Navvies 301

navvies volunteers restoring waterways

cake, hope.

“Where there is there is And there is

always cake.�

- Dean Koontz, author

issue 301 june-july 2 0 20

page 2

In this issue Contents For latest news on our activities visit our website wrg.org.uk See facebook group: WRG Follow us on Twitter: @wrg_navvies Production Editor: Martin Ludgate, 35 Silvester Road, East Dulwich London SE22 9PB 020-8693 3266 martin.ludgate@wrg.org.uk Subscriptions: Sue Watts, 15 Eleanor Rd., Chorlton-cum-Hardy, Manchester M21 9FZ Printing and assembly: John Hawkins, 4 Links Way, Croxley Green, Rickmansworth, Herts WD3 3RQ 01923 448559 john.hawkins@wrg.org.uk Navvies is published by Waterway Recovery Group, Island House, Moor Rd., Chesham HP5 1WA and is available to all interested in promoting the restoration and conservation of inland waterways by voluntary effort in Great Britain. Articles may be reproduced in allied magazines provided that the source is acknowledged. WRG may not agree with opinions expressed in this magazine, but encourages publication as a matter of interest. Nothing printed may be construed as policy or an official announcement unless so stated - otherwise WRG and IWA accept no liability for any matter in this magazine.

Waterway Recovery Group is part of The Inland Waterways Association, (registered office: Island House, Moor Road, Chesham HP5 1WA), a non-profit distributing company limited by guarantee, registered in England no 612245, and registered as a charity no 212342. VAT registration no 342 0715 89.

Directors of WRG: Rick Barnes, John Baylis, George Eycott, Emma Greenall, Helen Gardner, John Hawkins, Dave Hearnden, Nigel Lee, Mike Palmer, George Rogers, Jonathan Smith, Harry Watts.

ISSN: 0953-6655

© 2020 WRG

PLEASE NOTE: Navvies subs renewal cheques MUST be made payable to The Inland Waterways Association Contents Editorial on cake and optimism 4-5 Chairman MKP reflects on restarting work, and builds a 5-lock staircase in his garden 6-7 Restoration feature: an in-depth look at the Wey & Arun Canal 8-12 Cake London WRG’s virtual cake show 13-15 Restoration feature: the Shropshire tubboat canals, including LWRG dig report 16-20 Virtual Little Venice Canalway Cavalcade got cancelled, but here’s a report anyway 21-24 Diary, what diary? What’s on, what’s off 25 Progress around the system 26-37 50 years ago canals worth 5 shillngs? 38-39 Health & Safety annual report 40-41 Letters to the editor 42-43 Infill the cake flowchart 44-46

Contributions... ...are welcome, whether by email or post.

Photos welcome: digital (as email attachments, or if you have a lot of large files please send them on CD / DVD or contact the editor first), or old-school slides / prints.

Contributions by post to the editor Martin Ludgate, 35, Silvester Road, London SE22 9PB, or by email to martin.ludgate@wrg.org.uk.

Press date for issue 301: 1 July.

Subscriptions A year's subscription (6 issues) is a minimum of £3.00 (cheques to The Inland Waterways Association) to Sue Watts, 15 Eleanor Road, Chorlton-cum-Hardy, Manchester M21 9FZ. Please add a donation if you can.

Front cover pic, back cover, inside covers, every bloody where... Just loads and loads of birthday cakes to mark WRG;s 50th anniversary this year, from on site before the lockdown, at home during it, shared via the internet, you name it. See editorial, page 4-5.

page 3

editorial Hope and cake...

We began our 50th anniverary year with a programme of canal camps, plenty of optimism and lots of cake. How many of those have we still got?

“Where there is cake, there is hope...”

What seems like about half a lifetime ago, on the stroke of midnight on the last night of the Cotswold Canals New Year canal camp, we launched Waterway Recovery Group’s 50th year of volunteer canal restoration with a lot of enthusiasm, a certain amount of alcohol, and a big 50th birthday cake.

It was the first of what we confidently hoped would be fifty cakes of all shapes and sizes to mark our Golden Jubilee. We had what was shaping up to be an excellent programme of canal camps for 2020, plenty of optimism... and lots of cake.

Almost six months later and thanks to you-know-what, we have had no canal camps since new year, no working parties at all for three months, and we’re looking at a similar length of time at the very least before there’s any chance of them starting again - at least as far as week-long camps are concerned. Yes, there are signs of some of the local canal societies beginning to get some kind of volunteer work going for day visitors, arriving in their own transport, working to appropriately rigorous health & safety considerations, bringing their own food and drink, following any other precautions felt necessary, and subject the site owner’s permission (which in the case of the Canal & River Trust hadn’t reached the point of allowing restoration working parties as we went to press) - and we hope to bring you details as things get going (and see opposite page). But to get back to anything like ‘normal’ we need to deal with the much more awkward matters of how and whether we can make things work with typical WRG overnight accommodation, catering, and transport to and from site.

It is not likely to happen any time soon.

But we still have cake. Far from the ’50 cakes’ thing having fizzled out as the lockdown kicked in, it seems to have gained vigour. The fact that nobody’s been on site hasn’t stopped them making cakes - in fact lots of them have been using their extra time at home to make more of them. The next generation of WRG volunteers have got involved too, as you’ll see from the pictures. And we’ve had cup cakes, rock buns, hot cross buns, you name it... London WRG even held a virtual cake competition via a Zoom video conference (you’ll see the report elsewhere in this issue) and the editor set a quiz with five rounds of ten questions all on the subject of cake! (What country does Lamington cake come from? Who said “My policy on cake is pro having it and pro eating it”? Which song includes the line “Let them eat cake, she says, just like Marie Antoinette”?) You can find a report and pictures of the winning cakes elsewhere in this magazine - and also a WRG cake flowchart!

But remember I said earlier that we started the year with canal camps, optimism and cake. Yes, we’ve lost the canal camps. Yes, we still have the cake. But it’s not just about filling the magazine with cake-related stuff to replace the missing camp reports and try to cheer us all up (although I’d say that’s not a bad idea). I think there is indeed still some cause for optimism...

In the last issue, the first one since work had come to a standstill, I said we were making use of the opportunity to take a wider view - and included two longer restoration feature pieces, on the Montgomery and Cotswold canals. On both of those canals we’ve got optimistic news for the future in this issue: the Cotswold Lottery Bid has been submitted, while work on putting the canal back through the A38 roundabout continues apace. And on the Mont, John Dodwell has sent the first of a series of articles which will be building up towards the major project next year to reinstate the missing School House Bridge, currently the last major obstruction to reopening the canal to the Welsh border.

And this time we’ve got two more restoration features. One is a major long-running restoration, the Wey & Arun Canal, where we’re looking forward to helping the Canal Trust

page 4

build the second of two new liftbridges and a new road bridge in the coming years. And the other is a tiny fragment of an obscure but fascinating waterway, the Shropshire tub-boat canal, which has survived within the Blists Hill museum, and which the museum team are keen to restore and make more of in the future.

Of course there are wider issues. We simply don’t know how the ultimate impact of the pandemic and its economic aftermath are going to affect the country, let alone how they’ll hit something as specialised as waterway restoration. But let’s just say that the restoration movement has managed to not only survive through every crisis in the last 60 years, but often actually find ways of making common ground and mutual opportunities to help. From job creation schemes on the Rochdale Canal taking unemployed people off the dole queues and getting them restoring locks in the 1970s, to derelict land grants turning industrial wastelands into restored canals in the 1980s, and landfill tax reclamation somehow (I never quite worked it out!) managing to take advantage of our tendency to fill our planet with trash to get some canals restored.

Sorry if that sounds like I think canal restoration will profit from humanity’s misfortune.

It wasn’t meant that way. But restored waterways have so much to offer in so many ways that I’d be surprised if they can’t help to heal the country in some way after the current crisis.

And meanwhile, whatever your views for or against it, getting some cash for canal restoration as a by-product of Brexit should be... a piece of cake!

Martin Ludgate PS the answers to the cake quiz questions were Australia, Boris Johnson and ‘Killer Queen’

IWA strategy for a return to work Looking forward to volunteering restarting, WRG’s parent body The Inland Waterways Association has published a document A Strategy for a return to work on its website. It covers all aspects including the following subjects: .

The need for new specific risk assessment and management plans for coronavirus, to use in conjunction with existing plans .

The need for consultation with volunteers about the arrangements .

Reviewing your Construction Project Plan to take account of the risks .

Additional PPE and cleaning materials .

Workforce vulnerabilities (age and medical conditions) .

Ensuring volunteers do not attend site if they have symptoms or anybody in their household is self-isolating .

Safe travel to worksites .

Ensuring site safety following a lengthy closure .

Satisfying the Government requirement to display notices .

Volunteer induction and setting out site rules to take account of the risk of Coronavirus including: not attending if unwell, hand washing, distancing, minimising contact, use of face masks, limiting contact time .

Keeping volunteers in teams that are as small as possible (cohorting) .

Keeping machinery cabs open to allow ventilation .

Cleaning machinery cabs .

The need for volunteers to clean clothes regularly .

Cleaning and organising welfare and mess facilities, staggering rest breaks, setting up one-way access systems to rest areas .

Avoiding close contact with members of the public .

Warning signs for the public .

What to do if somebody falls ill during the work To find the document, from waterways.org.uk follow the links to ‘canal and river restoration’, then to ‘waterway restoration resources’, then to ‘health and safety’.

page 5

Chairman’s Comment In which Mike discusses how our sites differ in terms of re-starting work, what we should do to old hands, and building staircase locks in a garden ment the excellent guidance with a few points that I feel sometimes get missed: There is a bit of a theme in this edition of There is a lot of seemingly conflicting Navvies about “What have you done to keep guidance from different areas of governyour hand in whilst we have this enforced ment; however what we in the restoration absence from the sites we know and love so world do means our guidance should relate much?” Well, speaking for myself I took the to the workplace. Whilst it’s tempting to pick opportunity to build a model of some stairup on comments from other government case locks out in the garden. Whilst not quite departments such as “Get out and about in of a scale to challenge Bingley Five Rise I’m the open air for your health” & “Let’s get pretty pleased with them and, just like all our working and restart the economy”, our priprojects, once we get the gates fitted I’m mary guidance should relate to making our sure they will be just fine. It was also a truly workplaces Covid-safe. If you really are just authentic Canal Camp experience as, despite taking a healthy walk down a towpath and ten weeks of glorious sunshine, it rained happen to pick up some litter as you go then pretty much every day I spent building them! that’s fine. But issue litter pickers to a group The much more important theme how- of you, or stop to repair the fence as you ever relates to progress and I’m really pass, or get in an excavator and re-lay the pleased to say that this issue of Navvies does towpath, and that’s a worksite. give the impression that things are moving Our sites do work differently to many on. Martin’s eloquent editorial puts things far construction sites – we often expect far better than I could, and there are still plenty higher levels of newcomers/inexperienced of articles detailing work and projects past, workers and, especially if we are attempting present and future. There are also signs that our famous up-skilling, they may need closer for a few people, the opportunity to stop and supervision. Yes a team of six brickies could reflect is bringing benefits; perhaps it’s just work 2m apart on a lock chamber wall, but me but some of our articles seem much not if some are learning the trade and need more detailed and nuanced than usual. Given to be asking questions and getting help. that one of the key goals on Navvies is to Another crucial difference is that it’s in share information between projects and our nature to share equipment much more. people, this is important.

Not just trowels and shovels but also the I am really pleased that, during this bigger kit. Whereas on most professional pandemic, the team at our parent body the sites the same person will be in the excavator Inland Waterways Association’s Head Office all day, on our site perhaps half a dozen have been calmly and professionally providpeople will use it. ing up-to-date info (sometimes having to Finally for Canal Camps and our weekrevise it several times a week) regarding end working parties there is the tricky queswhat can (and should) be done during the tion of accommodation and travel. This really ever-changing restrictions. Well researched does look like it’s going to be very difficult to and presented updates have been available sort so, for many of you who are bored with on the website, and there is a taster of what building stuff in your back garden, it looks needs to be considered on page 5. like day visits to your local project are the Because, despite the decision that we order of the day (once they have got their have cancelled our summer camps, a lot of site safe of course). people are very keen to get going again and, As I have said, one of the benefits of our as ever, where it can be done safely we enforced shutdown is the ability to spend a encourage that. But having been involved in little more time on some of the background many discussions recently I’d like to comple- tasks - and please can I recommend that you

Chairman’s Comment

·

·

·

·

page 6

have a good read of the article from Dave written for the people doing the work. How‘Moose’ Hearnden on pages 40-41. It’s our ever, and I cannot stress this enough, annual Health & Safety audit and this time we that is often not the way WRG works – one have been able to get more input from people of the real pleasures of WRG is finding pocksuch as George ‘Bungle’ Eycott to follow up on ets of knowledge and/or a thirst for that some of the more minor points. This is nice. knowledge in the strangest places. If you are However when the WRG Board met and interested in a subject then the Guidance considered the report, our main observation Notes are for you. You don’t have to be in was that often the issues related to the tricky charge of a project to get value from them. question of “old hands who should know (4) Lastly, as well as the world of Health & better”. For decades we have used this Safety and Project Planning, desktop publishphrase and by and large it has been very ing has come a long way and the team at successful in terms of protecting new volunHead Office have done a lovely job on makteers. But actually, and the accident reporting ing these much more presentable and readis starting to back it up, it’s now become an able. They are also designed to be available excuse for bad practice (almost an actual site on the web so they can easily be accessed on rule that governs old hands). This is clearly site and that is definitely the plan. However it ridiculous – after years of modern H&S will have to wait until IWA launches its new management, nobody should still be using website (which to be fair is any day now) the old ways. We are going to address it and before you can see them online. (Which soon the phrase “Ignore old hands who makes it just like any other re-opening we do should know better” will be no more. Just as – we actually finish the work and have an soon as we can think of a more acceptable unofficial party and then much later on we version than “Bollock old hands who should have the official opening that the rest of the know better”! word sees.)

