Knighton

Today's Canal - Shropshire Union

Early morning and heavy rain arrived. By the time we were up, it was still coming down quite extensively - not something to encourage a speedy getaway! 

We noticed yesterday that there are two convenience stores in Gnosall Heath, only a short walk from the bridge closest to our overnight mooring. Whilst they both open early, even on a Sunday, we did not make a speedy start to the day. 

After breakfast we watched the weekly online service - the church is in the main village of Gnosall (a little further away) but does not have a service on the Fourth Sunday in the month.

So it was 11 o'clock when we set out with shopping bags, not being sure just how much of our list we might be able to fulfil. The nearer shop, also a Post Office, was the more limited, but we found a few items which included a bag of potatoes. Whilst Christine continued on down to the other shop, Mike took the first load back to the boat as they were heavy enough on their own.

The second shop was somewhat more extensive and we were surprised by just how many of the things on our list we found. The main problem in both was the lack of skimmed or even semi skimmed milk. 

Back to the boat and we soon set off - as we looked across to the houses and moorings opposite we were relieved to see the first signs of blue sky breaking through.

Then, with the last of the village just behind us, even better!

And, on the Shelmore embankment, definitely a sunny afternoon. Alas, the pictures do not show the strong wind which kept us quite chilly.

Around an hour later we arrived at Norbury Junction. If we had been a week later, it would have (hopefully) very much busier. Today, a long stretch of moorings, largely empty, were signed with reservation notices for the many traders expected in the next few days. We stopped long enough to empty the elsan - took several times longer than it should have done as an 'entitled' trader` (not the one in the picture, that was a boat having a pump out at the wharf) was occupying the middle section of a service space easily able to accommodate two boats . . .

At the end of the long visitor and long term mooring beyond the junction we managed, at our second attempt, to moor up for lunch. And then on once more. We did not plan a specific target for tonight's mooring, more a matter of finding one that has a mobile signal - our lunch stop lacked one.

No comment! (see)

We paused at the VMs at the start of the great Shebdon Embankment but alas neither phone could find a signal so we pressed on.

The embankment is 1400m in length and was a massive and risky project when built in late 1790's. From the canal, it is harder to see the extent of the works, compared with passing through some of the cuttings. For many years, probably as a result of long term slow subsidence, the embankment has been a challenge to those responsible for its maintenance. In 2009, there was a major failure, which was an opportunity to try out innovative techniques to repair it as quickly as possible (see) The photo was taken as we neared the northern end.

Knighton became an important place on this canal when Cadbury's built a chocolate crumb factory and used the canal for transportation. No longer is the wharf used in this way and has long failed to find a new lease in its life. It looks a bit sad, in  a way. Although trees and other vegetation largely screen the works from the canal, it is obviously today a substantial enterprise. However, last year Premier Foods, the conglomerate that now owns it, announced that is likely to close later this year with the loss of 300 jobs.

The next mooring opportunity was shortly after Knighton, just beyond Bridge 47. Mobile signals were not brilliant but at least enough to allow the uploading of this blog!

7.2 Miles - 0 Locks

Gnosall

Today's Canal - Shropshire Union

Just after 10 when we set off -  very over cast and chilly, not good for a day of mostly level cruising. At least the rain kept away whilst we were on the move - tomorrow iex not expected to even be dry!

Shortly after leaving we passed under the M54 - the picture shows just how dull it was.

Along section of towpath was closed between Hattons and Brewood (although it was clear that the fencing has been 'bypassed' quite a few times!)

The 'blockage' did not seem to be that difficult to clear and the larger stump, just to the left of this picture, is already quite well weathered. However, the CaRT Stoppage Notice indicates that there are concerns about a crack in the towpath that may take some time to fix.

Just a photo to show the scenic nature of long stretches of the Shroppie but which are also responsible for frequent closures and restorations.

