Radford Semele

Today's Canal : Grand Union

The forecast promised us a day with 0% rain and lots of sunny spells. As previous promises in the past week had not been fulfilled, we were very pleased that when we set off there was already more blueness than we have had for a while.

Although we have been deluged at times with falling leaves there is still a lot of green in the trees and shrubs. Even so, the sense of an imminent autumn is gradually growing on us.

We stopped after the first bridge to fill with water and to dispose of rubbish. The boater facilities along this stretch are spread out with no one place having everything.

Once we were underway yet again, it was not long before we arrived at the top of Bascote Locks. As a boat had just left we had hopes that at least some of the flight might be set for us. The staircase puzzled us a bit as the top lock was full (a boat had just left) but the bottom one was empty. The only reasonable way this would occur in normal operation is if the up boat had passed a down boat (one did pass us before we set off this morning) in the locks. Although the instruction panel says to check that NO boats have already started to ascend, this is one way, when there is only one  boat it at least one direction, to save a bit of time, effort and water.

The instructions also ask that a down boater checks that the bottom lock is empty before opening the paddles between the two locks of the staircase. The water from the top lock drains into the bottom lock, thus bringing it up to the correct intermediate level. If there is already water in the lower lock then there is a flood. Don't Do It! we are asked. However, we noticed that this flooding must have happened all too often as a channel has been built around the bottom gate structure to take the water away from the towpath! (yes, that looks like water in the channel but it was dry - we did NOT flood!)

So much blue!

There are two more single locks in the Bascote flight - we noticed a couple of contractors vans at the top and as we worked down we saw the crew of three carrying various heavy items of tools and equipment down to the bottom. They explained that they were due to conduct a routine inspection of the back pump which transfers water up to the pound above Bascote. Different aspects of the inspection required different skillsets.

After Welsh Road Lock we reached the site of an HS2 crossing. 

A large viaduct is needed and the track will be ramped up on either side. In the past we have spotted some of the huge amount of earth moving that is needed and now the two supporting pillars either side of the canal are gradually emerging from below ground. We did not see any activity on the site at all so perhaps it is a 'working from home day' . . . 

After Wood Lock we reached the three Fosse Locks. Below the first we paused briefly at the Fosse Way road bridge to avail ourselves of the outdoor elsan disposal point.

Three more locks to go. Alongside Radford Bottom, the last one, the towpath had a pretty carpet of leaves.

So, Radford Bottom marks the end of the descent from Napton Junction and we are on the Leamington level. This is a 'sump' as on the other side the canal commences its climb towards Birmingham, much with the Hatton 21 flight - which, thankfully, we do not need to do this trip as we will be turning around in Leamington after Andrew joins us.

Just after the bridge below the lock we could see the sunken boat about which we had been warned. A boater who came through a few days ago also advised that we keep as close as is sensible to the wreck  as others had given it a wide berth and run aground on some submerged objects on the offside of the canal. It is always sad to see a distressed boat such as this but even more so when it is one with some of the heritage bound up in it.

About 15 minutes later we arrived at Radford Semele and found a good mooring just before the main road bridge into Leamington.

5.0 Miles - 10 Locks

Bascote

Today's Canal : Grand Union

Although quite noticeably less cold, today remained very misty with low cloud obscuring any attempt at sunshine. Neither of us noticed it, but there must have been quite a lot of rain overnight as everywhere was especially wet, including the locks and their balance beams.

Soon after setting off we passed Nelson's Wharf, a new redevelopment of an old arm that linked to the original lime works and, later, the cement works. It is not very long but provides space for 9 permanent moorings, as well as three on the main line. They also have several well-appointed luxury camping pods. The main building visible from the canal was originally used as home to Willow Wren Training, a provider of certified courses for narrowboat helmsmen. Alas, they now seem to have closed but parts of the building were in use when we passed by. The Nelson's Wharf web site has quite a bit of interesting history as well as a diary of the restoration project.

A little further and Stockton Top Marina announces that we are almost at the lock flight. This marina is now the only home of Kate Boats, having eventually given up their Warwick base entirely. Fortunately we were not wanting to fill up with diesel as a sign indicated that they were Closed.

And so to the start of the nine locks comprising Stockton Locks - 8 in the main section closely followed by Stockton Bottom Lock. The 8 are close together and, apart from one, quite easy to operate. The second lock took extra time as we did not immediately spot that the lower gates were leaking so badly that it would not fill just with one paddle open.

The first few locks were set against us as a boat had passed us about half an hour before we set off. A volunteer lock keeper did appear but opted to go up to the top where he assisted the next boat down. Two boats sharing came up so at least a couple were set in our favour until we reverted to being behind the descending boat. 