Finally a few of us will be holding a This whole Chairman’s Comment is (Zoom) party just about the time you are somewhat more staid and serious than I was reading this to celebrate the completion of intending – but given the editorial from Part 1 of the 2020 version of the Practical Martin, the Little Venice report from Emma, Restoration Handbook (PRH). It’s a very and all the cake stuff from Helen I reckon different beast to the version you will all this edition of Navvies will still manage to know and love and I’d like to explain a few raise a smile or two. of those differences: I’ve got to the bottom of this and just (1) Firstly, partly to suit a more online realised I can’t finish it with “see you on a world we have spilt a lot of the chapters into site somewhere this summer” and I have to smaller Guidance Notes. These Guidance admit it has rather left me on the floor. So, in Notes have been written as “standalone” and the absence of any other message, I will sign can be used as such, but hopefully they all off as everyone does these days with “stay link together to form a comprehensive guide safe”. (Which I guess is what I always have to all our work. done.)

(2) Secondly, since the original PRH, we Mike Palmer have amassed a considerable collection of Toolbox Talks and therefore we have written these Guidance Notes to work alongside the simpler and more concise Toolbox Talks.

(3) If you want a gross simplification of point 2 then the Guidance Notes are written for people who are planning and managing that area of work, and ‘Not quite Bingley’ taking shape in the Chairman’s garden the Toolbox Talk is

page 7

Restoration feature As we wait for work to start happening on the ground again, we take the Restoration feature: Wey & Arun Canal The restoration back-story: “If the Wey & Arun Canal didn’t already exist then it would be necessary to invent it.”

“The Wey & Arun Canal is lost and partly built over. Energy spent on it is wasted and may damage relations with authorities and harm valuable work elsewhere.”

From those two quotes (the first from Robert Aickman, a founder of WRG’s parent body The Inland Waterways Association; the second from a letter to Navvies) it’s clear that in the early days of the Wey & Arun Canal Society (now the Wey & Arun Canal Trust, WACT) in the early 1970s the idea of restoring the canal was something of a controversial one. To some, the attraction of a route from the Thames (and the rest of the national waterways network) to the south coast was an idea so attractive that it just had to

Wey & Arun Canal

be worth doing; to others it was a waste of time, money and effort which would have been better put into something with a chance of success, such as the Basingstoke.

Even in the 1980s I recall it being referred to as the ‘Waste and Arid’, and not just as an amusing mickey-take, but as a statement that it had no water and no hope. But WACT didn’t let that stop them. What did make it tricky to get going was the fact that following abandonment in 1871 (and in fairness to the critics, up to this point I don’t think anyone had suggested reviving a canal from a century of disuse) it had been sold off to literally dozens of local landowners - not many of whom were likely to be anything other than deeply sceptical about the thought of reopening it. Add to that the fact that most of the original bridges had been demolished, a number of locks had apparently been used for target practice in some war or other, and a length through Bramley at the north end had been built on, and it was quite a challenging restoration - especially in 1971, when most of the canals that volunteers were

Length: 23 miles Locks: 26 (originally) Date closed: 1871 River Wey to the Thames Shalford

The Wey & Arun Canal was historically built as two separate waterways.

First came the River Arun Navigation, opened in1790 which extended navigation five miles northwards from the limit of the tidal Bramley Arun via an artificial canal passing through three locks (and Birtley Birtley liftbridges one flood lock) to reach Newbridge in 1787. This was followed by the Wey & Arun Junction Canal, which linked work site Newbridge to the River Wey (Godalming Navigation) near Dunsfold Summit Shalford. It was 18 miles long with a further 23 locks.

Compasses length The main objective of building the Wey & Arun was Tickners Bridge Heath Bridge to create an inland through route from London to PortLoxwood 9 smouth and the South Coast (in combination with the Portsmouth & Arundel Canal). However by the time the canal opened in 1816 there was less need for such a route, as the war with France was Mallham Restored Loxwood over and newer coastal shipping was more capable of making the Lock Link section Rowner formerly hazardous journey around the coast.

Newbridge Lock So the canal never really prospered (matters weren’t helped by water Orfold supplies not being particularly plentiful), but it carried a modest trade Lee Farm for nearly 40 years until a railway opened parallel to its route in 1865.

Lock The canal was abandoned in 1871; the River Arun Navigation Tidal River Arun Pallingham section lasted a few years loner but closed in 1888. to the coast

page 8

Wey

&

Arun

Canal

opportunity for a wider look at projects - this time featuring the Wey & Arun

Martin Ludgate

by a number of (understandably) sceptical landowners, it was never going to be possible to just start at one end and work through to the other. (Sod’s Law appears to dictate that there’s rarely a canal restoration where you can do that!) So there were other projects carried out at different points along the line: one the Lee Farm Lock: early stages of restoration in 1991. first WRG involvements was working on hadn’t even been officially a series of London WRG weekends and a closed. canal camp or two in the early 1980s at However when looked at more closely it Rowly Lock 17, towards the northern end. did actually have quite a lot going for it: Another length which saw volunteer despite running through the supposedly work (with support from WRG and other densely-populated south of England, apart mobile groups) from the 1980s was near the from Bramley the route managed to almost very southern end where Lee Farm Lock was entirely avoid going through anywhere at all. rebuilt, and a large new concrete culvert had And despite the loss of bridges, the number to be built to modern Environment Agency of road crossings to be dealt with was restandards to take a stream under the lock markably low: the A281 twice, the A272 at tail. Completion of the lock was an early Newbridge, the B2133 at Loxwood and a project for the Dig Deep Initiative by the couple of smaller roads. In between these southern mobile volunteer groups, who then there were many miles of gently decaying moved on to restore Bignor Bridge at the channel where some decent lengths of resto- north end of the Rowner and Malham length. ration work could be achieved largely by In the 1990s a section running south volunteers. from Loxwood (and christened the Loxwood For some miles at the southern end, the Link) became a major focus for work. Three canal follows the River Arun, and then its locks (Baldwin’s Knob, Brewhurst and tributary the Lox, and this was where a lot of Drungewick) were rebuilt - and by now the early work took place. The first two locks WACT had developed a cunning system for restored at Rowner and Malham were on this casting concrete ‘stones’ to replace the misssection, while the nearby Loves Bridge also ing masonry of the stone-built locks on this receieved attention and new liftbridge was part of the canal. In 1995 the Trust bought built. However given the “work wherever you (and rebuilt) a tripboat to operate on this can” approach necessitated in the early years section; the Zachariah Keppel (along with

page 9

Eddie Jones

to remove this blockage. The importance of maintaining safe sightlines for road traffic meant that the former humpbacked bridge couldn’t be reinstated - so a length of canal needed to be lowered, to allow a new bridge to be built with an acceptably small raising of the road surface level. This in turn meant that to connect the “One we made earlier” - KESCRG at Haybarn Bridge in 2004 lowered length to the existing canal two more recent additions to the fleet) has on either side, a brand new lock (5a) had to just celebrated its 25 years of operation. be built north of the new bridge, while to the At the same time, towards the south end south an existing lock (No 5, Brewhurst another WACT group was working on Orfold Lock) which had already been restored would Flood Lock and aqueduct and an ingenious need to be rebuilt with a much reduced rise. water wheel that is driven by the River Arun The three phases - rebuilding and lifts water into the canal, while the Dig Brewhurst Lock; building the new lock; Deep teams worked on reinstating Haybarn building the new bridge - were split over Swingbridge a little further south. three years, so that volunteers could crack on Impressive though this progress was, with the work on the locks while fundraising on a canal that many would have written-off continued for the more expensive contractoras hopeless, the volunteers were, however, built new bridge. It was all completed in time running out of structures to restore. Restora- for an opening in 2009, and since then work tion was approaching the point where pretty has continued northwards with the restoramuch all of the restorable locks and bridges tion of Devil’s Hole, Southland and Gennet’s had been completed - and construction of Bridge locks. new structures would be needed to replace But at the same time, WACT made a ones which had been demolished. decision that having concentrated much Two of those new structures were an effort on the Loxwood Link section it was aqueduct over the Lox and a bridge carrying now time to broaden the canal restoration a minor lane, which would be needed in strategy by adopting what was dubbed the order to extend the Loxwood Link section.

‘Three Sites’ approach. The three would be: WACT launched a fundraising drive to raise The existing Loxwood length, the £1/2m needed, achieved the target, and where there was still work to be done at the got the structures built. Suddenly the B2133 northern end, and more recently the restored main road crossing which marked the north- Drungewick Lock has needed attention as a ern end of the trip-boat length (and which result of ground conditions where it was built. had been expected to be one of the later The summit section, where the canal blockages to be dealt with, probably not for ran in a cutting alongside the former quite some years into the future) didn’t seem Dunsfold Aerodrome, divided in two by a quite the formidable obstruction to navigaroad causeway and the site of the former tion that it once had.

Compasses Bridge.

Another fundraising appeal, this time The northern end, one of the trickiest on a rather bigger scale, was launched to lengths with parts of Bramley built on the raise the £1m to £2m that would be needed line, some decisions to be made on which of

. . .

page 10

Martin Ludgate

The first Birtley liftbridge taking shape during 2019: we have another of these to build several possible restoration routes (possibly using an old railway route or adapting a stream to make it navigable), and a need to work with the local community to ensure that the options chosen will benefit them and will be supported.

The Compasses Bridge became a regular project for visiting groups including WRG, NWPG and KESCRG. The approach to reinstating the bridge involved contractors building the basic structure while volunteers did as much of the rest of the work as possible including earthworks, creating the access roadway, brick facings, the towpath and channel walls, the parapets and the kerbs and footways over the bridge. It was reopened in 2016, and has since been regarded as a pointer to an affordable way of dealing with road blockages elsewhere including the Montgomery Canal’s School House Bridge (see last Navvies). A trailboat slipway has since been built, and the summit length is set to be extended - see below.

Meanwhile at the northern end a great deal of clearance (supported by WRG Forestry) has been carried out near where the canal meets the River Wey, and the Dig Deep teams helped to create what will be a canalside linear park length (The Hunt Park) south from Shalford.

More recently a further site - Birtley on the intervening length between the summit and Bramley has seen a great deal of activity in the last year-and-a-bit. An inten-

sive project culminating in three weeks of canal camps in 2019 saw the creation of the abutments for a new liftbridge, one of two to be built on this length - initially to create a circular walk including the restored towpath, but eventually with a view to opening it up to navigation.

Oh, and the south end of the canal hasn’t been forgotten, with WACT starting work on reinstating Harsfold Bridge near Orfold.

Where are we at now? The restored Loxwood Link section now extends for some three, all the way from Drungewick Lock to Southland Lock, including six locks, an aqueduct and two reinstated road bridges. Work is in hand to install anchors to stabilise problems with Drungewick Lock, and the length between Southland Lock and the already restored Gennets Bridge Lock has recently been cleared.

Reinstatement of Compasses Bridge, the opening of the new slipway and silt removal (under way but temporarily suspended) is in the process of creating a length of just over a mile of canal navigable by small craft on the summit level from Fast Bridge to Tickners Heath. It was due to host the Inland Waterways Association’s National Trailboat Festival in May, but this has been postponed to 2021.

A length down near the south end from Orfold to Harsfold is also navigable by small craft, and is in the process of being extended

page 11

Martin Ludgate

The Loxwood Link length: rebuilt road bridge, trip boat and landing stage by the Onslow pub by construction of Harsfold Bridge, which earlier this year (before the lockdown) reached the point of installing the steel deck beams.

At the Birtley site, the construction work for the first liftbridge has been completed ready for installation of the bridge, and the towpath has been restored.

And at many other sites all along the route, work has been completed on numerous projects including restoration of Lee Farm, Malham, Rowner and Rowly locks, a number of bridges, culverts and lengths of channel.

So what next? There are a couple of big projects in the offing, and both look very likely to involve significant amounts of volunteer support from visiting groups - including WRG. One is to build the second of the two new liftbridges on the Birtley section: basically a repeat of last year’s job on the first liftbridge.

The second is another road bridge, this time at Tickner’s Heath, where a low level road blockage currently forms the limit of the restored summit section. Subject to the easing of coronavirus restrictions, the first stage - a temporary diversion of the road - is planned for later this year. This will enable the installation of a separate footbridge forming part of the new crossing, and diversion of a water main. This in turn will permit the start of the piling work which forms the first part of construction of the road bridge, hopefully in 2021.

To find our more or to join the Wey &

page 12

And then what? The nature of the restoration, the multiple and complicated land ownership, and the amount of behindthe-scenes planning that will need to be done (and is already being done) by WACT means that we can’t list off all the projects that we’ll be working on in the future. However it does look like the section between the Summit length and the Bramley area could well be something of a focus over the coming years.

