a Piper in the regiment's famous pipe band. At the outbreak of World War I, he voluntarily enlisted and was taken on strength on 23 September 1914 as a private/piper with the Seaforths. His regiment contributed a large draught to 16th (Canadian Scottish) Battalion and were among the first echelons of the Canadian Expeditionary Force sent overseas on October 3, 1914, and after further training in England, the 1st Canadian Division were sent to France on 9 February 1915.

1915 War Service
In April 1915, the 1st Canadian Division were placed in a reserve position behind the frontlines near the Belgian city of Ypres as the German Army unleashed a series of poison gas attacks that began the Second Battle of Ypres. On the night of April 22, the opening day of the battle, Richardson's 16th, along with the 10th Battalion were moved into the front lines and ordered to counterattack and advance into a position known as Kitcheners' Wood in the dark of night. In what became known as the Battle of Kitcheners' Wood, Richardson set out among a group of 50 men who began digging in under enemy fire after advancing about 30 metres. James however continued the advance and discovered a farmhouse in and around which a group of German soldiers had taken cover. In doing so, he was spotted by a German officer who was leading the group and shot him before returning to the position his unit was digging out. There he explained what he had seen to a Sergeant Major who sent the information back to officers behind the lines who then directed artillery onto the position.

Fighting at the Somme, Earning the Victoria Cross and Death
In 1916, the 1st Canadian Division were involved in fighting several of the Battles of the Somme and, on Oct 8, 1916, in a phase of the action known as the Battle of the Ancre Heights Richardson's battalion was pinned down by barbed wire barriers and intense enemy fire during an attack on Regina Trench. The 20-year-old fearlessly encouraged his comrades forward by marching in front of them, playing his bagpipes in the face of the withering enemy fire, inspiring them to get up and continue their attack, which was ultimately successful. Later in the day, James realized he had left his bagpipes at or near the front lines and decided to traverse the battlefield to recover them, however, Richardson never returned and was presumed to have been killed. For his actions, he was awarded the British Empire's highest medal for bravery and valour, the Victoria Cross. The citation given for the awarding of the Victoria Cross, as published in the London Gazette No. 30967, dated October 18, 1918, stated the following: " For most conspicuous bravery and devotion to duty when, prior to attack, he obtained permission from his Commanding Officer to play his company 'over the top'. As the Company approached the objective, it was held up by very strong wire and came under intense fire, which caused heavy casualties and demoralised the formation for the moment. Realising the situation, Piper Richardson strode up and down outside the wire, playing his pipes with the greatest coolness. The effect was instantaneous. Inspired by his splendid example, the company rushed the wire with such fury and determination that the obstacle was overcome and the position captured.  Later, after participating in bombing operations, he was detailed to take back a wounded comrade and prisoners.  After proceeding about 200 yards, Piper Richardson remembered that he had left his pipes behind. Although strongly urged not to do so, he insisted on returning to recover his pipes. He has never been seen since, and death has been presumed accordingly owing to lapse of time. "

Richardson's Bagpipes
Richardson's bagpipes were believed to have been lost in the mud of the Somme for almost 90 years until 2002, when the Pipe Major of The Canadian Scottish Regiment (Princess Mary's) responded to an Internet posting. He discovered that Ardvreck preparatory school in Crieff (Perthshire, Scotland) had possession of a set of bagpipes with the unique Lennox tartan on them, the same tartan used by the pipers of the 16th (Canadian Scottish) Battalion. A British Army Chaplain, Major Edward Yeld Bate, had found the pipes in 1917 and brought them back home after the war to a school in Scotland where he was a teacher. The pipes were unidentified for several decades, and served as a broken, mud-caked, and blood-stained reminder of an unknown piper from the Great War.

Andrew Winstanley of The Canadian Club and Pipe Major Roger McGuire were largely responsible for the investigative work into identifying Richardson's pipes. With the support of The Canadian Club and a group of patriotic citizens, Pipe Major McGuire travelled to Scotland in January 2003 to help identify the pipes that had been displayed at Ardvreck School for over seven decades. Tomas Christie, a parent of students there and also a piper, initiated the search for the origin of the pipes.

Their collective effort led to conclusive evidence that identified the pipes as those played by Piper Richardson on that day in 1916. An anonymous donor facilitated the purchase of the pipes on behalf of the citizens of Canada. In October 2006, a party of dignitaries visited Scotland and received the pipes from the Headmaster of Ardvreck School for repatriation to Canada.

On 8 November 2006, the bagpipes were officially repatriated when troops from The Canadian Scottish Regiment (Princess Mary's) placed them at the British Columbia Legislature as a reminder of a generation's valour. They are currently on public display.

Burial and memorial

After the war, in June 1920, James Richardson's body was discovered by a farmer about 300 metres north of the northeast corner of Le Sars village and recovered for burial. He is interred at Adanac Military Cemetery (Plot III, Row F, Grave 36) which is located on the east side of the D107 Road, 1.6 kilometres north of the village of Courcelette, France.

Sculptor John Weaver was commissioned to produce a statue of Richardson, which has been display at the Chilliwack Museum and Archives in Chilliwack since 2003.

Richardson is also commemorated with an inscribed paving stone in Bellshill, Scotland, the town he was born in.

Richardson's Victoria Cross and war medals are on display at the Canadian War Museum in Ottawa, Canada.

title: James Cleland Richardson


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File:VCJamesHenryReynolds.jpg

Photo of Victoria Cross recipient James Henry Reynolds, migrated from the Victoria Cross Reference site with permission. Photo submitted by Scott Chapman.

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