UK Canals - Journey reports

Higher Poynton

We left early, anxious to get to Braidbar Boatyard at Higher Poynton before the bank holiday closure. Just after the lifting bridge round the corner we passed two boats, and then saw nothing moving until the bottom of Marple Flight.  The 16 locks in this flight are deep but easy to work.  Arriving at the top it was mayhem with boats everywhere.  I am sure that we have seen more boats moving in this short stretch of the Macclesfield Canal that we have seen moving for the last two weeks.  However, I suppose it is the bank holiday weekend!

The boat is booked in at Braidbar Boats for some maintenance.   Full report on the Maintenance Section when details are available.

Stalybridge and Portland Basin

Our moorings at Uppermill were in heavy shade alongside a bank.  The towpath in consequence was mud.  It had begun raining when we arrived and the boat was two feet out from the bank.  Rain continued on and off through the evening.  However, better weather this morning with broken cloud.  Really, the journey down to Stalybridge was uneventful passing only one boat just before the Scout Tunnel and a second just before the top Stalybridge Lock.  The canal is clearly very shallow, but going downhill we are bringing th water with us, so no problems with depth.   Going the other way, uphill as we were on the Yorkshire side might be another matter.  There is a large Tesco here, so good access to stores.  We felt very uneasy here.  No trouble but just too many people about and so decided to move on to Portland Basin.  Lock 2 has some highly geared paddle gear on the gates which make winding very easy in comparison to the rest.  Presumably to fool upcoming boaters into thinking that they will all be like that.  Opening the gates on the hydraulically operated lock one was much more tiring and left me hopelessly short of breath.  Good quiet moorings up the Peak Forest, just beyond the junction.

Standedge Tunnel and Diggle Flight

Boat preparations did not take long.  I had already removed the navigation lights at the suggestion of Fred, our BW guide and chaperone for the tunnel.  We had met him already at Lock 1E getting us floating again.  The top of the boat was cleared and water tank filled.  Hi-Viz coat and lifejackets are needed as well as hard had (I had two or three strikes in the tunnel).  BW like the engines warmed up to reduce fumes, so with all this done and clearance given from tunnel control (it seems to be run just like the railway) we set off.  A van can use the redundant railway tunnel which connects with the canal at intervals including four large evacuation points which also serve as reporting points where we had to stop briefly.   The first part was brick lined and fairly uniform with adequate headroom apart from occasional brick arches.  Then the walls became unlined rock with jagged edges and some pinch points.  Fred, our guide knows the tunnel like the back of his hand and could advise where it was appropriate to slow down for some of these narrows where it would be easy to strike the handrail.  There is also an 'S' bend near the middle where the initial tunnelers got it wrong.  Throughout the journey Fred was talking almost constantly about the history, and the features within especially the association with the railway tunnels.  For the most part the tunnel was dry, except for water coming down the ventilation shafts, in some cases copiously.  Changing airpressure caused by the passage of trains also causes brief misting in the air, easly visible in the tunnel light.  All in all, this was a great experience, and thoroughly recommended.   Having exited the tunnels we moored up and were quite happy to stay overnight.  However, we were advised that our next opportunity to descend the Diggle Flight would be on Friday, two days away.  So, in company with YESDEAR, we set off to get through lock 24W.   Descending and taking the water with us we had no depth problems at all and apart from finding one or two inoperative paddles the locks were no problem either.  We continued on to Uppermill, to find a mooring in a glade of trees and settled down to a late lunch.