Not only is there the Birtley swingbridges project (as already mentioned) but there is also hope of reinstating the missing B2130 Elmbridge Road bridge, as part of plans to widen the currently single-track road, which could lead to reinstatement of an adjacent length of canal and construction of a new lock. In addition there are plans for the development of a length of canal at Rushett which could see the canal diverted to run alongside the Downs Way (a bridleway based on an old railway) using two existing Victorian bridges, with the bridleway forming the towpath. Finally, controversial plans for the redevelopment of the Dunsfold Aerodrome site might just benefit the restoration of the canal.

Clearly it’s not possible yet to give a detailed reopening ‘road map’ from here to being able to take a boat through from the Thames to the South Coast, but to go back to our opening quote, few now would say that it was “lost” - surely it’s gone from ‘hopeless case’ to some confidence of eventual full reopening.

Martin Ludgate Arun Canal Trust, see weyarun.org.uk

let them eat

Cake!

“Cake creators have fought the restrictions of lockdown and food hygiene law to produce the finest art since Tim Lewis last changed his Zoom background” The Canal And Cake Awards In the last issue of Navvies we mentioned that during the lockdown London WRG had brought canal restoration to their living rooms by running a ‘virtual dig’ via a Zoom video conference. On 23 May they went one better: to tie in with the WRG 50th anniversary and ‘50 birthday cakes’ theme, they ran the first WRG virtual cake competition.

Helen Gardner reports...

Last night saw the inaugural hosting of The Canal And Cake Awards. Participants dialled in in their tens (if you count some twice) and enjoyed an evening of dazzling entertainment. The lengths to which people went to to dress for the occasion were entirely expected of WRG volunteers, absolutely no effort was put in and no expense was incurred.

Some attendees bothered to wear trousers.

The CAC scene can be proud of many moments this lockdown. The judges noted spectacular use of colour, in particular, in a touching nod to WRG’s 50th anniversary year, gold was used on several occasions.

Cake creators have fought the restrictions of lockdown and basic food hygiene law to produce some of the finest art since Tim Lewis last changed his Zoom background.

The judges, clearly inebriated, were making it up as they went along. One

doesn’t even like cake (“I think cakes have far too much flour and rubbish in”) and one of the others’ only experience is “eating cake for over 40 years but not fussy.”

Category 1: Inspired by Vitamins sponsored by Gavin ‘what’s that green shit on my plate’ Moor. Nominees in that category are:

. Martin Ludgate with courgette, ginger and lime . Jude Palmer with chocolate and banana . Paul Ireson with satsuma cake . Helen Dobbie with carrot cake . Rachel Owen-Jones with pineapple crazy paving cake And the award goes to...

Paul - after all, who doesn’t like juicy vitamin C in a fancy pattern? Tinned satsumas every WRG cook’s backup plan. A grateful Paul was just hoping he’d manage to work his way through it before the next pandemic strikes.

Category 2: Best pyrotechnics on a cake sponsored by Moose ‘small and controlled’ Hearnden and Tim ‘it was lit earlier’ Lewis. Nominees are:

.

Helen “Bushbaby” Gardner with Highly Commended: Sue hides behind her cake normal candle on a mini Soreen banana loaf

page 13

. Ian Stewart with 5 candles on a sponge in Slough .VictoriaJude Palmer with some hastily re-

But the award goes to...

trieved candles And the winner is...

Ian. The judges were thoroughly unimpressed by Helen’s entry and not fooled by the candle to cake ratio, “banana malt loaf is grim and even the ducks aren’t keen”. Ian’s cake set his house on fire. Congratulations Ian.

Sophie. An emotional Sophie said “it’s very heavy - I’m going to put it down now”. Mick Lilliman, husband of cake-baker Anne and KESCRG stalwart, said “Any cake with Guinness in gets my vote”. Fran said “it nearly killed me but I’d spend a whole morning on a Tirfor for a slice of it”.

Mark (slightly embarrassed) explained that when he’d seen the category ‘for WRG’ he thought he’d need to actually produce something ‘for WRG’ and given the hygiene even before lockdown thought that soap would be appropriate.

Category 4: Now moving onto this special category, acknowledging the efforts of our key workers during this pandemic situation.

Best effort produced by someone who’s just done a 12 hour shift sponsored by Martin Ludgate for use of a pestle Drs Williamson, Burrell and Davis and lots of and mortar others but not necessarily Dr Steve cos all Jude Palmer for use of WRG favourite he’s got is a first aid kit. foam bananas And the single nominee and thereThe Morleys for cupcakes in the shape fore winner is... of WRG 50, iced with actual mud Sophie Smith who based her entire plan around beer.

Sue Blake’s chocolate cake with smartie decorations Mark Richardson with a cake of actual soap.

Category 3: ‘For WRG’ sponsored by Mike ‘The Chairman’ Palmer. Nominees in this category are:

. . . . . .

A special commendation goes to Sue. Sue outsourced the role of principal contractor to Asda but brought the landscaping back in-house. A mix of blue, green, gold and red to show WRG’s colours. No, not the vomit after a night on Haribo at the IWA ‘National’ but blood, algae and the tools painted by a regional group with too much money.

page 14

Helen Dobbie. Helen receiving the award

said “what more do you need me to say about this bloody cake - I’m knackered”.

miss site. You get the award when Ludgate gets the article for Navvies.

We’ll have a short break for a pint and then return...

Category 6: And the final category is inventiveness during lockdown. The nominees are:

Category 5: is for best cake to actually be eaten on site. The nominees are:

. Martin Ludgate for use of all of the contents of the fridge . Jude Palmer for dredging her house

.

The Morleys with their cupcakes in the shape of WRG 50, iced with actual mud to be eaten on the Buckingham dig.

Jude Palmer with chocolate and banana - let’s face it their house probably feels like site.

.

for ingredients to use in a cake.

And the award goes to...

And the award goes to...

Martin Ludgate for his rather poncy affair.

The Cupcakes. Yay photos please, we Layers and homemade rowan jelly or something, to be honest the judges dozed off. Hats off for the effort of grinding granulated sugar to make icing sugar. That is going the extra mile and reflective of the average WRGie’s lockdown challenges.

An independent source (a.k.a.

Lesley the Navvies proofreader) said “it actually tasted nice”.

Many thanks to those who baked and presented. Photography was by Tim Lewis. Jude Palmer, upon hearing that she was nominated in most of the categories but failed to win an award said “it was an abomination, the likes of which had not been seen since 2006 when the film Dreamgirls got eight Oscar nominations but failed to win Best Picture”.

“An abomination” - How did Jude’s cake fail to win?

Helen ‘Bushbaby’ Gardner

page 15

Restoration feature In contrast to the Wey & Arun’s future role as a through route, our second The Shropshire tub-boat canals The History: “This canal is satisfactory proof that there is scarcely any ground so difficult, but where, with proper exertions and care, a convenient water conveyance may always be arranged”, as Thomas Telford put it in 1800. Or as one might say today: this is the ultimate go-anywhere canal.

This ability to take hilly country in its stride came at a price, though: the canal in question was the Shropshire Canal, often referred to as the Shropshire Tub-boat Canal, and it overcame the steep changes in level in the hilly country north of Coalport on the Severn by use of inclined plane boat lifts.

And with boat lifts capable of taking typical narrow boats or barges being some way

To the Shropshire Union Main Line (built to standard narrow boat dimensions)

Shropshire tub-boat canal system

Pave Lane

Lilleshall

To Shrewsbury (enlarged to standard narrow boat dimensions)

Shropshire Union Newport Branch Wappenshall Junction

Shrewsbury Canal

Hugh’s Bridge Inclined Plane Donnington Wood Canal

Donnington

Trench Inclined Plane Wombridge Canal Ketley Inclined Plane

Ketley Canal

Wrockwardine Wood Inclined Plane Snedshill Tunnel Oakengates Shropshire Canal

Horsehay Stirchley Tunnel Madeley Coalbrookdale Formerly navigable to Shrewsbury

Blists Ironbridge Hill River Severn The Iron Bridge

page 16

Windmill Inclined Plane The shaded area is the Blists Hill museum site Site of trial length (and London WRG weekend) The Hay Inclined Plane Coalport Formerly navigable to Stourport

Blists Hill tub-boat canal beyond the technology of the day, that meant using small box-like ‘tub-boats’ about 20ft by 6ft. The inclined planes would take them singly, locks might fit four of them at a time, and on the level sections of canal between, horses might tow a train of anything up to about 20 boats.

The Shropshire Canal was part of a network of almost 40 miles of tub-boat canals in a part of Shropshire much of which is now occupied by Telford New Town, but which was formerly a major coal mining and ironmaking area. The canal ran for 7¾ miles from near Trench (where it met the Wombridge Canal and the Donnington Wood Canal) to Coalport where it ended alongside the River Severn. The Wombridge Canal in turn linked to the Shrewsbury Canal, and the Ketley Canal branched off west from the Shropshire Canal. Between them they had six inclined planes (plus around 20 locks) and formed a self-contained system for some decades, until in 1835 the Shropshire Union’s Newport Branch opened from Norbury Junction on the Shropshire Union Main Line to Wappenshall on the Shrewsbury, which connected the tub-boat system to the national network.

While the Shrewsbury (part of which was widened to take standard narrow boats see the last Navvies) together with the Newport Branch formed a line of the Shropshire Union system which lasted until 1944, and is now under restoration led by the Shrewsbury & Newport Canals Trust, the rest of the

Pictures by Martin Ludgate

feature follows a much more local scheme - but a fascinating piece of history

The Hay Inclined Plane: view from the bottom and (below) London WRG inspect the top

page 17

tub-boat system fared less well. The Ketley Canal shut as early as 1816, a large part of the Shropshire Canal including the Windmill and Wrockwardine Wood inclined planes closed in 1858 for conversion to a railway, on the same canal The Hay Inclined Plane ceased to be used around 1894, and the Donnington Wood and Wombridge canals went out of use around 1904, leaving just two parts of the tub-boat system in use - the Shrewsbury Canal’s line leading up to Trench (where the inclined plane finally ceased operation in 1921), and a very short length of the Shropshire Canal at Blists Hill. The latter carried local traffic from collieries to the Blists Hill ironworks until 1912 when the furnaces shut down.

The restoration back-story: With part of the network converted to a railway, other parts having disappeared under Telford New Town, and the whole system built to a gauge that wouldn’t exactly lend itself to being part of the national leisure network, it’s

no great wonder that nobody is working to reopen the tub-boat network. However some significant remains survive at the southern end: part of the final length of the Shropshire Canal to carry traffic to Blists Hill (see above), plus the length from Blists Hill to the top of The Hay incline, the incline itself (less its machinery) and part of the length belew the incline to Coalport.

With the development of the Blists Hill museum site as a re-created historic industrial town, this section of canal became one of four features in their original settings (the other three being the coal mine, brick & tile works and iron furnaces) among the shops, industrial premises and other buildings which have been dismantled and brought there from other sites in the Midlands. Work carried out included relaying the rails on the inclined plane, restoration and rewatering of what is now the northern terminus of the surviving length in the museum, and opening up of the towpath of the museum length as far as the top of the incline.

London WRG at Blists Hill: 29 February - 1 March 2020 Many years ago, in late winter 1992, London WRG held a weekend working party on the Chelmer & Blackwater Navigation. We called it a ‘leap dig’ because 1992 was a leap year, and our dig actually landed on the 29th. And 28 years on, the cycle of the weekends, months and leap-years being what it is, once again London WRG found ourselves going on a ‘leap dig’ on 29 February - 1 March 2020.

If a ‘leap dig’ is a rarity, then so to is a London WRG visit to the canal at Blists Hill, where we’ve only been a couple of times in the last 40 years. However some recent changes in priorities have seen the Museum take an interest in working on the canal once again. We went there a few years ago on a joint weekend with WRG Forestry to do some initial tree and scrub clearance around the canal, and returned on 29 February this year to clear a trial length, as the first step towards checking the lining, tracking down the leaks and (hopefully) making it watertight in the future.

In the days leading up to the weekend, keeping the water in the canal seemed the least of our worries as the winter storms (remember them?) saw the Severn rising to record levels. But despite some slight concerns about whether the roads to site would be open, we arrived at our our accommodation, the Coalport Youth Hostel and the following morning we were soon at the Museum discussing the plan with John and the other locals before picking up various tools and bits of machinery and heading along the towpath to the worksite - passing a coal mine and a gospel tramcar on the way!

For the first hour or two we filled sand bags, tied sand bags, and moved sand bags, so we could start laying them in the bed of the canal (in combination with some plastic sheeting) to form two temporary dams, with the aim of pumping out the short section between the dams - this forming the trial length.

To add some extra interest, one of the sites for the dams was a brick-built narrowing of the canal where two vertical metal channels indicated that this has been a set of stop-plank grooves - this being part of the efforts to protect the canal against leaks and breaches in its working days. There had clearly been some alterations at different times in history - we had a not entirely conclusive discussion about whether there might have been a stop-gate (or perhaps even one facing each way) at one time.

For lunch we were given museum volunteer vouchers to spend in one of the Museum’s exhibits - a genuine traditional Black Country fish & chip shop dismantled, rebuilt, and reopened serving traditional chips. There was time for a brief wander around the museum and a short detour for a demonstration of how the steam powered mine winding engine worked on our way back to work.