We made steady progress, if not our fastest ever passage, and left the 8th lock just under two hours after starting. 

The next lock is sometimes called Shop Lock and sometimes Stockton Bottom Lock. It is slightly separate from the main flight of 8 and also is rather deeper, similar to the individual locks that follow from here to Warwick. We were rather concerned about the obvious cracks that have appeared in the concrete structure around the nearside bottom paddle. Was this a sign that the lock wall was moving inwards? After leaving the lock we could see that there is no apparent sign of movement so perhaps it is the rest of the structure that has moved the other way.

And so to Itchington Bottom Lock, our last of the day. Why 'Bottom' - we do not know as there is no middle or top!

From Bickley's Bridge 26 to the former railway bridge, the towpath edge is yet another design - not one that we recall having seen elsewhere. It looks as if the coping is built from pre cast blocks of a clear, angular shape. In any event, it has survived very well.

As it was now 1 o'clock - time for lunch - and the four Bascote Locks were just ahead, so we moored on a good stretch of armco. We opted to leave the remaining locks until tomorrow but  we may regret this as Christine has realised that she has a Zoom meeting on Friday afternoon - the shopping trip into Leamington may not now be possible . . . 

The more attentive reader may well spot that we have only done 10 locks today whilst yesterday we said it would be 11. The total to Leamington remains the same but we misread the best mooring spot!

2.9 Miles - 10 Locks

Birdingbury

Today's Canals : Oxford, Grand Union

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

Wolfhamcote

Today's Canal : Oxford (Grand Union)

The forecast for today suggested an improvement after about 10 am with dry, if overcast, thereafter, Alas, following a reasonably dry start, damp conditions soon prevailed, much less pleasant than expected.

We promised yesterday to say a bit more about the sloping sided towpaths which restrict mooring opportunities. As it happened, the next stretch from our overnight stop was predominantly the first style of bank improvements - concrete piles held together with solid steel bars. In general, this type of construction seems to have lasted well although the disadvantage for boaters is that there no general way of making the boat fast against it. The bars start off flush to the piles although over time some gaps do appear. Aften - as happened when we stopped in Rugby to visit Tesco, it is best to look for a rope loop which a previous moorer has left behind.

For several decades until recently, almost all bank repairs were made with steel piles held together with armco bars, the most common crash barrier style. These have the definite advantage that the corrugated shape of the piles leaves regular gaps through which moorings can be made, altogether much to be preferred to banging in mooring pins! 

There are two popular ways of attaching mooring ropes to armco - mooring clips (aka nappy pins) and 'goat' chains. The first are about 250mm in length, made from bent and formed steel rod in a shape that sort of resembles a nappy or safety pin. One end is closed through which a rope is passed whilst the other end is open and is hooked onto the armco. It works surprisingly better than it looks as if it will! The other type is a short length of strong chain with a different sized ring at either end. The smaller ring is dropped down behind the armco and then passed through the larger ring and used to attach a rope. Although we have both types, the goat chain is our preferred option. It also has the added bonus of being much less susceptible those members of society that enjoy setting boats free from their moorings. Once happened to us in Burnley in the middle of the night when a group of revellers pulled out our pins and tossed them into the water!

From the entrance to Dunchurch Pools marina much of the bank reverted to the sloping stones. The  problem with this kind of towpath edge is that the slope extends some depth so that the edge of the boat cannot reach the bankside and the bottom corner of the hull grates against the stones.

Also, as the stones become loose they drop into the main channel and expose the towpath to serious erosion from the wake of passing boats.

We met the Bywater pair of hotel boats - must have been a special charter as no trip was listed after 10th October from Oxford to Banbury. They were closely tied together but this was not immediately obvious as they were coming around a bend. Moored boats on our side were an added complication - between us we just made it without an incident! But we were too 'busy' to take a photo until they were well passed us.

The final section into Braunston mostly has the bank protect by armco. The difference is evident on the Waterway Routes maps - after a section with almost no places marked as suitable to stop, there are frequent options leading up to Braunston.

We stopped at the first service point in Braunston to fill with water and make the usual disposals. A branch of Midland Chandlers is alongside and we took the opportunity to stock up on Elsan Blue and Marine 16. They were out of stock of their cheaper (aka less expensive) nets of logs and Christine decided that the ones they did have were unnecessarily expensive!

After passing under the double branch junction with its iconic cast iron bridges, we were technically still on the Oxford Canal, the link between the north and south parts. This was built first but after the Grand Union arrived there was an agreement to share the canal for boats passing from the southern to the northern parts of the GU from London to Birmingham and widened when the rest of the GU allowed wide beam boats. 