The southern part of the Shroppie does not have many hire boats based here (although as part of several popular rings, many from elsewhere on the network often pass through) Countrywide Cruisers is based at Brewood. It was founded over 35 years and remains a family business. As is reported from most places,. the hire fleet is currently far from busy and some of this still moored did  not look as if they have yet been prepared for hirers. The fleet is looking a little tired. We did pass one of heir boats a little later in the day.

One of the oldest long distance transport system in the country is Watling Street. Now that faster alternatives via motorways are available, this road today was not too busy - in the past it could often be nose-to-tail.

We began to meet a number of walking groups, largely army and air cadets. Some were just a handful but this one was around a hundred!. Over an hour and half, perhaps a little longer, we must have seen several hundred - we were told later that up to 700 from all over the country take part, but the two day event, starting from RAF  Cosford, offers a choice of lengths and routes. By the time they passed us they had already done 15 miles (joining the towpath at Wheaton Aston) and aimed to complete 25 today and more to follow tomorrow. They looked well organised - obviously dispatched are regular intervals - and very keen.

The lonely lock at Wheaton Aston arrived around midday - we passed a boat that had just come up only a short distance away so it was full for us. 

Below the lock is a set of services - unusually a line of water points. Hence we had no threat of having to queue, as has happened to us in the past.  Mike chatted to a boater that had just moved across from a permanent mooring just opposite. Formerly a dedicated continuous cruiser, he now has a partner and small girl, just starting school in the nearby village. Hence they have found it important to be able to be nearby and so have taken this mooring. They are still very committed to a life on water!

After filling and emptying, we pulled forward a couple of boat lengths onto the 48 hr moorings for lunch. When we set off again we immediately passed this short, stumpy boat. We think that they trade in arts and crafts  but we have found only a little about them.

A long line of empty offside moorings between Little and High Onn seems to be under renovation (it was needed!) but we were surprised to see the new section with mooring points on the inside of the pontoon. Would this not make it difficult with ropes across the access?

Bridge 26 is a splendid turnover bridge. Although this design, with the long and roomy slopes, was an improvement on some early bridges that required a towrope to be detached whilst the boat went underneath, even later designs such as several on the Macclesfield, made the route for the horse even easier.

The very short Cowley Tunnel, hewn out of solid rock, signalled the imminent arrival in to Gnosall with its extensive Visitor Moorings. We passed on the first section as it was still in a cutting and phone signals likely to be poor, but pulled in at the next, just far enough away from the pub.

The tunnel was originally going to be much longer but, solid though it may seem, the rock proved not strong enough for tunnelling and had to be opened out into a cutting.

11.7 Miles - 1 Lock

Pendeford

Today's Canals - BCN Main Line, Staffs and Worcester, Shropshire Union

It was a better day, weather-wise, to start although cloud gradually covered everywhere and the temperature became chillier.

Even though a boat had come up a few minutes earlier, by the time we went to set the first lock it had dropped to almost half empty.

Dunstall Park Bridge, below Lock 19, is about the only one on this flight to retain a rural, pre-railway and road eras that otherwise dominate the landscape around the flight. This marks a transition away from the largely urban and industrial, sometimes post-industrial, context of the past few days.

Lock 20 is in a quite different style from the rest of the flight having a single bottom gate rather than a pair. This follows the preferred style on most of the BCN. It was not built along with the rest originally, but the bottom lock was exceptionally deep and took a long time to pass through, Hence this new lock was added to help speed up travel. We have not yet discovered when this happened but it is shown on the earliest OS maps available from the second half of the 19C.

And so, we some slight relief, we arrived at Lock 21, the bottom lock, and turned right at Aldersley Junction on the Staffs and Worcs Canal.

Immediately we saw the very distinctive style of bridge name plates on this canal, where most of the bridges were identified by name rather than number. 