Slaithwaite to Tunnel End Marsden

Today it took 7 hours to do the 2 3/4 miles and 19 locks to Tunnel End.  The mechanism for lock 24E has broken, so a BW team of three or four have to lift it with an electric winch.  Once past here we were told to wait at lock 26, only nb "YESDEAR", which we have been partnering on and off since Dewsbury, had gone to and up 27E.    BW were going ahead to let water down from the Sparth Reservoir.  In fact nb YESDEAR had got as far a lock 28E when we emerged from 26E and so we went to wait n the bottom of 27E.  We took the opportunity to consume one of the pork pies purchased from the  butcher in Slaithwaite.  Magic!  The boat ahead had nearly filled their lock when BW reappeared, and told them to close the paddles immediately and wait.  The pound ahead was pretty well empty.  Then they slowly sank down in the lock.  By then, we had filled our lock too, so decided to close the top gate again and drop the paddles.  We too sank down, so effectively wasting two locks of water between us.   Below, there is a stream entering the canal which keeps the water levels up down to below Slaithwaite.  Above the canal is dependent on the reservoir.  So wasting two lockfulls was probably critical in our very slow progress from here on, scraping along the bottom, getting stuck, poling off and as a last resort, feeding water in from above, ideally as a wave to just lift the boat enough to get over the obstruction.  Getting out over the cill of the top gates meant getting off and pushing in most cases.  The worst shallows were mostly nearer the lock ahead.  Andrew, our BW shadow was most patient in getting us over these obstacles.  In many cases the pounds were over 2 feet down.  At lock 33E we came to a juddering halt with the bows by the gates.   It took about half an hour to sort this out.  Lock 33E is apparently the narrowest on the flight, but seemed that something was stopping the gate fully opening below the waterline.  When this was clear we sailed in.   The locks are uniformly deep and the last few create a very steep gradient.   Finally tunnel end appeared.  We were asked to wait for the tunnel trip boat to emerge before finally mooring up.  Rain seemed to be setting in, though cleared enough for us to visit the Tunnel End pub - a warm welcome and beer £2/pint.

Slaithwaite

After our 4 night stay at Huddersfield, we set off for Slaithwaite up the recently restored Huddersfield Narrow Canal, a whole different experience from the wide canals we have become used to. A very slow day.  It took us 8 hours to do the 5 or so miles to Slaithwaite.  We left the basin though what looked like a culvert and soon found lock 1E.  Keeping the boat well back the lock (and all subsequent locks) was very docile.  Reaching the top we found the pound about 2 feet down.  "Nothing ventured nothing gained" came to mind so we set off gingerly, but after 100 yards, and still fortunately by the towpath section, we became solidly aground.  So at about 8:15 a call was made to the emergency BW number and within about 45 minutes Fred and Nick appeared.  Nick went ahead to let some water down and when it came like a flash flood, the boat set off backwards. It was a struggle to make any headway against the flow.  Fred stayed with us through the first tunnel and then joined Nick to see us up the next few locks.
When we heard that the Huddersfield Narrow Canal was shallow we didn't realise that it meant we would be bumping on the bottom most of the way.  A low pound would be a special problem.  Above lock 6, although the water was well up, we ran aground in the narrows, but reversing off managed to find another inch of water.  Above lock 7 the water was too low to let us leave the lock over the cill.  Pat tried to let down a lockful from above, but needed help of a strong passer by to wind the bottom gate paddles.  She then had to let down more as we ran aground again later in the pound itself.  We found ourselves on the bottom again within lock 11, even though the bywashes were running.  We gave up on attempting to reach "lock landings".   The only way was to put Pat off from the front at the lock throat.   One dud top paddle at lock 12 and leaking bottom gates needed both of us and two passers by to get the top gate open.   Being Sunday there were many walkers out there and many taking an interest in our progress, astonished that we got there from London.   Fishermen were for the most part cheerful and chatty. The scenery, once it opened up near to our destination was on a grand scale with the isolated mills part of the landscape.
It was with some relief then that we arrived at the visitor moorings at Slaithwaite (Slawit to the locals).   Once tucked up it started to rain on what had been a very pleasant, if tiring, day.