Having built the dams it was time to pump the water out. The main job was then to attempt to

page 18

London WRG working on the trial clearance - with the stop plank narrows behind them dig the base of the channel out to something like original profile: apart from normal silting up, there had been a tendency for the ‘uphill’ bank to slide down the hill into the canal - oh, and some of the boats on it would have been carrying cargoes of clay to the tile works, so there might have been a bit of that shipped overboard too.

Back at the accommodation, we took advantage of the YHA’s facilities for our evening meal and then headed to the pub. Not the one we went to last time, as it had vanished underwater (At least one WRGie expressed a regret at having not packed a wetsuit!) but another one rather further up the valley side.

Sunday morning, and a couple of folks went for an early morning stroll along the lower section of the canal, which used to run through what is now the YHA car park, to where it turns sharp right into the bottom of The Hay Inclined Plane, by local tourist attraction The Tar Tunnel, which London WRG once visited back in the mists of time. Sadly it’s shut now.

Then we headed off to site for more of the same: clearing the channel back to try to find the original profile. Before getting stuck in (literally - it was very sticky clay!) we took the opportunity to walk to the far end of the length of canal in the museum, to look at the top end of the inclined plane. Back to the mud-shifting, and unfortunately the small excavator (a larger one probably would have been too big to get to site) couldn’t actually reach anywhere near the far side of the channel. So a team with spade and mattocks spent the time standing in the channel digging some very heavy sticky mud, struggling to drag it to within reach of the excavator, and spreading a fair proportion of it over themselves.

But we had some encouragement, in the form of an archaeologist from the Museum, who had an enthusiasm for different colours of clay... Oh wow grey mud... hey, red mud... oh no, brown clayey mud!!! By lunchtime (we ate at the Museum cafe, having first made an informed decision on how much clothing to remove to minimise the potential impact on the other customers from (a) mud and (b) nudity) we’d pretty much completed the work, appeared to have identified the original puddled clay canal lining as distinct from the various other kinds of mud, and John and the other representatives of the Museum were very pleased with what we’d done.

That just left time to clear up the site, take our tools and stuff back to the museum yard, and spend a good hour hosing mud off everything before heading for home.

Anyway we had a great weekend, achieved what the Museum were looking for, and hopefully it won’t be anything like another 28 years before we’re back.

This is a heavily abridged version of the full blow-by-blow account which will appear in the June London WRG News

page 19

Where are we at now? visitors to the museum can walk as far as the inclined plane, and it starts off in water and in good condition, but persistent leakage where it runs high on the valley side has meant that most of the surviving length is ‘dry’ (well, rather muddy and damp actually). The Museum has a tub-boat on display out of the water, and there’s a further watered length of canal below the incline (not part of the museum site, and with its towpath open to the public). A recent visit by London WRG (see dig report) began the work of recovering the original profile of a trial length and (hopefully) investigating the leaks.

So what next? As soon as the situation allows the re-starting of visiting working parties, London WRG hope to return to Blists Hill, where the Museum team plan to continue their initial work. In the longer term if the leaks could be sealed, the whole section in the museum, reaching as far as the top of the inclined plane, could be put in water. A public trip-boat could be operated giving rides to see the incline, re-creating a short but significant length of what was once an important local transport system, and a type of waterway - the go-anywhere tub-boat canal - of which not that many sections survive.

Martin Ludgate

page 20

London WRG uncover the clay lining and (below) an original tub-boat in the museum

Little venice virtual festival the amphitheatre; see what extra street furniture Paddington Central (PC) have added to the obstaNow how do I try to explain this? Last year cle course Emma G spends hours wondering when/if and the year before, I tried unsuccessfully to persuade the volunteer crew who were work- the accommodation boats will turn up; find bed on ing flat-out to set up, run and take down the a boat when they finally do.

Paul I spends the day driving van back and Inland Waterways Association’s popular Canalway Cavalcade festival at Little Venice forth to Chesham, battles with traffic and convincthat it would be a nice idea if they could ing PC that he’s legitimately supposed to be going in there. write it up for Navvies. Trouble was, they were all to busy working flat-out to set up, Weather obliges in providing some rain, run etc etc to have any time for a report. But virtual and in real life.

Anne will feed us: chicken and vegetable pie this year, the festival having unfortunately had to be cancelled (along with pretty much with assorted vegetables and eve’s pudding every other waterways event for several (brought from home) with ice-cream. Veggie pie months), the crew found they were sad at for veggies. Assistant cook Tracy preps the veg, missing out on the hard work, camaraderie and attempts to cut pudding into 24 exactly equal and occasional fun of Cavalcade. So they portions. Helen Purple Fairy makes sure there will decided to run a ‘virtual Canalway Cavalcade’ be a cheesecake dessert at some point over the from the safety of their living rooms via festival. Anne provides confirmation “Definitely.

Facebook. And what’s more, Emma Nurton’s And as we are a day short this year, likely to be turned it into an epic camp report. cheesecake on Saturday eve” knowing that no So yes, the one year that we don’t get a cheesecake would mean a riot!!

Canalway Cavalcade is also the one year that Anne reminds that volunteers AND TROLwe DO get a Navvies report from it. Truly it’s LEYS are needed to collect food shopping from a mixed-up muddled-up shook-up world that the Sainsburys Local, down in the amphitheatre – we’re living in right now. Over to Emma... cue many odd stares from London office workers who wonder where the vast quantities of food are going, little knowing that’s just for tomorrow!

Day 1 (Wednesday) Tim turns up as dinner is being served Cavalcade set up Nigel arrives during dinner, having taken Due to the current “unprecedented” circumstances, for two hours to remove the crap around his propeller this year’s Cavalcade I arrive at Stone Wharf via from North Circular aqueduct (well, that’s his excuse for no work yet anyhow) Facebook. I dump my bags on the side under the trees, avoiding any London dogs’ mess. Then begin Bungle turns up when dinner is over, hoping to do one or more of the following, at the same time: nobody has had thirds and he can clear all the leftovers away Erect compound marquees (and as this is Then a trip to the Warwick Castle for a virtual, we get all the right poles in the right places... and the correct roof on the right frame crowded pub quiz. Fran arrives to answer the medical questions – having been at work all day the first time!!)

Try to recall how the shelving, hob stand and requires a need to rant: …f***ing Government with sink stands go together; make sure right screws go in their changing daily f***ing shielding advice… maybe a right holes without it all collapsing (Moose points out good idea but might kill people… and (more to the point) that whichever way they go together, kitchen team is giving me a headache... Someone swiftly passes her still won’t be happy – shelves are like mortar mixing, several pints of Swift. gaps too big/gaps too small…)

And of course, the day will be full of saying Wonder when the fencing will turn up; move “hi” and hugging (oh remember hugs!!!) fellow said fencing from TP ramp while dodging commut- WRGies as they arrive. ers who can’t see WRGies in hi-vis Toilets arrive. Fun and games shifting them Day 2 (Thursday) - Cavalcade set up: from TP ramp, dodging commuters again (large blue boxes are even harder to see than fencing panels) Bit of a struggle to get out of bed this morning Reacquaint myself with the wind tunnel of after few ciders last night, haven’t even started on

Not Canalway Cavalcade 2020

· · · · ·

page 21

the homemade spirits (saving for tonight).

Breakfast is served. Anyone late will have missed it, as the marquee guys consume what remains. And so the work begins: Take trolley to PC to collect radios and see how many commuters you can ram on ankles/ walk straight into as they walk along glued to their screens Find the secret stash of (reusable) cable ties – Fran manages to acquire 52,329 of them, which just about fit into her pocket alongside the rubber mallet Darren is told to use string and be wary of waving scissors in public. Fran doesn’t give a hoot and has her knife out whenever the public get within 2m Locate, sort and display banners, banners and more banners! Try to remember where each goes and make sure the arrows are not the wrong way round. Something will be upside down, and probably not spotted until Saturday evening Once tied in place, John Fev will be along to tell us where to put them, which isn’t where they are. Fran attempts to convince him that 37 IWA banners on the horse bridge is overkill Nearly drop that long one over the curly whirly bridge (mainly cos Paul Ireson is trying to push past with a portaloo on a trolley… to avoid the toilet lorry getting stuck in the dungeon) Fill up 4-pint milk bottles with canal water to weigh down banners, and get in the way of tourists queuing for boat trip to Camden Eat biscuits, drink coffee Dodge Mr Wiffen marking-up stall holder plots with chalk. The rain will wash it off tonight and he’ll need to repeat it tomorrow Put up many, many marquees Move tables and chairs, put the wrong number in the wrong place Take those blasted bowsers into amphitheatre Help Dennis and Co unload van, recall how heavy cables are Move boats, watch Bungle and Digger do twirls in Lenny Eat more biscuits, drink tea Walk round and round Little Venice, trying to work out which is the shortest way from Horse bridge back to Stone Wharf Those staying on scout boat wonder where it’s gone Anne aims for 7.30pm tea – lasagne, salad and garlic bread tonight, followed by rhubarb crumble and gallons of custard. Everyone is grateful that George hasn’t arrived yet so there’s no experiment to calculate the maximum garlic BULBS: baguette ratio that WRGies will consume.

Sparks turn up late for tea ...again!

· · · · · · · · · · · · · · · · ·

page 22

Eat, drink and be merry! Homemade Strawberry gin anyone?

Day 3 (Friday) - Cavalcade set up: George, due to diary malfunctions was at a concert in Birmingham last night and so eventually turns up today via complicated train/tube/luggage/ instrument logistics, but not in time to cook the PA crew their virtual fry-up! (Make your own!!). Meanwhile he scatters mugs around his lounge, and spends the next few days playing chess with them!

Just sat down for lunch, provided by Anne and Tracy’s excellent catering services.

Sue’s washing up services are underappreciated... current report is over 600 mug washes, from 40 volunteers plus random visiting helpers, wet tea towel mountain continues to grow.

It’s been crazy this morning as Peter Fleming has been cracking the whip, last day of set up etc etc. We’ve all been busy throughout the day and into the evening: Moving market stalls, chairs, tables from A to B to C and then D which wasn’t even on the plan, will involve them all crossing the cut at least twice Someone nearly has a dunking, but gets accidentally saved Joe Public insists on getting in the way John Fev requires all banners to be moved 6 inches to the left, as they’re just not central to the wall pillars Tree roots on Stone Wharf get highlighted so everyone can see where to trip over them Stock toilets with loo roll and alcohol gel (yes there did used to be days when it wasn’t a scarcity or cost an arm and a kidney) Remember to lock toilets so nobody uses them – Bungle makes sure that all members of Team Sparks have side cutters and fresh cable ties so they can have a dump in the clean unused bogs Someone or two take a wander around Paddington area tying Wayfarer signs to various items, hoping they are pointing in the correct direction and remain in place for more than ten minutes Construct a stage in the amphitheatre, with those annoying joining pieces (Fran’s rubber mallet comes to the fore!)

PA crew juggle speakers and cables, and tie them to random trees and posts Dennis won’t answer his mobile, and will always be out of sight of a radio wearer – Rachel spends the entire day trying to keep track of his whereabouts Make sure all Marquees are tied down - use trees, weights, lamp posts, anyone stood still so nothing takes off half way through tomorrow

· · · · · · · · · · · ·

Construct fencing, lug heavy bases around – ·hit ankles.

Anyone with a Scaff spanner keeps a firm grip and eye on it. Small people are cajoled into squeezing into small gaps to tighten final nuts When health and safety aren’t looking someone will attach toilet sign to fencing panel and hoist into place Team traffic attempt to direct stall holders for set up, who will insist on going where they always go, despite plan says no. Blame it all on Gerry Sparks have run power to all traders who have requested it according to Gerry’s plan; then spent rest of day moving it to where said traders actually are and adding the ones he missed off Eat: Anne provides Chicken and Leek stew with jacket potatoes – veggies have something with asparagus. Eton Mess for pudding. Aim for 7.30pm…. rescheduled for 8pm…. Majority sit down at 8.30pm Turn up for Martin’s quiz for last round so we don’t have the humiliation of getting it all wrong Remember to leave breakfast requests with Anne (bacon and sausage on white; sausage and red on brown; egg on brown with loads of red) Set alarm for ridiculous early.

Drink cider, start on spirits... fall sleep somewhere at some point in the early hours

· ·

· · ·

Martin Ludgate

·

What we were all missing: Canalway Cavalcade

boaters in the way, let alone the actual course; cheer for any WRGies crazy enough to attempt it Deliver brochures to info stands Eat biscuits, drink coffee Dodge Westminster guides who take over compound Empty food court bins Eat lunch Empty food court bins again Check toilets, refill loo rolls and alcohol gel Day 4 aka Day the Public descend – there’ll be at least one grim toilet (Saturday): Man the ‘pinch points’ where public will Team traffic have finally got back to the comignore you pound after persuading/ coercing/ ordering/ Drink tea, eat biscuits standing over the last of the stall holders to get Remember you’ve forgotten to check the them to remove their cars off Paddington Central. two toilets on Warwick crescent – discover people Emma G has perfected the ‘arms crossed glaring’ have been putting the cavalcade programmes to look for particular traders! good use as loo roll ran out 3 hours ago I’ve been wearing all my clothes as there’s a There was a pageant – if you’re lucky you very distinct localized wind tunnel and polar micro find a job where you can watch it climate under the flyover (especially at 6.30am!).

Walk over curly whirly bridge more times Giggly Pig will have caused traffic chaos, as do the than you can remember stall holders who don’t know where reverse is.

