Last night we reviewed our schedule for the rest of this trip, bearing in mind that we have booked to leave the boat at a marina just south of Stone. We have sufficient time to head up to the summit level
and then back down to the Peak Forest Canal before taking the Macclesfield to join the Trent and Mersey just north of the Harecastle Tunnel. However, it was clear that we should not hang about for the first part of the cruise juts in case there are delays later on.
As a result of this discussion we were off promptly this morning with just a short distance to the first lock.
Very soon after we entered the 185 m Scout Tunnel that cuts off a bend in the river (which the canal has been following closely) - presumably there was no room to fit a canal in alongside this part of the river. (OK, so the picture is of the far end of the tunnel but the southern end is on a very sharp bend and it proved too much to use the camera whilst avoiding running into the tunnel portal!)
As we entered, the tunnel is rough hewn out the rock . . .
. . . but just after half way, suddenly the rest of is lined as is more usually the case.
Another lock followed quickly after - we noted that there was plenty of water coming down the overflow weir.
As we approached Lock 13W we could see a boat that passed us late yesterday afternoon. It was tied up just below the lock and we could see that they had had some difficulty get close to the bank, even on the lock landing. Mike waked up and was given the sorry tale of how they had been stuck since yesterday afternoon when they discovered that the next pound was empty. They also made it very clear that when CaRT fix the problem and give the go ahead, they are the to be the first through the lock! Although CaRT attended last night their decision was to allow overnight for the pound to refill.
This morning when they arrived the water level was no better. It was already known that the bottom cill has sustained some damage but a closer inspection revealed that a top paddle was not closing fully with something stuck in its way. This was cleared and so it was hoped that the water level would now rise - no wonder we had seen good flows at the lock below!
Late morning and CaRT returned from having started to let water down from the next higher pounds and by midday they were ready to let the first boat ascend the lock and on up the shallow pound. We were told that we might have to wait a little longer until the level recovered the lockful of water just used.
However, by this stage we had taken the decision not to go on further - there was always the risk that we might be trapped above the damaged lock when we mad our return. One of the reasons we had come this way is that it is six years since our last visit but the rest will have to wait to another year.
We knew that there was a winding hole about 400 metres back so we reversed down and under a bridge. It is never easy steering a boat in reverse - the only way to direct the boat is to use occasional forward gear to line the boat where you want it to go! But we got there - eventually.
Now came the task of turning around. It looked a large winding hole - we have successfully used far smaller ones in the past.
However, we found that the bow of the boat would only go so far into the hole (this is why it is always a bad idea to try and put the stern into the hole) After about a thousand forward and back movements, we were almost at the critical point when the bow is ahead of the stern - but we then stuck. Mike jumped off to try and pull the stern around (this sometimes helps - there was plenty of room behind but again not enough depth to allow the last little bit of turn).
Christine passed over the pole to see if this would help - no. Mike jumped back aboard and tried the bow into a different party of the winding hole, perhaps there might be a deeper spot? This turned out to be a lucky move as it did move forward just enough to allow the stern to complete the turn - with another thousand little moves!
As we descended the first lock of the return journey, we noticed a date carved into the lock wall, only visible when empty, 1897. There was a similar carving on the opposite wall but which said 1898. The canal was opened in 1811 after overcoming a succession of engineering obstacles and disasters. So it seems that the locks lasted 70 years before they were replaced but as the canal soon after was no longer the success of its earlier years, it seems that the newer stone and brickwork has had to last much longer, despite the closure and restoration. During the closed period it seems that the locks were just left derelict and not filled in, as they were in Stalybridge.
The stopped at the service point - a laundry wash had been done this morning so more water was a necessity.
Just outside Stalybridge there is a small boatyard belonging to the Wooden Canal Boat Society, formed to preserve old wooden boats which at one time looked as if they would all have to be scrapped. Most of the ones which they have restored are at the museum alongside Portland Basin.
The latest project was to convert Hazel as a residential 'wellbeing' boat that offers short and longer trips.
Oh look! There's Tesco again! We paused for just a few minutes, just enough time for Christine go pop in for a newspaper.
Bridge 100, below the next lock, has a plaque to commemorate the official re-opening in 2001 of the restored canal by Lord Pendry of Stalybridge (the bridges have the year 2000 for when they were completed) Lord Pendry had just retired as the local MP after over 30 years service. He still campaigns on behalf of the town.
In the next pound is one of the two designated Visitor Moorings and we opted to pull in to the less accessible place, even though the view is not exiting. Seems quiet enough but we would have had to continue down and another four locks and then go beyond Dukinfield before we could expect a better mooring and time was running away.
4.0 Miles - 9 Locks
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