Arrival at Huddersfield

An interesting couple of days!  Basically we were way ahead of our schedule, so there would be short days ahead.  Dewsbury Marina was very quiet and we seemed very welcome there.  Calder Valley Marine has all the services and there was no charge for the mooring.  Leaving the Dewsbury arm the next lock is immediately on the right after the bridge.  My instinct was that a turn into the lock would not be practicable, so I turned left onto the very wide canal by the visitor moorings with the intention of turning there where I judged there was plenty of room.  It turned out that I only had about 6 inches spare to make the turn.  We had arranged to pick up Philip, a railway friend, at the Perseverance pub, as the nearest reasonably certain point to Ravensthorpe station.  There is a recognised mooring there, but the pub looked derelict and certainly not very attractive from the outside.  Nearby were apple trees and blackberries, so when Philip and his dog Sam arrived we went picking.  Steve Atty's Canalplan software had put us at Coopers Bridge that evening, but there being no obvious mooring there according to our guide book, and with moorings and pubs at Mirfield, we decided to stop short there.  Good choice!  There is a Lidl canalside and the Navigation pub opposite the moorings had a good choice of ale.  Sam took to the boat very quickly and throughly explored it, becoming very proficient at getting on and off to command.  He did have a tendecy to wander, or explore the local scene but always returned on call.   The next morning we set off to reach Huddersfield.  The remaining Calder and Hebble Locks were cleared without problem, although it has to be said that the river locks all sit right on the river, so that the lock moorings, some better than others, are on the river itself and entry to the lock would be fun in a strong stream.  The locks too were of varying size, but again no problem. At Coopers Bridge there are good moorings, though as we suspected, no facilities.   We made the almost 180 degree turn in one to gain the river leading to lock 1 of the Hudderfield Broad Canal.  It was tightly packed with duckweed.  Naturally, Sam thought it was a nice lawn and fell in. Then he did the same, minutes later above the lock where the weed was similarly thick, blown down by the wind.  All the Huddersfield Broad Locks were consistently short, requiring bows on the cill and then moving the stern round behind the opposite gate in order to shut the entry gate. The shortest, the last but one gave us only about 3" clear.  I used a bungee to hold the rudder right back and keep it clear while the boat was rising in the lock.  It also proved more reliable to rope the front up and keep a centre rope ashore to move the boat this way and that to keep the bows from fouling the top gate and the swan neck from fouling the bottom gate walkway.  Not all the paddles were working or existed, so the rope at the front kept wild swings of the boat in check. Thus we arrived in warm weather at the loco lifting bridge.   I hadn't realised that it is used as a regular short cut and is quite busy.  It is mechanised, with interlocking gates requiring the key of course.  Philip went to perform the operation while I cast off.  Putting the boat in gear there was a nasty sound and no prop wash.  The wind was quite strong and the boat was now moving towards the opposite bank.  A bit of reverse got some action and enough forward propulsion to clear the bridge but with an ominous rasping sound.  Mooring up again a visit to the weed hatch revealed the prop frozen solid with masses of wire round the shaft, with a fleece attached to some of it.  Attempts to free it over half an hour or so using wire snips produced only cuts to my fingers, so withdrawing gracefully, I called River Canal Rescue.  Dave and Karen from Bronte Boats at Hebden Bridge arrived in about 45 minutes and set to work.  It took a very long time, slowly snipping the wire, strand by strand, but after possibly 2 hours, there was still a long way to go. As we were only yards from our intended mooring, Dave decided to return and fetch his dry suit to tackle the problem from the ouside.  This proved beneficial as with the waterproof torch throwing some light on things from above to direct the attack it was possible to make more rapid progress.   There appeared to be a skein of what appeared to be wire rope around one of the blades and removing this helped considerably.  Finally, after another half hour the job was done.  A visit to "The Aspley" and a beer followed.

Dewsbury

We set of early this morning.  Pat really wants to get some laundry done and there is a hint in the Nicholson Guide that the boatyard there has that facility.   Broad Cut Top lock was negotiated wthout incident.  No problem with a 60 foot boat here.   Nearing Figure of Three Locks were passed a moored boat who asked to join us locking up.  Subject to us getting into the lock ourselves.   The first of the two needed the fabled Calder and Hebble handspike which our companions had.   I thought I would check our makeshift one out and it fits perfectly.   The ground paddles at the next lock proved immovable and the gate paddles nearly so, but we won in the end.  Who said that the K&A was hard?   No problem with the 60 foot boat at either of these locks, but Mill Bank Lock was the real deal.  We went in first, but it was necessary to do the diagonal trick and so the other boat had to wait.   The gate paddles were again very stiff and open above the water so the fill was of necessity rather slow at first.  We stayed behind to help the other boat through and the ground paddles, worked with the handspike proved a better solution.  One of the pounds had a really bad infestation with the floating pennywort. (see picture) At the next locks (Thornhill Double) we left our friends to it and disappeared up the Dewsbury arm.  The basin at the end was stuffed with boats, but the boatyard was very friendly and helpful and found us a pontoon mooring.  There is indeed a token washing facility with dryer, so Pat got to work after I had walked to ASDA (10 mins) to get some powder.   These appear quite safe moorings and definitely worth the trip up the short arm to reach them.