Team traffic reassemble.... reverse this Fail to give decent directions to the traders’ car morning’s jobs. Ask traders how their day has park. Highlight of the morning so far has been the gone, they reply “not great”, even if best day ever. little parcels of delight aka breakfast sarnies, hand Respond with usual clichés “ah well Saturday’s delivered by Anne who was released from the always the quiet one”. Field complaints about it Compound for her daily constitutional (not disbeing too windy. Paul directs scantily clad ladies to similar to current Lockdown situation!!!) All the Pagoda excluding team traffic have been exacerbating their PA crew coerce passing WRGies to lug their hangover headaches by releasing and moving kit to the store. fencing on Warwick crescent. Now for rest of day: Team fencing descend (or should that be Ferry random stuff from one side of site to other ascend) to Warwick Crescent and also reverse this Close horse bridge for official opening, morning’s job public will attempt to ignore human barricade and Eat Dinner: roast pork with all the triminsist on crossing mings, not roast for veggies. Followed by CheeseWatch the boat handling which includes cake Bake Off. Make sure you get your slice (or dodging tin bath hire boats, trip boats and other two) before Purple Fairy gets high on vast quanti-

· ·

· · · · · · · · · · · · ·

· ·

· · ·

·

page 23

ties of cheesecake!

Find a good location to watch the illuminated night parade, preferably on someone/ anyone’s boat. If all else fails, Warwick crescent has a good view. Cheer for a light clad Lenny.

Drink alcohol. Sleep

· ·

Day 5 – Public day 2 (Sunday): Team traffic are operating on Radio Whisper Status due to quantities of various homemade flavoured gins consumed last night. With a slightly sore head, we face the traders, direct cars into small spaces and mutter under our breaths “tough shit” when they can’t get as close to stall as wanted/blocked in by other traders. Anne delivers our lifesaving tin foil packets of loveliness.

Team fencing try unsuccessfully to dismantle the fencing quietly due to sore heads Back to compound for tea/biscuits. And more fluids! More jobs to be done: Deliver X to location a, b, d, f, back to c Check toilets, source loo roll and alcohol gel (oh how easy that was pre-lockdown!); remember the two on Warwick crescent today Continue with usual bin emptying and vague attempts at public control Deliver random electrical items to PA crew Save a marquee or two from flying into the amphitheatre Close and open the horse bridge as requested Find Chucklefoot (NB love that computer says ‘no replacement found’ during spellcheck... yup, there’s only one Chucklefoot... thankfully!!) and get him where he’s supposed to be Help Mr Punch and Judy man move his kit to and from Rembrandt Gardens Watch boats go round and round forward and backwards in the pool for boat handling; if on boats, flaunt your red WRGie t-shirts 4pm: Gather for Pete’s take down debrief 5pm: All hell breaks loose Team traffic attempt to control traders and vehicles, Biddles van will get in the way. Watch amazed as traders who take ages to set up, pack up speedily, whereas others take 3 years. Meanwhile: Dismantle marquees and market stalls Remove all banners (there’ll be at least one forgotten) Remember where all wayfarer signs are.... may help if person putting them up takes them down, but may not!

Gather chairs and tables and boxes and crates and poles and banners and everything remotely festival related and relocate to the compound / dungeon /van /boats /anywhere you can stick it

· · · · · · · · ·

· · · ·

page 24

bins · Empty · Toilets!

Triple the number of times you cross the ·curly whirly bridge than all days so far · Get offered 500 bread rolls, and trays of ·stuff from the Greeks you can grab as you walk to ·and froEatandanything round and round.

Eventually several hours after dinner was scheduled, gather in compound for food. Eat it, exhausted.

Sparks and PA crew come in even later.

Consume alcohol if you can keep awake.

Pass out on bunks....

Final half day of cavalcade (Sunday – usually Monday): Paul Ireson disappears in early hours driving to and from Chesham. Breakfast is eaten while kitchen and marquees are being taken apart around us, by us; someone mixes nuts, bolts and screws for shelves, sinks, hob - ah well they can sort that out at Festival of Water! Remaining food gets left on wall, including 500 bread rolls from caterers. But no biscuits, as we’ve eaten them all.

Pack bags before accommodation boats disappear.

Take down that forgotten banner. Keep out of the way of Maria packing Son of Tardis. Fill Paul and van for another trip to Chesham. Litter pick. Say goodbye several times to each other. Walk over the curly whirly bridge the final time and into Paddington station. Fall asleep on train home (hope it terminates in Bristol and not Penzance!).

Get home, sleep more.

See you all next year (I hope!!!) for the same, and back to our usual 3-day festival.

Emma Nurton with contributions via FB from fellow virtual WRGies: Emma G, Paul I, Anne, Tracy, Helen, Martin L, Fran, Bungle, MK2, Digger, Adrian, Rachel OJ, Nigel, Darren, Sue, Pete, Moose, George, Paul S and anyone else I missed.

And finally from team leader Pete Fleming: So if this has sparked a curiosity in finding out what Canalway Cavalcade is all about and you are interested in the opportunities for volunteering at the event next year, then please feel free to contact me at pete.fleming @waterways.org.uk and I will add you to the list of people who I contact to join the team.

The committee has already commenced planning for the event which will take place over the May Day bank holiday on 1-3 May.

diary... still no diary?

In the light of the current restrictions, WRG and other groups’ practical canal restoration activities remain largely curtailed.

Where’s the Diary? You’ll be used to turning to the centre-spread of Navvies for the start of six pages detailing all the forthcoming WRG, IWA, canal society, CRT and other working parties around the waterways network. For obvious reasons, we didn’t include one last time as pretty much everything apart from the odd bit of essential safety-related work had been stopped. And although the lockdown rules have begun to ease up, that’s still largely the case including all work by WRG...

So what’s happening then? The short answer is ‘not a lot’. But the long answer is slightly less pessimistic. We realise that even with the shorter lead times possible with electronic distribution of this magazine for most readers, the situation is changing so fast that it may well be out of date by the time you read it. But see below for a roundup of what’s been cancelled, and what could (subject to the raising of restrictions) still be going ahead.

Canal Camps: WRG has reluctantly taken the decision to cancel (or postpone) all weeklong canal camps for the whole summer programme, on the grounds that based on Government guidance, accommodation, travel to / from site and catering were areas where the risks could not reasonably be managed. However no decision has as yet been made concerning the autumn camps. They remain open for bookings but that does not mean that they will happen: their status will be reviewed in view of the changing situation (and bearing in mind the planning which needs to take place with host canal societies, accommodation providers and volunteer leaders in advance of the camps). If camps are cancelled, anyone who has booked will be offered a free transfer to another camp or a full refund. Unfortunately we cannot offer refunds for volunteers’ travel arrangements made prior to cancellation, so advise volunteers not to book transport any earlier than four weeks before the camp.

Mobile groups’ weekend working parties: The mobile groups have also cancelled working parties until further notice on an eight week rolling programme. While anything involving overnight stays away from home was still not permitted under Government rules as we went to press, there is a possibility that regional groups may begin to organise one-day working parties with local societies (see below) as and when permission can be agreed and appropriate precautions can be taken - contact the regional groups for details.

IWA and canal societies: As we went to press, some canal societies were beginning to look at planning one-day working parties with suitable precautions, although as we went to press the Canal & River Trust’s ‘phased return to volunteering’ had not yet reached the stage where any restoration work parties were yet permitted on CRT waterways. See page 5 for links to IWA guidance on the subject, and contact canal societies for the latest news.

CRT working parties: The Canal & River Trust aims to re-start its own volunteer work, but initially individual volunteers such as lock keepers and litter picking, not working parties.

IWA Festival of Water: This event planned for the August Bank Holiday weekend, at which some WRG volunteers were planning to help, has been cancelled. The Inland Waterways Association hopes to reschedule it for next year.

IWA canal restoration conference: This has been rescheduled for 10 October.

See wrg.org.uk for the latest on what’s on, what’s off and what’s postponed

page 25

progress Wendover Arm The Wendover Arm Trust are using an enforced break from regular work from Little Tring to Buckland to plan for future stages of the restoration Grand Union Wendover Arm As I write this, we are in week four of Coronavirus Lockdown and I do hope all are coping with our new situation and in survival mode ready for better times!

Whilst practical restoration work is paused much is happening in Wendover Arm Trust’s “back office” and I just want to give you a brief update. This time gives us an opportunity to look at the way we work and to embrace new technology to enable us to come out better organized and more efficient than before.

The restoration is progressing well and we have a great and growing team plus the skills to tackle the tasks ahead. Going forward we have some big challenges…

Wendover Arm

The first of these is dealing with the tip infill at Little Tring: a short infilled length of canal just beyond the current head of navigation at the end of the Phase 1 restoration length which includes hazardous waste.

Dealing with this will open the way to getting boats to Buckland once the longstanding current work to line the dry section of canal from Little Tring to Buckland (The ‘phase 2’ length) is complete.

The second is thinking about bridges which will need raising on the remaining length (the ‘Phase 3’ section) from there to Wendover.

A number of solutions for the tip have been looked at and we hope to trial one method on a small scale during the summer to see if it will be viable – put simply it in-

Length: 6 miles Locks: 0 (1 stop-lock added) Date closed: 1904 Grand Union Main Line to Birmingham

A4

The Wendover Arm has the dubious distinction of having been built as a navigable feeder to provide a water supply Aylesbury to the Grand Junction (now the Arm Grand Union) Canal, but ending Infilled section: Tringford up leaking so much that it was solution needed actually costing the canal water. for contaminated Attempts to waterproof it infill problem (including lining a section of it with bitumen) proved unsuccessful.

In 1904 the canal company gave up, closed it to navigation, drained the length (and carried the water in a pipe laid in the former canal Aston Clinton bed) from Little Tring to Aston Clinton, and maintained the canal from Aston Clinton to Wendover at a reduced Phase 2 Little level as an unnavigable water Tring to Aston Halton supply channel. The Wendover Clinton: Arm Trust aims to reopen under restoration it, and in 2005 opened the Phase 3 Aston first length (including a new Clinton to winding hole) at Little Tring.

Wendover: The current work is to cap the in water at reduced pipe and rebuild a waterproof level, two new lined channel above it from Little Tring to Aston Clinton. Wendover bridges needed

Marsworth

To London Little Tring

1

page 26

Bulbourne to Little Tring: always navigable

Phase 1 at Little Tring: reopened 2005 including new bridge and winding hole

Pictures by Martin Ludgate

volves separating the hazardous material from the relatively clean, and minimising the cost of removing all of it off site. If it works we will be able to estimate costs to do all of it. Whilst this approach could be the most cost effective method, it will still be expensive.

The big challenge is to ramp-up fundraising to match. In this we need to develop links with local Councils at all levels in Bucks and Herts to raise our profile with them and the Lmit of navigation at Little Tring with the contaminated length beyond wider public. We have to stress the huge public benefit which the canal will provide through a sea of urbanisation following closure of RAF Halton. This is essential to build support for funding bids. We are building a team to help develop these partnerships, and having ongoing discussions about modifying our Council structure to face the challenge.

Work is going on led

by Tony Bardwell to support our implementation of current CDM (Construction Design and Management) and Health & Safety requirements including clarification of roles and responsibilities, job descriptions and policy statements – all of which are One of a couple of low bridges to be raised on the Phase 3 part ultimately aimed to help keep our people safe. They are essential and will benefit us going forward.

Separately we have started a project to rebuild and update our website - again to help raise our profile.

Meanwhile thank you all and very best wishes.

Chris Sargeant, Chairman chairman@wendoverarmtrust.co.uk [plus a few additional words of explanation for those not familiar with the Arm by the editor]

page 27

progress Wooden boats It may have gone quiet on the practical restoration front, but there are things happening - and some groups facing a tricky future, including WCBS the materials needed were already in stock, left over from Hazel’s restoration.

The last couple of years have been difficult at For 28 years Emuna Smith was the the Wooden Canal Boat Society. VolunteerWCBS treasurer (and general sensible perled organisations tend to have their ups and son). In 2016 health problems had forced downs so I’m sure many people will be her to resign. By the Autumn of 2019 there familiar with the situation. After years of had been 4 treasurers in not much more building up the organisation, and getting a than a year and the books were in a mess. major restoration done, all of a sudden there Emuna, feeling better, returned on a tempowere only a few active people trying to keep rary basis to straighten things out. the whole thing running. A committee that Gradually a new committee was had had their arms twisted to take on the brought together, blessed with skills and roles, and felt totally out of their depth. experience and an ability to work construcI recall someone telling me how a tively together. A rewriting of volunteer waterway related organisation that he was a recruitment literature started a flow of new member of once only failed to be wound up recruits. Though the task of getting back on because there was no quorum at the winding track still seemed daunting, by February up meeting! That organisation is now thriv2020 the fatalistic decline of 2019 had been ing again. replaced with a new sense of optimism.

During 2019 the society’s hard won Funding applications were prepared and financial resources were disappearing rapidly. preparations were being made for a tour of Mr Micawber’s famous dictum had gone out Northern waterway events in the summer. of the window. The two people who had 2019’s plans had been disrupted by Forget guided the growth of the WCBS from the me Not and Hazel getting stranded by lock beginning were temporarily debilitated by failures on the Rochdale Canal. health problems.