We called at Oxley Marine to fill up with diesel (it is always a good price here) We have had several reasons to use their sefrv oces over the years, especially in Take Five and Orph and Phil in particular, Phil had had gone out to find lunch for the team but Orph was installed in front of his office computer! Although, like many of us, now looking his age, he was  chatty and knowledgeable. Good to see him still in charge! One of the 'characters' of the canals.

Soon we arrived at Autherley Junction (just over half a mile rom Aldersley) where no sooner had we made a perfect turn under the junction bridge when we realised that there was a single hander and a cruiser just about to come through the stop lock. So we had to back out - it took him a bit longer as he was reluctant to lift his fenders and he had difficulty passing the bottom gate which would  not open fully. We also struggled a bit when we came through, much to the annoyance of a couple followi ng on down who did not immediately appreciate the issue! Another boat arrived as we were leaving, seemingly intent on pushing his way into the lock ahead of the waiting boat . . . 

The scenery was now rural as we began the long, largely level, Shroppie. We only went a short distance before pulling in to the first official mooring (although it was missing and signage) and re-discovered the delights of the Shroppie Shelf. (The housing on the skyline is  Bilbrook, barely detached from the rest of the Wolverhampton conurbation) We had the rest of the afternoon off!

Between Bridge 4 and our mooring are the remains of a now derelict pair of stop gates. We have still to find out why they were constructed as they appear to be relatively recent. Nothing is indicated on older OS maps and, although there is some indication of a narrows on the CaRT system map, they do not identify any asset here. Further on, stop gates are common as they were deemed important to protect long, often high, embankments but there does not seem such a need at this point. 

2.5 Miles - 6 Locks

Most of Wolverhampton 21

Today's Canal - BCN Main Line

Mike was still very much under the weather this morning whilst Christine is still  not always sure whether her bruises or arthritis are the worse issue! It was touch and go whether we would even move away from the  mooring above the locks. By 11 we decided that, with another washing load on the way, we needed to fill up the water tank. This involved reversing back under Broad Street Bridge where we used all the services.

We were a  bit concerned that we had already had two nights on a 1 day mooring but there was no one else around today. Should we ring CaRT and ask for a special dispensation on medical grounds?

In the end we opted to give it a go, knowing that the first 16 pounds are too short for a sensible overnight stop. By 12.30 we were in the top lock. Going was slow and by the time we stopped for a break just after 2 we had only completed six locks. At this rate we might still be here in a week's time!

However, when we started again we managed to get into a better rhythm and two hours later we had arrived at the top of Lock 17. That felt just a little more like old times but we still adapted our way of working to an easier (less difficult?). Quite a few towpath walkers were more than willing to give a hand.

Although we are just  below one of the railway viaducts that cross the flight, two which Mike used yesterday on the route to Stoke on Trent, it seems reasonably quiet and is one of the few moorable pounds.

Working the locks took all of our available energy so few meaningful pix - in any case it would just have been one lock after another and, apart from the road bridges, there is little variation. We did, however, spot a brick maker that we have not seen before. James Whitehouse made blue bricks in Blomfield, Tipton (not far from Tipton Factory Junction) during the second part of the 19C.

1.5 Miles - 16 Locks

Weed Hatch Problem - Fixed

 It was not our inattention when we awoke but we ended up not moving from our overnight mooring. We were expecting to be a little late in leaving as Mike had a medical appointment by phone at 9. Events conspired that meant that his missed this call and when he contacted the hospital was advised that they would call again later in the day.

Mike then took the opportunity to research what might be done about the weed hatch plate. (NB the ab ove were taken after the replacement was installed!) A day or so ago we discovered that the bolt that secures the plate in place had worn so much that it was no longer effective. It is not intended to make a seal (unlike the more conventional weed hatches that have an upstand in the engine bay) but provides a smoother flow for the water into the propellor. The main problem when it is not firmly held in place is that the turbulence around the prop cause the place to vibrate and cause a worrying noise.