Broad Cut Locks - Navigation

We are ahead of schedule, so a slow start this morning.  Shortly after leaving the mooring, the squealing alternator belt reared its head again, so progress really did become slow as the only way to suppress it was to keep the revs more or less at tickover.   Our first two Calder and Hebble Locks were passed without incident.  We got the boat in fine without any gymnastics.  Eventually we arrived outside the Navigation, a rather spartan looking pub with a large untidy looking garden looking onto the river.  There was a gate and fence to keep the patrons safe, although the towpath walk seemed very popular later in the afternoon.  As it was Sunday lunchtime we thought we would go in and see if they did Food.  Seeing a sign on a door marked "Restaurant" we went in.  The interior was in stark contrast - a recently reburbished dining area and helpful staff, a proper pint of John Smith and best of all a carvery (£7.95).  The strange thing though was that there were very few diners.

Later, ater a rest, I had another go at the alternator.  It seems that the belt tightening really relies on two hinge bolts being really tight.  A run was OK, but how about tomorrow?

Wakefield

When we woke the water was mirror like.  By Woodnock Lock the wind was getting up and at the next lock it was troublesome to the extent that I had to tie the TV aerial down on the roof.  Castleford Flood Lock was open and at Woodnock Lock we came up behind a boat just exiting.  This is a deep lock and roping up in the wind was difficult.  Had we known it ws a side fill lock, we could just have sat on the opposite wall to the pedestal and not bothered.  This was the same at the next lock where we joined Myrtle, also destined for the Huddersfield Narrow and the tunnel next Wednesday.  The wind by now was most unpleasant, unimpeded by the open nature of the canal.  At Stanley Ferry we had our last chance to aquire the mysterious Calder and Hebble handspike, allegedly necessary to work the locks.  There was nowhere to moor apart from the water point several hundred yards from the marina.  Reaching the chandlery required some gymnastics to get round the locked pub doors.  The chap in the chandlery said not to waste our money. Just use a mooring pin with the 'D' end.

The visitor moorings at Wakefield are not inspiring.

Castleford

A disturbed night, though not in any nasty way.  The boat bumping while we were asleep at midnight woke Mike who put up the periscope and determined that a large boat must have passed on the main canal as waves were making their way down towards us.   Then at about 1.00am the sound of big engines and a propellor signalled the passing of a large boat by us on the South Yorkshire Navigation followed by the bump.

Up at our normal time we set of for Castleford.  Long straight open sections of the canal were all ours and we didn't see another boat moving until above Whitely Lock where dredging was in progress.  Later we came up behind a spoil barge with its attentdant tug.  Slowly the scenery became more enclosed as the Kellingley Colliery came closer until at Knottingley we found towpaths full of garden flowers and a limestone cutting.  The Ferrybridge flood lock was open and we joined the river section, past the coal wharves of the giant power station and finally though planted greened slag heaps to Castleford.  Shortly after mooring, the oil tanker Rix Phoenix passed us as we sat inside having lunch.  It just seemed to last forever, but no banging around on our moorings this time.  I have deployed the massive fenders.

The New Junction Canal

A very slow start this morning.  Not being in any rush we set off at 8:40am.  The alternator belt was squealing again.  This has been happening intermittetly since leaving Torksey.  Methinks the run down the Trent has stressed it a bit.  However, now it was a problem even at idle revs, always worse in the morning anyway because of the demand of the depleted batteries.  While Pat worked out how to operate Thorne Lock (on a yellow light) I did a quick tighten up of the belt.  No change!  So having worked up the lock and being caught out to find that it is only 61 feet long we then wrestled with the means to operate the swing bridge, finally realising that the key must remain in the lock pedestal all the time.