Along came Covid19! We were just The WCBS is largely funded by its charity shop on Stamford St in Ashtonunder-Lyne. About halfway through the year, the paid shop manager got another job. Claire Bebbington, who had been in charge of promoting the Hazel Well Being Boat project, had her role extended to overseeing the now volunteer run shop. An aggressive price cutting policy got the buyers back into the shop.

Things started to look up.

Nevertheless, Southam’s much needed docking was nearly cancelled. It was only saved Lilith on a recycling run by the fact that most of Pictures by WCBS

Wooden Canal Boat Society

page 28

getting back on track when we got hit by a the waterways. Just as important as keeping meteorite! the boats is keeping the skills of We closed the shop a few days before boatbuilding. There are so few extant and the government ordered non-essential shops afloat that it’s important to protect and mainto close. It seemed reckless to risk our voltain the survivors. unteers’ health by staying open. Recycling That’s what we intend to do. The next trips are suspended, as is the Hazel Well challenge is not just doing another restoraBeing Boat project. Portland Basin museum tion but building an organisation that is is, of course, closed, but a volunteer is staystrong and stable (hmmm, unfortunate ing on the boats to keep them afloat and do choice of words perhaps) enough to keep some essential maintenance. them maintained and active into what is The two remaining part time employees likely to be an increasingly challenging fuare furloughed. The only income is from ture. some volunteers who are selling on Ebay and a few online donations. It looks like we may get some government small business help. If so, we should be able to survive, as long as the shut down doesn’t last for too many months.

Meanwhile, the little rotty fungi are still nibbling away at the boats, As soon as you fit new planks they start to deteriorate. It never stops.

When you look after wooden boats you are in an Alice-like world of running very fast to stand still. Worse than that, if you let the rot get ahead Forget-me-not and Hazel leaving Lock 33 on the Rochdale before of you it grows closure stranded them, and (below) moored at Marple Aqueduct exponentially. Wooden boats need continuity of maintenance. If you are looking after, for example, a steam locomotive, you can park it in a siding for 20 years or more. When you return, yes it will be rusty, but most of it will still be there. Do that with a wooden boat and you’ll return to find a pile of dust.

Does it matter? Well, yes, if you care about the waterways heritage it does. Wooden boats have been pretty much unchanged since the dawn of the canal age. They are a link to the working past of

page 29

progress Cotswold Canals Looking back on a six-year foundations-up rebuild of traditional Cotswold Canals brick-built hump-backed Weymoor Bridge, to take modern traffic Cotswold Canals: Weymoor Bridge Restrospective

It was decided that with the support of two WRG camps, the arch could be competed over Easter 2016. Oh, for such optimism. The weather over Easter turned out to be some of the wettest in years, and the only way to make good progress with the WRG camps was to cover the work area with an expensive wedding marquee. Another unexpected challenge dealt with, but the cramped working space did slow progress down, and the final row of bricks was only put in the arch right at the end of the camps.

Volunteers from Cotswold Canals Trust’s Eastern Depot continued to work right through the summer of 2016 building the buttress walls until late summer when it was noticed there were some gap in the mortar on the underside of the arch, where mortar didn’t reach all the way down to the (now removed) formwork. All work stopped while we decided how to resolve this. The solution took quite some time, and required preparation work on a further WRG camp over Easter 2017 followed by pressure-filling the gaps by a specialist contractor. Unfortunately, Farmcare rather belatedly requested an independent civil engineer’s inspection of the bridge to confim the remediation was satis-

Mike Gallagher

Those with a good memory will recall some years ago work beginning on reinstating the missing (apart from foundations, pretty much) Weymoor Bridge on the Cotswold Canals, near the junction where the Thames & Severn Canal used to meet the North Wilts Canal (the former link to Swindon and the Wilts & Berks Canal).

Since then we have learned a huge amount about dealing with the unexpected, but the good news is that after six challenging years of very hard work and not a little frustration, it’s finished at last! We have achieved a new first - the complete rebuild of a brick arch bridge from foundations upwards.

After making good progress on site clearance, the first unexpected challenge arose when it was discovered that the bridge was not built with an invert (the inverted arch present under most bridges, lock chambers and other navigation structures) in the canal bed. To take the loading of a modern highway bridge (and this bridge would need to take heavy farm traffic) required excavation of the towpath and installation of a new concrete invert.

When the project started, the site was owned by the Cooperative Group as part of its farming business. In 2014 this business, and hence the Weymoor Bridge site, was sold to Farmcare, a subsidiary of the Wellcome Trust. This indirectly led to our next challenge, in which concerns about the design of the bridge and the approach ramps were raised by Farmcare’s land agent. These took considerable time in 2015 to address, after which there was insufficient time left in the year to be sure of completing the arch before the winter The formwork in place prior to building the arch frosts arrived.

page 30

18th Century it had a capacity of 3 to 5 tonnes. The rebuilt version has a capacity of 44 tonnes, achieved by using modern higher strength bricks on the arch, and by reinforcing the arch with a concrete cap. The cap was built up in 500mm steps, with the concrete poured at the same time as the concrete gabion base sections.

With the cap and gabions finished, this ‘just’ left backfilling the gabion excavations and building up the approach ramps for the roadway. Both required painstaking laying and rolling of a combination of crushed stone and recycled road planings in 150mm layers to ensure adequate compaction. Some 635 tonnes later, the approach ramps were ready for the final task of laying the kerbstones in readiness for the contractors to lay the tarmac road surface. The kerb laying was another WRG camp task achieved in terrible (August) weather against a very tight deadline. On 20 August the tarmac was laid and the bridge was open again to traffic for the first time in close to 90 years.

This concludes an overview of what has been probably CCT’s most complex volunteer project to date, from which much has been learnt. All that remains is finishing work to landscape the site and install fencing and coping stones. In view of the scale of this project it is appropriate to thank individuals who made it happen.

Thanks to: Robin Payne who managed the project from the start, and Andrew Mirams who project managed in summer 2016 before I took over. The civil engineers John Sreeves and Mike Hughes. CCT Eastern Depot team who have helped at different phases of the project, providing invaluable logistics support right through to the end. WRG who helped on numerous Easter camps, informal weekend camps and critically in August 2019. Luke Walker and Martin Thompson who have provided ongoing insight and team building skills since the project restarted in May 2018. Peter Best who made the restoration possible by generously funding the whole project.

John Allan Cotswold Canals Trust ken Bailey

factory, and it was spring 2018 before they gave permission for us to continue working.

In May 2018 a new CCT Saturday work party was established which worked throughout the summer to complete the laying of close to 20,000 bricks, leading to the important milestone of removing all the scaffolding which had been there in one form or another right since the build had started.

This cleared the way for the next major phase of the project, construction of the gabion wall on the south side to support the approach ramp, preventing it from sliding into the adjacent drainage stream. The gabions (large stone-filled wire ‘baskets’) were installed in two rows on a concrete slab - this simple sentence rather understates the hard work involved. First with help from a WRG weekend camp, the existing stream bank was excavated in sections to allow the concrete base to be laid. Despite the relatively dry winter, much of this seemed to be done with a couple of pumps running flat out and water still coming over the tops of our boots. The gabion baskets, all 54 of them, were assembled and wired together in place on the slab, and progressiely filled with concrete blocks on the inside and faced with limestone rocks where the external faces would be visible.

Some 90 tonnes of blocks, about 5000 in total, faced with 40 tonnes of limestone - all placed one block or one piece at a time, to ensure the gabions were properly packed and the correct density was achieved. Again with WRG help over Easter 2019, the gabions were finished - another milestone.

When the bridge was first built in the

The completed bridge in use for the first time in 90 years

Reproduced with thanks from CCT’s magazine The Trow

page 31

progress Stover Canal The Stover Canal Trust brings us up to date with work on this Devon waterway, including excavating historic barges and the Granite Tramway Stover Canal Work on restoring the route and features of the Stover Canal, just outside Newton Abbot, is continuing steadily. The canal was cut over two years from 1790 on the instruction of James Templer II who lived at Stover House.

It was originally used to transport ball clay from the Bovey Basin to Teignmouth Docks where the clay was transhipped to coastal vessels for export.

The Stover Canal Society gained access to the canal in 2010 after ten years of negotiations with the owners Network Rail, and Teignbridge District Council. After clearing the undergrowth which had established while disused, the Society volunteers exposed the whole length of nearly two miles of the canal which can now be clearly seen. Work has continued to restore the many historic features. The Graving Dock Lock has been brought back to its original condition and was formally opened in 2017.

Work is currently taking place at the canal terminus near Ley Green, Teigngrace.

Ventiford Basin, so called as the nearby Ventiford Brook originally provided water for the canal, was unrecognisable as being part

Stover Canal

of the canal. Floodwaters from the River Teign had deposited so much silt and debris over the last 100 years that the area resembled an ordinary field.

Plans were developed to restore the Basin to its former state and construct a small dam at the southern end to retain a stretch of water. The Basin area had long been a natural break for walkers on the Templer Way with a granite picnic table and seat having been placed there. But until 2014 when archaeological explorations were made, no one knew of the secrets it held.

An old, faded photograph from the 1930’s gave weight to a long held suspicion that a Stover barge had been abandoned there. It was also known that the site was a piggery in the 1960s and a local rubbish tip sometime before that. Independent consultant archaeologist, Dr. Phil Newman of Newton Abbot was keen to explore the Basin and in 2014 obtained a grant from the Council for British Archaeology through the Mick Aston Archaeology Fund to finance a dig.

With a workforce of volunteers from the Stover Canal Trust, excavations were started in the May of that year. As well as establishing the original depth of the canal, much was

Length: 1¾ miles

Locks: 5

Date closed: 1943

al an rc ve Sto

The Stover Canal, built between 1790 and 1792, was a short waterway running inland up the Teign valley in south Devon. From a junction with the River Teign above the head of the estuary at Newton Abbot it climbed via five locks (the bottom two built as a staircase pair) to a terminus at Ventiford.

It was built to take barges up to Ha 56ft long, but some of the locks yto Site of excavations: were double this rG r Ventiford Basin an length, to take Dartmoor it e two barges at Tra mw Graving Dock once. The barges carried ball clay from local clay pits ay Lock: restored down the Teign estuary to Teignmouth; from there it was Ventiford carried onward by coastal shipping for use in ceramic trades.

Teigngrace Lock From 1820 the canal also served the granite quarries on Graving Dock Lock Teignbridge Lock Teignmouth Dartmoor via the Haytor Granite Tramway (with stone ‘rails’) Jetty Marsh Locks until the quarries closed in 1858. After that the upper end Teign estuary of the canal fell into disuse, but the lower part continued Newton to carry clay until 1937. It was closed in 1943.

Abbot R. Teign

page 32

Pictures by SCT

learned about the construction of the quay walls and the types of cargo carried by the barges. The base of a crane was discovered which would have been used to load granite from the Templer family quarries at Haytor into barges but the most rewarding find was the remains of an old barge which had lain undisturbed for probably 100 years or more.

Having Uncovering the determined the location of the barge it was carefully exposed during a further dig in May 2015. After measurements and photographs had been taken the timbers were lifted. Unfortunately the wood had deteriorated to the extent that, when exposed to the air, recovery intact was impossible. However, the larger pieces were reclaimed and one of the volunteers crafted souvenir items from them which were sold in aid of further restoration efforts.

Later in 2015, evidence of rails from the so called Granite Tramway [an early horse-drawn railway, but with ‘rails’ consisting of lines of shaped stones, rather than being made of iron or wood] was discovered by contractors building the Devon County Council sponsored cycleway, the Stover Trail.

One of the first ever railways in the United Kingdom, the tramway was built by George Templer to link the family quarries at Haytor to the canal. And here was another surprise.

It was long known that the tramway connected with the canal at this point but it was always assumed that the rails were on the western side and had been buried by the later railway embankment. The newly discovered rails were, however, on the eastern side.

Work on constructing the cycleway was halted while the rails were chased back to

granite tramway ‘rails’ at Ventiford determine the route. It was evident that the rails were running directly under the path of the proposed cycleway. Fortunately, the cycleway was diverted to enable the direction of the rails to be investigated.

In 2016, employees of the local clay company, Sibelco, volunteered to dig out the silt from the canal basin. The company sponsored the use of machines and, being on-site for this, the drivers also made short work of exposing a network of granite rails and a passing loop; a task which would have taken many weeks to achieve by hand. By the end of 2016 it was evident that the newly discovered rails led to warehouses in which clay and other minerals were stored waiting to be shipped out on the barges.

As the basin was being cleared another discovery was made. Not just one barge had been abandoned but another three were found. Whereas the first barge was excavated over two years, two more had to be examined in just two weeks, such was the programme of work agreed with Sibelco. This was again achieved with the hard work of the volunteers and the barges were recorded and photographed. The fourth barge was lying in the area of the proposed dam and was exposed and recorded later.

page 33

2017 saw the volunteers pointing the granite walls in the basin to make them watertight, and excavations to make way for the construction of the dam. Work started on this in early Autumn and the dam was completed by the end of the year. In March 2018 there was a heavy snowfall and water collected in the basin for the first time in over 100 years. This eventually drained away and arrangements were subsequently made to line the basin with clay.

In May 2019, assistance was again received from the Sibelco team. More clay was placed in the basin and the rest of the silt beside the canal was removed, thereby restoring the area to its original level. This levelling revealed the latest surprise – an intact area of paving forming the wharfside base. This can now be seen next to the oak tree which had self-seeded and was retained. The granite picnic table has been replaced.