It was coming up to lunch time and we were not feeling too comfortable in the cold and damp,  but we had to go a little further as the Oxford Canal origins show up with yet more sloping stone banks. After a while some good armco appeared (and marked on our map) and we happily came alongside. We also decided to take the afternoon off from cruising! (Well, we do have a relaxed schedule this week) At the moment it looks likely that we will take our time, aiming for Leamington Spa on Saturday when we meet up with Andrew for the rest of the trip to Cropredy.

4.9 Miles - 0 Locks

Barby Wood

Today's Canal : Oxford

This morning we went to the main service at the nearby parish church for Hillmorton. Although the main centre of Hillmorton is the other side of the railway lines, the church is just a short walk from the bridge above the bottom lock.

A church has been on this site since at least the 12th century but the present building was started in the 14th.

The layout is quite traditional but has been adapted to present day needs quite recently. It has an excellent audio visual system which, apart from a couple of glitches, was worked very smoothly - the control desk looks quite complex!

At the back there is still a West Gallery which once held the band and singers from the 18C until they were replaced by the organ in the mid 19C. It is slightly unusual in being fitted with a barrel that can play one of 10 tunes in the absence of an organist (must have become rather boring or well known, depending on taste!)

Today, a couple of modern electronic instruments at the front of the nave are being used, and this morning the NSM curate also led the hymns and songs with her guitar.

The service was less liturgical than we are  mostly accustomed to but in formal parts were interspersed with the key parts of the set pattern. The talk was quite lengthy and detailed, setting out he approach to life after death that comes from an Evangelical perspective (there are others LTRU!)

Afterwards there was coffee and a good array of cakes and savouries - we spent most of the time chatting to another visitor, a liveaboard boater that is moored above the locks awaiting some important work to be done on his Russell Newbury engine - the main specialists in this type are based on the arm mid flight. We then walked back to the boat - by now it was about time for lunch.

Lunch over, Mike began by moving the boat a short distance to the water point. Fortunately there are two taps as another boat was also just pulling in to fill up. The bank and water depth here are surprisingly poor as this is a very popular water point (these locks are usually considered to be the busiest on the network)

Once full we set off towards the lock. Just before is the start of another former loop - the canal originally went straight from the bottom lock but the shortened alignment bears off to the left. 

This flight has pairs of locks - installed at the height of traffic to reduce the delays that otherwise were aa frustration to speeding boaters. As always, delivery poeple were pressed to complete their journeys as speedily as they could. Even today, at busy times there can be queues but not today, although a constant stream kept the wo volunteer lockies busy.

An information board between the bottom and middle lock has some interesting facts about the area. One, that caught pour attention, was about the famous socialite Unity Mitford who for a time was Hitler's girlfriend (along with Eva Braun!) She and her sisters developed strong political views - but each of very different directions. Unity became an ultra Nazi and white supremacist, which fitted well with the views emerging in the period just before the war.

When Britain declared war on Germany, Unity was distraught and shot herself in the head in a failed suicide attempt. However, as soon as possible she was repatriated to convalesce. And here comes the local connection as for some time she was looked after by the vicar in Hillmorton parsonage. In the end she succumbed to the consequence of her self harm.

We were aided in our ascent of the locks not only by the lock keepers but also good timing with boats on the way down. As a result we emerged from the top in under half an hour from entering the bottom. Moored nearest to the lock was the boater we met earlier and we exchanged a cheery wave.

Hillmorton Wharf, just after the railways lines pass over the canal, is undergoing re-development (it needed it!) There is still plenty to be done but the older building which we have always noted as a canoe centre, is now converted to residential use and the plot between it and the main road is being filled in with further housing. We left Take Five in the small marina many years ago - it looks as if there will be yet further changes (for the better) when pass here another time.

Old maps show that the site next to Bridge 74,  Kilsby Road, was once a farm. The delightful buildings were converted some time ago to a series of homes.

Just before the start of the Barby Moorings we notice this new house which we did not think we had seen before. Looking at older Google Street Views conforms that the earlier bungalow has been replaced by this larger modern design. It is possible that we missed it last year when we came this way but certainly no longer ago.

Some of the local residents were still enjoying a late lunch!

This was followed by the entrance to the main Barby Moorings marina - the much older waterside moorings (each with a significant plot of land) are still very much in use.

Not for nothing is this section of canal now named Barby Straight.

Between Hillmorton and Napton Junction, the towpath is frequently unsuitable for mooring as the sides were built with sloping flat stones. Just after Barby wood bridge is one of the rare spots that is marked on Waterway Routes. It is a good long stretch of Armco and were were highly delighted to find that most of it was free. We quickly pulled in to the first length! (We will try to remember tomorrow to include a photo to show why mooring is an issue)

3.3 Miles - 3 Locks