Mike first called Jonathan Wilson, one of the then partners in the business that manufactured the hull for Stem to Stern (who fitted out the boat for us) He was very helpful and offered to repair it if we could get it to them in Sheffield. But discussing the logistics he then suggested that we might call Tim Tyler (the other half of the then business - they now operate independently) which is based in Stoke on Trent. 

A call to Tim was even more helpful and he said that he could deal with it today - but we still needed get the plate to him.Mike realised that taking a train from here to Stoke was the best option for some time and Tim offered to pick Mike up from Stoke station!

The plate is quite heavy but Mike was determined to resolve the issue and Christine offered one of our large shopping bags to help carrying easier. Around 10:45 he set off and caught a train at 11:19 Arriving half an hour later, Tim was just drawing up outside and a short while later we were in their factory unit. Tim and one of his staff measured up and found that a new unit they had in stock was a sufficiently close fit! Back to the station.

A return train was due in  10 minutes (enough time to pick up a sandwich) - it is an hourly service to Wolverhampton and the short walk back to the boat. The new part was fitted and all done and dusted just three hours after setting out!

All congratulations to Tim Tyler for about the best customer support we have ever experienced (actually on a par with one we had a few years back with a trouser press!) So, thanks hugely to them for helping us and we can certainly add to their already strong reputation.

Wolverhampton

Today's Canal - Birmingham Main Line

Today was dry but very overcast and the wind was still fairly strong. Sunny spells were alasall too rare. Hence, photos are all rather unspectacular!

This is the shopping trolley we spotted last night. We took care not to reverse over it when moving away from our overnight mooring!

We only aimed to get as far as the top of the 21 locks today so were in no hurry to leave. It was 10:30 by the time we eventually untied.

Just before the junction with the Old Main Line there is a narrow section. Older maps show this as a lock, presumably a stop lock to control the flow of water between the original canal companies.

After re-tracing our route from yesterday for the short distance to Tipton Factory Junction, we could look back at the site of our traumatic experience (most of which happened one lock down from this top lock)

Just after the junction is the entrance to what was the factory site that gives the junction and locks their names. Just beyond the access bridge were several basins and extensive railway sidings that allowed transhipments between the adjacent railway and canal boats.

A little further and there is a large former industrial site which we have watched for several years. For a long time little happened but when we passed two years ago (see) a lot of earth moving was being done as initial groundworks were underway in advance of a large housing estate. Today, the building is well advanced and, as usual, started at the far side and is gradually advancing on the more sellable canal-side plots. Let's hope that more attractive railings are installed before anyone moves in.

Someone seems to have discovered the hard way that riding on water is nit usually successful - let's  hope they were able to leap off before landing in the canal!

The land either side (east, west, north an south) of Ten Score Bridge was once the very productive collieries of  Spring Vale. Without old maps to tell the story, it is far from obvious that a canal branch once ran from here right into the middle of them. Later, the ones on the other side were connected to the main rail line  by a branch over the canal.

These narrows at Rough Hills were not a lock but a gauging station where the amount of goods carried was recorded and later charged tolls. Just as this photo was being taken we came to an almost dead stop and so an investigation down the weed hatch was organised. In fact nothing was found on the prop - whatever may have just fallen off but as we then made slow progress for a little while it was probably only that some serious dredging is needed.

Chillington Iro Company built in the early 19C a basin and transhipment yard for transporting the products from their nearby foundries. The company became bankrupt in 1885 and the facility was snapped up by the LNWR but used to transfer goods onto the railway. The crane is a listed building.

We continued into Wolverhampton and paused a short while at Broad Street to fill up the water tank - we had taken a washing machine load out whilst on the way here. Finally, we moved to moor just above the locks, ready for a start down the 21 in the morning, although Mike has a medical appointment, by phone, at 9! (He had received a date early May but at a time when he should be on a zoom-based training session. He rang and was told that they could offer an alternative of 24 Aril or 28 May - you mean tomorrow? Yes, please! It is only a check up) Time n ow for lunch and then we later made a rather unsuccessful trip to Sainsbury. Late afternoon a couple of other boats also moored nearby.