Recent heavy rain in October 2019 has filled the basin with floodwater and at the end of that month, during a Sunday of good weather, water users could be seen on paddle boards and canoes enjoying a new leisure facility.

In addition to general landscaping, the final phase of major work involves the construction and installation of a replica crane which will stand on the original site on the Western wharf wall. Subject to planning

page 34

permission being granted, it is hoped to have this ready for the 200 year celebrations of the opening of the Granite Tramway in September 2020.

Above: excavating the remains of a barge Below: granite tramway rails and pointwork

progress Sussex Ouse Dave ‘Evvo’ evans takes up the reins as Chairman of SORT, looks back at the restoration of Isfield Lock, and forward to its completion

Sussex Ouse Restoration Trust After many years Bob Draper has stood down as chairman and I have been elected to succeed Bob. It’s all the fault of the current pandemic because without its causing all WRG activities to be postponed this year I would not have had the time to give this new role the time and effort that it needs. I must learn to say no!

Under Bob’s stewardship SORT’s main focus was Sutton Hall (Isfield) Lock close to Uckfield and Lewes.

It went from a ruin to virtually completed. All that is needed is to take down a concrete wall between the chamber’s walls (more about that below) and get the gates fitted (once we have the cash to buy them). After that we can look to persuade the EA to allow the lock to be rejoined with the navigation. You’ll see the 1941 concrete dam in the photos, built to enable the area upstream to be flooded extensively in the event invading enemy forces needed to be frustrated. The photos range from 1983 (top left) to 2005 (top right) to 2016.

We are a very small trust and, like all similar groups, in need of more members. So, if you were willing to join us, it would be much appreciated. If you email our Membership Maestro, Terry Owen, on membership@sxouse.org.uk he will send you a form to complete. (The one on our website needs updating.

One of the back-office functions we are reviewing while not allowed on site.) It may also be the case that we’ll be requesting help for weekend and week-long camps in the future for work at Sutton Hall Lock or elsewhere.

Hope you are all keeping safe and well and I’ll see lots of you on a dig asap.

David (Evvo) Evans evvo@evans2000.net

page 35

progress Monty needs you!

John Dodwell brings us the latest on plans to rebuild School House Bridge, the last blockage on the Montgomery Canal before the Welsh border What’s up with the Monty?

COVID hasn’t stopped the planning, the paperwork nears completion, and our major project to rebuild Schoolhouse Bridge is lined up for spring/summer 2021. The design has been approved by the Highways department. We have planning permission. A water pipe buried in the embankment crossing the Canal will be shifted this autumn. A temporary trackway will be laid – as the country lane will be closed.

But we need your help! (That’s in addition to our local volunteers). The Montgomery is the site of one of those iconic WRG triumphs – the Big Dig in 1969 in Welshpool (in fact just before WRG was formed). Nearly 60% of the Canal’s 35 miles have been restored. Shropshire Union Canal Society volunteers should complete re-watering the canal to Crickheath Basin by the end of 2021. Now we need WRGies to help us rebuild the last (of three) lowered road bridges in Shropshire – so in 2021. We need Montgomery Canal Digger/dumper drivers To Hurleston Carpenters, steel fixers and concreters To Llangollen Bricklayers Frankton Any able bodied bods People able to help with site management – maybe on a rotating basis Former We’re looking to form a group/pool of 25 people. Not all at once. But a crew Weston of about 4-5 at any one time – drawn from the larger group on a ‘rota’ basis.

Arm Building a new road bridge whilst having to close the Aston Locks road itself raises challenges which volunteers can rise to.

EnCrickheath Gronwen Bridge Time becomes important as we can’t keep the road closed Wa glanPant (navigable limit) les d for long. So this work will be concentrated over a 6 Llanymynech months period. We’re not asking for long term commitCarreghofa School House ments. Maybe some groups will come once a month, or Locks Bridge (to be individuals once a week. (restored) reinstated) We hope there will be a series of WRG Camps next Arddleen year. But we are also looking for volunteers at other Burgedin times. The work will go in spurts; there will be times Locks 4 road blockages when we’ll let professional contractors do their bit – e.g. between Llanymynech put in the precast concrete segments (to form the arch); and Arddleen that’s where the structural strength will lie.

Restoring the Monty has the advantages of (a) almost all is in single ownership; (b) almost all the Welshpool locks have been restored; (c) no missing large structures; (d) known water supply. So just add a dose 12 mile isolated restored of volunteers... and watch what happens! navigable length from Arddleen through Over the next few issues of Navvies, there Welshpool to Refail will be a series of articles. These will be aimed Berriew at tempting you to come and help with one of Refail the key work packages.

Garthmyl 3 locks restored but several road blockages Interested? We hope so. remain south of Refail John Dodwell

· · · · ·

Contact Ken Jackson at kgjackson@btinternet.com, 07778 417 315 or 01584 823401

page 36

Newtown

Final length into Newtown obstructed by sewer in canal bed, terminus basin built on, possibility of diversion to new terminus

progressSome practical work!

Most restoration progress recently has been on the political, planning and behind-the-scenes stuff. But two sites have seen some phsysical progress...

Cotswold Canals Following on from our aerial pic of work starting on putting the Cotswold Canals back through the A38 roundabout near Whitminster, here’s another photo from Stroud District Council showing progress at the site by late May. Meanwhile the big news is that the final ‘stage 2’ application to the National Lottery Heritage Fund (it already has ‘stage 1’ approval in principle) for £9m has been submitted, with a decision expected in autumn. Fingers crossed, and we could have ten miles of canal open from Saul Junction through Stroud to Brimscombe Port in five years!

Buckingham Canal: At Bridge 1 at Cosgrove, whose rebuilding from the remains of the abutments upwards has been Buckingham Canal Society’s main project for some time, the temporary wooden railings were in danger of becoming unsafe so by special agreement an ‘essential work’ volunteer group taking appropriate coronavirus precautions replaced them with the final metal railings. As we went to press, BCS was hoping to re-start regular working parties at the bridge (following all the new precautions and procedures - see page 5) in late June

page 37

1970: “Worth five shillings?”

Part three of our series marking WRG’s 50th year in which we look back at what was happening in 1970, and how Navvies Notebook reported it...

50 years ago...

“Very many apologies...” began the original editor of Navvies (or Navvies Notebook as it then was), the late Graham Palmer. His leader column in issue 24 (dated June 1970) went on to apologise for what should have been the May 1970 issue appearing one month late, and also for it being rather slimmer than usual at only 8 pages.

But he went on to mention “more than a possibility of a rather large and important working party being held on the 26th-27th of September” and promise “more details (I hope) in the next issue”.

Where did we work? As with the previous couple of issues that we’ve already reviewed in this series, you can get an appreciation of the progress made from the fact that the diary and dig reports largely feature waterways which have long since ceased to be restoration projects and become part of the navigable network: the Basingstoke, Kennet & Avon, Erewash, Bugsworth Basin, Upper Avon and Lower Peak Forest - plus one that’s still in hand. This was the Monmouthshire & Brecon (referred to in NN 24 as the Brecon & Abergavenny), where initial towpath and channel clearance was heading south from Pontymoile Basin (then the limit of navigation) to the then culverted Sebastopol Bridge and beyond. “The object of the exercise is to bring notice to the canal and its amenity value, an in doing so make the authorities realise the potential the canal has” a message that the restoration movement’s been putting across nationally for the 50 years since then.

Restoration - or rot? This was the question posed in a leading article about the state of some canals and the need for funding to restore them: Despite the [1968] Transport Act we still have many miles of waterways either privately owned or owned

by British Waterways that are serving very little purpose to anyone.

The ‘Remainder Waterways’ as defined in the Transport Act [Those not defined either as ‘Commercial’ - large waterways to be maintained for carrying modern heavy freight - or ‘Cruising’ - to be retained for leisure boating, the ‘Remainder’ included some which were still navigable but often not in good condition such as the Birmingham

page 38

Canal Navigations away from the main lines; some which had already been abandoned and closed; and some which had simply been illegally allowed to fall into an unnavigable state through neglect, such as the first three of those named below] are deteriorating daily and the cost of restoration accordingly mounting. Despite legislation, we still have the Ashton, Peak Forest, part of the Kennet & Avon and the Montgomery Arm to name but a few slowly deterioratig and the officials still deliberate and debate their future I believe that no restoration will take place without volunteers. We the volunteers must campaign wholeheartedly for the early restoration of our waterways and we must show those in authority that we are prepared just as soon as they wake from their slumbers.

At Ashton, Marple and Welshpool the volunteers stepped forward and proved that they can do a job as efficiently as and cheaper than conventional labour.

We appeal to you our readers to send just a little donation to our National Working Party Fund. The day is coming when we will need every penny we can get to work to our maximum eficiency with plant and equipment.

If you would like to specify the waterway you would like your money to be spent on then please tell us.

The editor concludes (in the process, reminding us today that in summer 1970 decimal currency was still some months away) by pointing out that if every subscriber were to donate five shillings, that would raise what would at the time have seemed a useful sum of £250 - say 20 times that today?

“THINK: are the waterways worth 5 shillings?”

Still on money: Another reminder of things that have changed is the list of coupons and trading stamps which had been donated towards funds. By far the largest number were Embassy cigarette coupons, in the days before (a) such promotional items with tobacco products were banned and (b) most volunteers gave up smoking.

Among the list of contributors was Inland Waterways Association founder Robert Aickman.

Looking backward: Issue 24 also featured the concluding instalment of an epic account of a truly epic journey through Manchester, thought to be the final boat to navigate through the Ashton Canal before it became impassible, breaking the Cheshire Ring circuit of waterways, around 1961.

It begins with the memorable words: Worse than the

bricks, though, were the bus seats...

It continues by describing such ‘interesting’ techniques for operating semi-derelict locks as sitting an 18-stone passer-by on the balance beam and bouncing it backwards and forwards to get it the gate to shut, wrapping a sieve-like lock gate in tarpaulins, and draining an entire pound when the top gate of one lock wouldn’t hold water at all. [If you want to read the full story, we reproduced it in its entirety in Navvies 247 to mark the 50th anniversary in 2011.]

Looking forward: This account is concluded by Graham Palmer commenting on the “last complete trip along the Ashton and Peak Forest canals” that “This was in May 1961, and its about time it was used again, and the means are available to make it so. I would like to think that May 1971 will see full restoration well under way”.

In fact restoration was completed in 1974, but in the meantime the short connecting city-centre length of the Rochdale Canal including the ‘Rochdale Nine’ locks had become impassible again, so it was a further two years before the Cheshire Ring was finally navigable.

Looking forward a little less far, the IWA National Rally at Guildford on 7-10 August was being planned. As you’ll see in future articles in this series, this turned out to be memorable for reasons that are barely hinted at in this issue, which mentions the Surrey & Hants Canal Society’s plans for a display featurig a ‘canal workshop’ showcasing the lock gates made by the Society’s own members, plus plant and gate hardwear such as paddle gear.

Avon frustration... The following report from David Hutchings on the Upper Avon appeared: The present situation is that all of the work in

Phase One has been completed except for the building of the new weir at Marlcliff and of the bridge over the canal at Offenham. In both cases we are held up awaiting permission from the authority concerned and democracy is an essentially slow process. The materials for the weir are all on site and the bridge has been prefabricated. We can do no more without getting involved in a legal action.

Were it not for these two items the river would have been navigable to Bidford by the end of February, i.e. nine months after the start. It is very frustrating to appreciate that we shall probably spend as much time waiting as we have been working...

And finally...

Headed ‘Memories’, the following extract came from a letter received from a long-standing member of the London Working Party Group (an offshoot of London & Home Counties IWA Branch, and forerunner of London WRG) who had had to give up volunteering through ill health: Those dark, cold mornings whrn we got up at halfpast four, in order to go to Stratford or Harvington or Coventry! Those uproarious evenings in assorted pubs, when after the sound and fury of the day, we would lift the roof off in what, for want of a better word, I will call a song! Back-breaking barrows; gruesome grappling; sawing and chopping; and dragging and laughter and mud. And the long drive home, perhaps over the Cotswolds, perhaps across the Midland plain, with aching back and stiffening muscles in the gathering dusk. But most of all the feeling - not experienced since the War that we were all in it together: that there were giants to be slain (the giants of sloth, apathy and mismanagement) and fair damsels to be rescued (water daughters?) and many blows struck for freedom.

The editor concludes “Thank you mate for all your hard work... Those giants still have to be slain, both within and without.”

page 39

healtH&safety 2019 report As part of WRG’s commitment to monitoring and improving health & safety, some lessons from our 2019 incident, accident and near miss forms WRG Health & Safety report 2019 on thinking about, as the work continues.

Having finished writing up a summary of the accidents, incidents and near miss reports for WRG activities in 2019, I would like to share just a few observations and thoughts.

Accidents and incidents: I was very surprised to see that we really had so few accidents. I would be pleased to think that this was true, with all the work that has gone on via leader training, articles in Navvies, and the ‘tool box talks’. But perhaps also something to be mentioned again is the importance of trying to make sure accidents are identified and recorded.

As you can see, site is constantly changing through work, it needs to evolve at the same rate as the work does, and needs continuous monitoring. Obviously the Local Organisers and the WRG Leadership team will try to keep up with it, but it is a team effort. It could be that you have been asked to work on a different section that no one has started work on yet. Does it have a safe path? Does the path need marking to segregate it from site machinery? If you need to use electrical equipment, have you set up a safe place to use it in?