Our next surprise was to get a red light for the holding tank.  Had we really drunk so much?  Our last pump out was only 6 days ago.  Squealing our way out of the lock we saw a rare wharfside pump-out opportunity at Staniland Marina, so moored up there.  While waiting for that I had another go at the alternator belt, again with no result.  With a very thorough pump-out done (£14.50) we moored opposite and I replaced the belt with our spare.  Result!

Pat then heard some twittering coming from the cratch where we found a fledgling sparrow.  Poor thing couldn't get enough altitude to clear the gunwale.  A helping hand was needed after it had done a tour of the boat, getting ever lower.   With all that out of the way and having only managed half a mile in 2 1/2 hours we set off.

Passing a very respectable looking pub with moorings at Stainforth we soon arrived at Bramwith Lock which had us puzzled because it had two sets of bottom gates, presumably to give an opportunity of use to longer boats. Moreover it was not automated and Pat had not taken the windlass. Turning onto the New Junction Canal one is faced with a succession of swing or lifting bridges, each with its attendant  irritable motorists.  The light relief was a posse of senior cyclists in the most vivid lycra gear who almost piled up as they rounded the corner to find the barriers falling.

Sykehouse Lock was one that all boaters love with the swingbridge in the centre.  Approaching the lock pedestal we could find nowhere to put the key in.  This is because we missed the large sign which read "Approach the bridge pedestal".  There it was.  A separate pedestal with just the key hole.  This enabled us to swing the bridge and until it was done, the lock pedestals were inoperative.  Lots of walking to and fro and a 230 foot long lock at that.

Finding neat moorings at the end of the canal at the junction with the Aire and Calder, we stopped for the night.  A large commercial barge has just passed ahead of us as I write. Better stay sharp tomorrow as we head for Castleford.

Thorne

A leisurely start again.   We did not have a long way to go today and as our first obstacle was the sliding railway bridge I thought it best not to leave too early anyway.   Not that actually that should have made a lot f difference.    We drifted up the canal expecting the bridge to open but it didn't.  No help for it but to moor up and investigate.   Actually, a good idea, as it would allow an opportunity to see how it works.  The bridge was dotted with men in Hi-Vis clothing and hard hats, so clearly some maintenance was going on,so probably we were going to have to interrupt them.  On reaching the deck of the bridge via the towpath gate we could see that the track was up.  Enquiring from the nearest chap how long it would be before we could go through, he replied "Anytime.  You have the right of way.  Go and speak to the signalman".  The signal box was very interesting with pictures of the orignal bridge from which the design was taken.  He told me that the bridge work was really a side issue to a major project to renew foundations on a section of track that was sinking into the marsh.  Millions had been spent on piling and a concrete raft further on.

The picture below shows the trackbed with the concrete base

Our journey was stopped by a series of swing bridges. Some hand worked, but all requiring a key.  One was interlocked with the adjacent level crossing for the railway which adjoins the canal for a substantial part of the way to Thorne.  It was necessary, therefore to get the crossing keeper out of his box to deal with the hinged railway crossing gates before the bridge could be unlocked.  Most of the manual gates had interlocking barriers that needed to be set correctly before the bridge can be turned. Only the large lifting bridge at Wykewell was fully automatic.

