It was very grey when we set off with the cloud levels almost down to the ground. Although there was a half hearted attempt later for the sun to break through there was little change for the rest of the day. BUt it did not rain.
In our description of different types of bank protection yesterday, we did not mention this one which is, as far as we know, unique to the Grand Union. The concrete coping is the main characteristic as well as the basic data that are imprinted whilst the concrete was still setting. The depth of the piles and the dredging limit are always given and, in many cases, also a year date.
In this case, it was created in 1934 which according to what we understand, is quite significant. Although canal traffic was clearly in its sunset years, it was still strategically important. But this was also the time of widespread depression and low economic activity. Traditional economics only seemed to make matters worse until the arrival of Keynesian theory. A core proposal was that governments should inject money into the economy by setting up labour intensive capital projects, typically infrastructure. The most important canal (or so it seemed to London centric politicians!) was the Grand Union and bank renewal and dredging were undertaken along the whole length, where needed.
Many of the new works were on bends where badly steered boats have a tendency to run straight into the apex of the curve. (This typically happens if the boat is steered too far to the inside of the bend, then catches on shallow silt whereupon it looses steering and continues straight ahead, rather than making the turn requested via the rudder) The damage over the years can always be seen - this example is especially large, but at least it comes across in the photo! It is, however, an important tribute to this design as, even with such damage, the bank remains intact - not bad for ninety years.
A little further, as we passed under Bridge 103, we spotted that the towpath ahead is temporarily closed.
The reason quickly became apparent as we passed a team busy (ish!) at installing a new piece of piling and armco.
New ideas about bank protection continue to be tried out. For a few years, there has been some pressure from environmental lobbies to use more eco-friendly techniques. One method that comes from work on still waters (such as fishing lakes and reservoirs) uses a special mesh which is supported at intervals by wooden stakes hammered into the ground (unlikely to be the depths of the 1934 piles!) Not everyone was convinced at the outset, especially about its durability and this photo shows those fears realised. The passing of boats, with the attendant wakes, has sucked out the soil from behind the mesh, exposing more of the posts to weathering. The mesh is not very deep, as we have seen when we have passed it being installed, and this can lead to the bank being undermined. It seems unlikely that this specimen will survive 90 years . . .
At Napton Junction we turned right, passing under the junction bridge that carries the towpath. The entrance to Wigrams Turn Marina is directly opposite the bridge. The Oxford Canal continues in its same direction heading down to the River Thames. We will turn in that direction when we come back here next week. There is no ambiguity now - we are definitely on the Grand Union, heading to Warwick. (Well, probably Leamington Spa but the canal was built as the Warwick and Napton Canal. The Grand Union was gradually formed from several once independent companies, taking its current definition in 1929)
We were joined at Napton Top Lock by another boat Simply Messing, but they were intending to stop at the boatyard to fill with diesel.
However, as they arrived they were told that the diesel tank was empty so they rejoined us and we worked down all the three locks together, our locking techniques seemed very compatible. They currently have their home mooring in the Sunrise part of Ventnor Farm Marina. They also admitted to reading our blog! A pity we could not share any more of the upcoming locks. (20 to Leamington)
We waved farewell to them as they turned into their marina. (We had already passed the entrance by then)
The steam powered narrow boat Adamant was moored in its usual place but a sign in a window announced that it is now for sale. It was looking a little in need of tlc - perhaps it has become too much for its owner. It cannot be an easy boat to own, learning how to get the best out of a steam engine is not simple and regular boiler maintenance and testing is never going to be either straightforward or cheap. Lets hope that it finds a new enthusiastic owner soon and that we can see it chuffing around the network for a lot longer.
Shortly before Birdingbury Bridge, we could see a long line of moored boats and fearing that we might be stuck with nowhere to stop for lunch just above the Stockton flight, we grabbed a vacant spot right at the start, almost hidden in extensive reeds. As soon as we had tied up we agreed that this might just do for the rest of the day - but we will have a busier day tomorrow, with at least 11 locks to do.
6.3 Miles - 3 Locks
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