5.9 Miles - 0 Locks

Tipton, Black Country Museum

Today's Canal - Birmingham Main Line, Old Line, Dudley 

forecast, today was continuously wet. For most of the time it was light rain but also rather chilly. Nevertheless, with no locks for some distance, we set off just before 10 with Mike wrapped up as well as he could.

As we arrived at the first entrance to the Soho Loop, where we could see progress on the latest phase in the development of the previously derelict land enclosed by the loop. The work started several years ago on the part furthest from the Main Line.

Most of the development so far has been low rise but this latest block is rather higher. Let's hope that the folk who moved into their homes in the previous section do not mind losing their view of the canal.

Most of the New Main Line was provided with a towpath on either side, adding to the speeding up of traffic along this once busy section. Boats being towed by horse in opposite directions could avoid having to disconnect one of their ropes in order to pass each other. Once side throughout was upgraded to a cycleway some time ago but we now started to see the results of a  very recent project which has given the opposite side the same treatment.

However, it comes to an abrupt end at Smethwick Junction, after which it is very overgrown and not always easily passable, even on foot. No doubt one of the issues is that Galton Tunnel only has the towpath through it on one side. It looks as if the opposite side was supposed to connect over the tunnel portal but we would not want to try it!

The towpath alongside the site of the former Chances Glass Factory is closed, we believe because of fears about the stability of the nearest walls. although we could not read the detail at a distance the state of the notices seems to suggest that this is not a quick fix.

The New Main Line once had a very large number of side arms and short branches. This one connected to a couple of brickworks, including Hamblet's Blue Bricks. Their products were frequently used in the repair of lock copings on the Worcester and Birmingham.

One bridge that we have not really noticed before is just to the north of Dudley Port station. This connected to a branch long enough to have its own name: Dixons Branch. About a mile long, kit principally served Horseley Colliery and other works that developed alongside. Horseley Ironworks is frequently visible as the manufacturer name on many of the single span cast iron footbridges in this part of the canal network.

We arrived at the three Tipton Factory Locks which raise the canal from the Birmingham Level to the higher Wolverhampton Level. There are three connections all having three locks.

When Mike walked up to open the gate he discovered that that the pound between the bottom and middle locks was very empty. So, he continued on up to empty the next lock to send some water down but this was not enough so had to then run down from the top level.

Eventually there was enough water to allow the boat to transit between the locks and so Mike then had to return to the top to stop the water running down. As he walked back to the middle lock he began to hear a strange sound - sounded like geese - but quickly it was a shout for help - Christine had slipped on the wet whilst attempting to step off the boat and had fallen in the lock. Mike brought the Rescue Ladder from the boat roof and placed it in position at the stern. Fortunately at this `point a couple of women arrived -they had hear the cry for help and came to see what they could do. Even better, lone of them was very strong indeed and together with Mike was able to assist Christine climb up the ladder and onto the boat! Water soaking into clothes adds a lot of weight and it is never easy to get out of a canal! Luckily no lasting harm was done and Christine quickly went inside to change and to warm herself up.

This left Mike to complete the last lock on his own and then to cruise around the corner to Tipton. We had already agreed that we would look for an overnight mooring close to the Black Country Museum and Dudley Tunnel, after using the usual services. Unfortunately all the spaces inside the museum area were already occupied so Mike immediately turned the boat at the end and came back alongside the service block.

After completing the emptying and filling we moved just a short distance to one of the spaces we had seen on the way in. As he moored up. Mike could see in the now clear water that we had narrowly missed a sunken shopping trolley lying only a metre away from the back of the boat. Mike could now have his lunch - even if it was now three o'clock!

9.2 Miles - 3 Locks