Keadby

We rose at 6:00am, our usual time and were moving by 6:55. A call to Cromwell Lock advised the lockie of our approach and the gates were ready for us on arrival. So by 7:55 we were on the tidal river. The high water flow coupled with the falling tide gave us an immediate 6.6mph on 1600 rpm, so we stuck with this. We passed a loading gravel barge very soon after, but otherwise we had the river to ourselves all the way to Torksey. Sunken islands in the river were well signposted, so sticking to the axim of keeping right on left bends and in the middle for right hand bends we had no trouble with shallows. The turning at Torksey was easily identified by a large sign and we joined the lock approach easily. We winded first and then backed onto the transit mooring for our expected 1 hour layover. Pat was anxious to find a shop which Nicholson Guide suggested was near the lock. She returned disappointed. Our guide is 9 years out of date. At the appointed hour we set off again, this time accompanied by a small cruiser and two other narrowboats. The tide was now against us for the first hour, but sticking to our 1600 rpm we were making 3.6 mph. The gravel barge, now fully laden was approaching the lock approach as we emerged and soon overtook everyone creating little wash. Slowly we overtook the two narrowboats and later two or three cruisers came up behind going much faster. After about an hour the tide was clearly on the turn and our ground speed slowly increased to about 6.6 mph, then after Gainsborough maxing out eventually at 8 mph nearing Keadby. I was first in line for the lock which was ready, perhaps lucky, because I failed the Keadby Test big time. Embarassing really because I thought I had it all worked out and it was going well until the last minute and the stern just would not go over resulting in a large bang on the upstream wall. Seemingly the correct way is to gently put the nose on the same wall, reverse back briefly, blow the stern round and then make a clean entrance. Keen to turn the lock round for the two narrowboats behind, we were let out to wait before the swing bridge, before it was opened for all four of us. We are moored on the visitor moorings. A long day!

Newark Nether Lock

The day begain lazily.  No rush.  Phoned Cromwell Lock for advice about timing of the journey to Keadby.  We had decided that in view of our attempt to arrive at Huddersfield on the 19th, and back tracking the dates from there, we should do the Cromwell Lock to Keadby tidal Trent over two days around the 11th to 13th.  Best not get distracted by side trips either on the Fossdyke or Chesterfield Canal.  We can do this another time.  The Lock Keeper at Cromwell sugested differently.  If we could depart Cromwell Lock at 8:15 tomorrow, we could stop at Torksey for and hour to wait for the tide, then continue on and arrive Keadby at 16:15.   From the tide and Lock availability time point, this would be ideal.   So suddenly, instead of a leasurely day arriving at Newark tomorrow, we are now having to get there today.   This is the advantage of a plan with inbuilt recovery time.  We can easily make Newark today.

This we did.  Once past Meadow Lane Lock (in process of being rebuilt) all the locks from now on are Keeper operated.  Holme Lock was ready for us.  At Stoke Bardolph we had to wait for the lock to be turned round.  At Gunthorpe there was a very long half hour plus wait as one of the paddles is damaged aparently and the lock keeper was waiting for opposite direction traffic including a single handed narrowboater.  Things improved timewise after that, Hazelford and Newark Town Lock passed with minimum delay.   Our Nicholson Guide is out of date, so the expected water point above the Town Lock is no more, but we were directed to the floating ponton visitor moorings further down.  There was a small space available there by the water point and a posse waiting, telling us that the mooring had the equivalent of the German towel for a cruiser that was coming.   We explained that we were only there for the water if the cruiser could wait a short while....  In the end, the cruiser went away and we got our water.   Continuing on we thought it best to transit Nether Lock before tomorrow, rather than have unnecessary delay potentials in making Cromwell Lock for our expected locking out.  There is a mooring below the lock for overnight.  It is right beside the East Coast Mainline which crosses the river here.  Many would turn their noses up.  We are train buffs.  No problem, the trains lull us to sleep.

Castle Meadow - Nottingham

Although we didn't suspect it at first, today was a critical day.   There are other critical days that we know of like getting the 60 foot boat into a 57 foot lock, but this one we had overlooked.  There had been a lot of heavy overnight rain it seems.  Our first inkling of trouble was an opposite direction boater at Derwent Mouth Lock telling us that the River Soar was closed and the River Trent on yellow boards.  Our belief was that most of the rain had been to the east, so the Trent catchment would have escaped.  This was probably true, but we had overlooked the contribution of the Soar.  Sawley Flood lock was closed, but we certainly got there quickly.  Reaching Sawley we determined that the mooring arrangements for the pumpout were no good for us, so moored up for lunch opposite.   We then carried on. The lock keeper at Sawley Lock advised that we could certainly get into the Cranfleet Cut but he had no firm details about the Trent below there.   As it turned out, the river was on orange boards, so not actually closed.  Boats coming up river were struggling a bit, but going down river proved to be no problem except for the noticable pull of the Beeston Weir when we got towards the lock.   Once through, on the Beeston Cut we were sure now of reaching Nottingham.  Our last but one duty was to get a pumpout.  Our last chance was at Castle Marina for which we had to negotiate a tight narrow entrance and then hover for the pontoon to be vacated.  At least we got a good clean job with adequate flush unlike the BW machines which cut out too soon.  With the ship's bowels now emptied, we rejoined the canal and found a pretty mooring at Castle Meadow.  The last duty?  A visit to Sainsbury!