Electrical kit: On the subject of cables and electrical equipment: if, as we nearly always do, we take tools or equipment from the Near misses: well there were a few, and store (for example) Personal Protection there are lessons to be learned. We’ve picked Equipment (PPE), we make sure it is correct, up on a number of issues that have been serviceable and the right kit to use. We raised, and will cover them during future should do the same with electrical kit. When leader training events, but here’s a heads-up you unroll an extension lead you will be on some that have been highlighted: using, check for damage. This does not mean taking things apart, but is the plug complete? Check along the cable, is there Site layout: Several of the reports concerned issues which were down to the site any damage? Look at where the cable goes and its layout, either as the site has been laid into the plug. For something that might take out by the local canal society, or when WRG couple of minutes, could save a lot of heartvolunteers have turned up to run a camp. ache later.

One issue involving where and how we If there is damage to the cable, after work on site that can cause problems is that making sure it is unplugged and removed the setup might be described as “fluid”, in from the work site, inform the camp leader that it changes as the work proceeds - and or local canal society representative and that has to be remembered, allowed for and render the cable useless, i.e. remove the taken into consideration. For example as a plug. set of walls are built, perhaps the footpath Now, say that you have picked up anforming the access to site might not be as other electrical item, such as a drill or angle suitable as it was initially. Does it need mov- grinder. Again, check: are they safe? In the ing? Or the bricks now being used are being case of the angle grinder has it got the hantaken from a different pallet because the first dle on the side? Is the guard fitted? Is the one ran out, and they’re not in the same cable damaged? Is the plug looking safe? area: once again, is the layout of the site still The local societies will try and keep meeting the requirement of being safe? their equipment in a safe and tested manner, Where electrical equipment is needing but wear and tear happens, and sometimes to be moved around site, are the cables safe? things get abused. But for the time it takes, 5 Will they be a trip hazard? Is there a better minutes if that, as mentioned above could route for them? They’re all matters to keep save a lot of heartache.

page 40

Scaffolding: We had a couple of near misses with scaffolding. Mostly they were in the dismantling stage, during which you have to be doubly careful. When you start from a point where the scaffolding is properly erected with all the boards in place, as you slowly dismantle in a controlled manner, what you are in the process of doing is taking something that is rigid and solid, and reducing its rigidity to that of a jelly! But that is where your training and knowledge will come in, and you have to guide others through the work.

Hand tools: Another point on site concerns hand tools, and in particular when putting them down, say to take a break or when the work is finished. There are two points here: firstly do not leave the tools in a way that risks them getting damaged. WRG spend a lot of money on the right tools, so why leave them where they could get damaged?

But there’s another side to this: some of the tools we use, such as kebs and rakes have tines that stick out. When putting these on the ground put them so the tines are pointing downwards (and when you lean them against the wall, the tines should point towards the wall). If they are left with tines up or outward, the damage they could do is horrendous, you could step on it and could go through your boots, or step on them and the handle hits you in the face (there was a near miss along those lines this year); also if someone slipped and fell on top of the tines.

Wheel clamps: Wheel clamps for the trailers came up. When you are putting the clamp on or off the trailer wheel, they are heavy and awkward, and have moving parts, that move on the central nut and bolt, the arms move and can catch fingers.

Do not take them apart completely as when they are re-assembled they are often put together incorrectly, the washer inside is normally wrong. There are instructions inside the outer lid explaining how to fit a clamp. My method is:

.

Position the clamp around the wheel: it takes a little jiggling but with all three arms still lying on the ground around the wheel, it is then a simple case of lifting up the one that goes on top. As it lifts, it may lift the centre of the clamp.

With that one sat on the top of the wheel, push the other two in until they are tight up against the tyre.

Lift the centre of the clamp up so it is in the centre of the wheel. It will take both hands. Once in the correct place, hand-tighten the large nut, so now you have the centre in the centre of the wheel, one arm straight up and the other two either side of the wheel.

Finally fix the outer plate.

. . .

Vehicles: A comment was made about a WRG van driver not knowing that the suspension on the WRG vans can be raised and lowered, or how to do it. It is especially useful if putting something heavy and awkward in the rear compartment such as the WRG cooker! Check in the van documentation, as no doubt it will have a diagram of where said switch is. [See below] A general point about vehicles and plant: if you are driving any plant or machinery on site and if you feel that you should stop because feel tired then stop. It is not only your safety but also the safety of others working near you. But this also goes for operating anything on site, or even just driving your own car, that is why you have the safety slogan ‘Do not drive tired’.

We all turn up on site and take everything for granted, perhaps the simple checks above, will mean next year I won’t have any near misses to look at! (I can hope).

Dave Hearnden

. .

Choose the wheel the clamp is going to (always rear wheel).

Lay the clamp out on the ground the way it will fit on the wheel. Of the three ‘arms’, the one that will go up to the top of the wheel will initially need to point down to one side, so that you can get it on the wheel.

Here Location of van suspension switches

page 41

letters to the editor Time for a Manchester Cleanup?

Dear Martin Many thanks for everyone’s efforts in putting Navvies online so we can continue to read it in these strange times.

Each year there is a report about the annual cleanup on the BCN, but having boated to the HNBC historic boat gathering at Hebden Bridge on the Rochdale Canal last year, can I put a plea in for some “Northern” cleanups on that canal? It’s FAR worse in places than much of the BCN. In fact ANY of the canals around Birmingham....

Going up out of Manchester in pairs of full length boats, the locks were more difficult because the bottom gates would rarely open fully due to rubbish behind them. On many occasions boats ran up onto shopping

trolleys etc in the locks themselves and other ‘foreign bodies’ were in evidence in the pounds. On our return journey, one of the bottom gates on Lock 66 failed and caused quite a few of us to be ‘stuck’ at Littleborough for weeks. We visited this lock during the repairs and were told that CRT had decided to clear the lock during the repairs and an incredible number (75 I think it was) of 1 tonne bags of miscellaneous ‘stuff’ were removed from that one lock.

All these problems were sufficient to put some of the boaters off ever returning, whilst others remarked it was just like boating in the 1970s!

It is such a nice canal once you escape from Manchester although not without navigational problems further up especially if the water levels are lower than desirable. Making Manchester less of a chore would help enormously to encourage more boat traffic, especially those with boats long enough to mean you have to do it all twice! [i.e. too long for the 57(ish)ft by 14ft locks on the Calder & Hebble Navigation ...Ed] Yours hopefully Izzie Turner

From ‘Navvy’ to ‘Local’

Izzie Turner

Dear Martin Whilst a member of Calder Navigation Society and being involved with trip boat Doreen I became aware of an organisation which went round helping local groups restore their canals. At the Wakefield Canal Festival in 1990 (arriving by boat at midnight, but that’s another story) I found the WRG North West stand. A conversation with John Foley ensued and in the September I joined a Huddersfield Canal Society work party at Diggle Top Lock. There I met Martin Johnson and Ian Musgrove who were in the process of setting up WRG North East.

I was soon involved in WRG NE and having taken part in a few weekends in the meantime went on Rochdale Lock 66: CRT had already cleared much junk my first canal camp at Christmas, on

page 42

the Thames & Severn. This was led by a certain Mike Palmer, although I recall he spent several days away at work during the week.

Also in attendance on some days was Neil Edwards, who on occasions the following year joined WRG NE digging gloopy mud out of Elsecar Top Lock. Such began a long association with WRG NE, WRG NW and, following a move to Milton Keynes, Essex WRG and also London WRG. Since my retirement from paid work I have become a ‘local’, with Buckingham Canal Society. From spending 30 years turning up to a site, working on a project and then going away again I am now seeing things from a different perspective. Our major project is rebuilding Bridge 1 at Cosgrove, the first obstruction on the canal to Buckingham. My introduction to this was actually with London WRG in February 2018, laying the brick base to take the steel beams for the bridge deck. The next week I returned with a BCS work party and resumed laying bricks to help finish the second pad.

After about a quarter of an hour I was met with the words, “You know your way round a trowel, are you a professional?” I was pleased to say that I was not, but had been trained by Waterway Recovery Group!

My bricklaying training actually started on a canal camp at Cobblers Lock at Sleaford in July 1991. We were trained by John the Bricklayer, each canal camp member had to lay a course each of headers and stretchers across the gate recess, and the results were duly marked. Since then I have received further tuition from John Hawkins and Martin Ludgate and although my brickwork is by no means perfect it will stand up (literally) against other people’s. BCS seem pleased to have me as part of their bricklaying team; there’s a lot of brickwork involved in Bridge 1. So all the Canal Camp publicity about skills acquired with WRG being good for your CV is obviously right! Not that it stops there, as I have been involved in other ‘WRG trained’ activities – dumper and digger driving, scrub bashing, concreting and such like.

One aspect of being a ‘local’ is to see the amount of work involved in preparing for a weekend visit by a WRG group. Especially at our work site, which is several hundred yards (and across the lock gates) from the main storage yard, we need to ensure all the necessary materials and equipment are readily available. As a navvy on occasion I was frustrated to turn up on a Saturday to a

flooded site, with the pumps several miles away and equipment in a shed two fields away in the opposite direction. We aim for this not to happen at Cosgrove! It sometimes feels that you are spending a day shuffling materials round or tidying the compound when you could be getting on with ‘practical’ work, but this is all part of progressing the project as a whole. It is also gratifying to show people the progress we have made since their last visit when they arrive.

Another part of being a ‘local’ is the increased frequency of activity. Rather than a monthly weekend with perhaps a canal camp in the summer, I can be on site twice a week, sometimes more. And a day’s work is followed by sleeping at home rather than in a village hall. I can honestly say that working with BCS is the best job I have ever had, but I don’t think this will stop me going on the occasional weekend elsewhere when things return to normal.

Steve Morley

Montgomery points Dear Martin I was particularly interested in your article on the Montgomery Canal, having devoted ten pages in my history of the Shropshire Union Canal (published in late 2018) to the restoration. A few comments: I don’t think it is correct that the London & North Western Railway kept the Shropshire Union Canal in good condition ‘as it penetrated into rival canal companies’ territories’. Bearing in mind that the Cambrian Railways worked closely with the LNWR, only the Ruabon industrial area and Market Drayton ‘belonged’ to other railway companies.

Williams Bridge is on a ‘B road’ - not a main road but not a minor road either.

Although the IWA has not been particularly involved in the physical restoration, it has been a significant player in the organisation and funding - Humphrey Symonds, an IWA branch officer, left over £200,000 for assisting with the restoration, for example and Michael Limbrey has been its tireless champion.

Keep up the good work!

Best wishes Peter Brown

·

· ·

Thanks for the corrections and comments. ...Ed

page 43

infill Dig withdrawal symptoms Have you been honing your bricklaying skills on your lockdown banana flapjack? Checking your reflection in your boots? Or writing a poem about it?

You know you haven’t been canal digging for too long when... ...you can see your reflection in your work boots ...the washing machine has come out of hiding ...the London WRG leader admits to having run out of beer ...the Navvies editor finds time to send an issue to press EARLY ...you’ve mown your lawn this year ...your digging clothes have been declared a Site of Special Scientific Interest on account of something rare hibernating in them ...you’ve discovered what your neighbours really do loudly on a Saturday evening ...the bottle shop delivery service doesn’t bother to ask if you want any more and just delivers it I’m sure that you the Navvies readers can come up with some more along those lines. Just send them to the editor.

Keeping your hand in...

How are you practicing your furloughed WRG skills? Here, a few of our regulars show how they’ve kept their canal restoration techniques honed, ready for use the moment we can go back on site. Contributions welcomed: chainsaw haircut, WRG Forestry?

Malcolm brings the full weight of his mighty felling axe to bear on an unsuspecting bread roll You’ve heard of shepherd’s pie?

Well, here the Editor serves up a bricklayer’s pie

page 44

Checking out the PPE: will she be old enough to wear it on site by the time camps re-start?

Ian doing a little light gardening work

On the subject of missing digging: Thank you to Hamon Stewart for this ‘poem’:

Some canals are small And some canals are big And tidying my kit at home I’ll always find a twig.

My self-attempted haircut fail Means next time in a wig Suffice to say despite the gap I’m wild for my next DIIIIIIIIGGGG!!!

Name the canal...

Helena Rosiecka compiled this fiendish puzzle for a London WRG ‘virtual social’ Zoom call. Can you name these obscure and long-abandoned British canals? Warning: some of them are pretty tenuous...

I’m absolutely certain that some of you can do better!

Signs of the times...

When the editor receives a contribution to Navvies, and the fact that it comes with a covering email saying “I’m afraid it’s a bit of an epic” no longer strikes fear into his heart. And when he nips out into the street to check the WRG minibus to see if he’s left something in it, looks in the overhead locker, finds three dust masks and a bog roll, and thinks “Blimey, it’s a good job the local criminals didn’t know this stuff was in here!”

“Lego Duplo is for wimps!” - Sophie gets her sixmonth-old daughter started early on the real thing

Lesley puts the London WRG brick kit through its paces on the lockdown cliché banana flapjack

page 45

The WRG lockdown cake chart

No

Admit it... You thought a cake chart would be something like a pie chart. Anyway my thanks to Helen ‘Bushbaby’ Gardner for this splendid contribution to ensuring that whatever else happens in this crazy world, we don’t run out of CAKE!

page 46

page 47

page 48