Willington

We must be getting lazier.  7:15 departure this morning. We were chased down the first few locks by another boat - handy as the lock operative was very helpful in closing our exit gates for us. The river section below Alrewas was quiet, "normal levels" the board said. At Shobnal Marina, we reversed into the entrance to refuel.  97 litres from Harefield although not filled to the actual brim. 64p/l and £1.10.  All in all a very uneventful cruise really with the highlight mooring up at Willington in front of a row of benches full of gongoozlers.  I asked them how many marks out of ten and was told "Quite good so far", but with the polite observation that I had just successfully moored right opposite the winding hole.

Alrewas

This morning it was raining hard, so we were a little slower getting the boat ready for today's leg.  However, by 6:50 it had stopped.  Pat went to get a morning paper and we left the moorings at 7:12.  As usual with early starts we met only one or two boats until we reached Huddlesford Junction.  Then opposite direction traffic came in waves.  At Fradley Junction a passing towpath walker opened the swing bridge for us and we counted ourselves lucky that we were just third in line for the first lock down.  Opposite direction boats meant plenty of help for the lock, but by the next lock we had an extra boat - a day hire from Barton Turns.  GRadually, though, with the next three locks the queue got smaller.  There were moorings at Alrewas and we tied up just in front of the hire boat. The occupants had already left.  Fifteen minutes later it was adrift.  With another neighbouring boater it was recovered and made secure.  Chatting with our neighbour it turned out that they were in trouble with water in the fuel, had had to call out an engineer three times and were now waiting for the injectors to be returned after cleaning.  Their last fuel was obtained at Shardlow.  It turned out to be a lovely warm afternoon with sunshine.  I took the opportunity to remove some rope from the prop, rub a bit of brass and prepare the Cobb barbecue for baked potatoes and chicken.

Fazeley

There had been rain overnight, but although the clouds looked very threatening, the day passed with only a few light showers.   We arrved at Curdworth Top Lock and were reminded how attractive they are.   The grass cut like a lawn, flowers at every lock and good well maintained lock landings.  The threat of rain must have kept the boaters off the cut because we passed only one moving boat by Fazeley.  We turned up our nose at a mooring by the Watling Sreet Bridge and were just about to negotiate the bridgehole when an opposite direction boat appeared.  So we backed into the mooring space to let them pass and then it seemed a shame to move.   Fortunately a boat behind had only stopped for shoppig and moved off leaving us a ring and a bollard.

Minworth

Today we continue on our journey north. However, we started later than usual as Pat needed to visit the post office and it didn't open until 9:00 am.  We needed water so the slow fill was started while she was away.  Aidan, who had volunteered yet again to help us down the three lock flights to the Minworth "Boat" pub arrived just as the tank was full and Pat returned.  A later start was actually helpful as we had missed the early rush hour of three boats going down and had the flight to ourselves with just one boat coming the other way on Farmers Bridge.  Ashton flight was passed quickly and we reached the bottom 2 hours 45 minutes from Cambrian Wharf. Aidan stayed with us, giving a description of the local canalside scene as we went.  The now shrunken Dunlop factory, Jaguar and SU carburettors to name but a few. The mooring at the "Boat" is considered safe. Good to have the pub close by.  We retired there on arrival for a few beers and as good as his word Aidan reappeared with some carrots and potatoes from his allotment.  Delicious and definitely beyond the call of duty.

Cambrian Wharf

The boat is still at Cambrian Wharf.  Our Australian Cricket fan relatives have departed; they only had tickets for two days, but have enjoyed Birmingham.  Pat returns today after a sojourn at home and it is raining hard as I write this.  The leg injured more than a week ago is still painful, but only when standing at first, I guess due to the sudden pressure change.  It needs to be kept elevated.  So we might make a move on Monday on our journey north.