Navvies 305

navvies volunteers restoring waterways

Covid-secure canal camps:

a way forward?

Small is beautiful?

4 Possible quick-win restoration projects issue 305 February-march 2021

Intro Last of the cake?

Remember the ‘50 birthday cakes for 50 years of WRG’ theme for 2020? Here’s the editor making up for his lack of opportunities for bricklaying recently with his novel technique for applying the icing to Cake No 49. Below left, the completed cake. Hopefully we’ll have a picture of Cake No 50 for you next time. Below: flashback to Cake No 1 at the 2019-20 New Year Camp - was it really only a year ago?

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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: WRG, Island House, Moor Road, Chesham HP5 1WA Printing and assembly: John Hawkins, 4 Links Way, Croxley Green 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.

PLEASE NOTE: subs renewal cheques MUST be made out to The Inland Waterways Association NOTE new subs address below Contents Editorial 1,2,3, who are we writing for? 4-5 Chairman Inspiration from IWA Trustees 6-7 Camps & Covid update from our Covid working group and survey results 8-11 Restoration feature: possible ‘quick win’ projects - the Wendover, Stafford, Bradley and Pocklington canals 12-19 Stratford Blitz looking back at at the major volunteer efforts to keep the canal open in the 1970s and 1980s 20-24 To print or not? your responses 25 Progress news roundup from around the system 26-36 Navvies news Bungle on van tyres 37-38 Infill Deirdre on getting back in trim... 39

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

Photos welcome: digital (as email attachments, or if you have a lot of large fitles 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 306: 1 March.

Subscriptions

A year's subscription (6 issues) is a minimum of £3.00 (cheques to The Inland Waterways Association) to WRG, Island House, Moor Road, Chesham HP5 1WA. Please add a ISSN: 0953-6655 © 2021 WRG donation if you can.

Cover pics Front cover: London WRG loading materials for the Buckingham Canal’s Cosgrove Bridge 1 on LWRG’s first and only (so far) dig since the start of the spring 2020 lockdown (picture: Martin Ludgate). Back cover (upper): Cosgrove Bridge 1 with dam removed and water under the bridge at last (BCS). Lower: old meets new at Lichfield: excavated original lock 23 alongside a foundation for a retaining wall to separate the canal from the Lichfield Southern Bypass (LHCRT)

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Editorial on ‘quick wins’ The editor accepts the readers’ verdict on paper printing, muses on who the Navvies readers actually are, and speculates on ‘quick win’ restorations tion) out-and-about around the country working on different sites as ‘traditional’ WRG volunWell, last time we did ‘how?’ and ‘why?’, so teers. In the past we’ve tended to assume that this time we’ll try ‘who?’ if we don’t, “that’s because they’re too busy ‘How’ was about how on earth we were digging” – well, we can’t say that now! going to find enough stuff to fill Navvies Maybe there’s just been a temporary loss magazine, with little or no WRG work hapof interest simply because of the lack of canal pening. And the answer turned out to be camps and working parties to report? (*) Or ‘actually without any great difficulty’ – promaybe they don’t see Navvies as important, vided we’re prepared to broaden our scope when Facebook, other social media, and other and look beyond work parties to things hapelectronic methods are so much quicker (†) pening behind the scenes, further afield to and more of a two-way channel. But don’t overseas waterways, or at new ways of fund- worry, I’m not about to descend into gloom ing restoration such as water transfer schemes. and despondency as regards Navvies. It is, as ‘Why’ was about why we were continu- far as I am aware, the only magazine dediing to print a paper magazine at all, when cated to canal restoration at a national level – (as demonstrated by the ongoing temporary and I’m sure it has a future role. I just can’t arrangements where we are only sending out help wondering who we’re writing it for, and paper copies to those we have no email whether and how Navvies should change to address for) there are quicker, cheaper elecreflect that. Should we, for example, extend tronic alternatives. And the answer from the ‘broadening our scope’ theme mentioned almost all of you who responded was that above, and turn Navvies into more of an IWA you very much valued the print version and Restoration Hub (incorporating WRG) type of wanted to see it return and continue as the magazine. (Perhaps we could rename it main format (see page 25). So it will do so.

Hubbies!)

But I couldn’t help noticing how few of Or perhaps that would that serve to those who replied are what I would have alienate the WRG volunteers who still read it. regarded as our core readership: mobile Maybe we should simply wait until somehow waterway restoration volunteers active on things get back to whatever ‘normal’ might canal camps, WRG regional groups, other turn out to be, and we can go back to 20 out mobile working party groups and the like. of 40 pages of mud, fun and frolics on canal Now don’t get me wrong: we always camps? What do you think? have and always will value our supporters in the local canal societies, in our parent body the All features great and small...

Inland Waterways Association, in other waterways organisations, and also our many ‘armOne series of articles we’ve run over the last chair’ supporters. We respect their views, and year (and which we plan to continue) has the last thing I would want to do is to put been detailed ‘restoration feature’ pieces them off responding on the grounds that about a number of the projects that our volunthey “aren’t proper Navvies readers” or some teers would normally have been working on. unpleasantly divisive view like that.

These aim to help show how our work fits in It’s just that it would be good to ALSO with the broader aims of the canal societies we hear from the people who actually ARE (or work with: the background behind the restorawould be, were it not for the current situation, the work so far, the stage that it’s

Who do we think we are?

(*) Incidentally, one of the few comments the editor has received on the content of the magazine over the last six issues since WRG’s activities came to a grinding halt was about how much better Navvies was without all the canal camp reports...

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reached, the tasks in hand, the likely developments in the near future, and the prospects and challenges in the longer term.

So far we’ve mainly concentrated on the ‘big’ schemes – the ones we’ve been supporting for anything up to 50 years, where the journey from here to full reopening might well also be measured in decades, and where our work forms a relatively small (but often vital) part in a scheme whose costs will ultimately Could bringing boats back to Stafford be a ‘quick win’ project? run into tens of millions at least. cated team have slogged away for 15 years This time (see page 12) we’re looking since the Phase 1 reopening at Tringford in at some of the smaller ones instead. Why? Well, partly I admit it’s just ‘for a change’ for 2005 towards the completion of the Phase 2 a new year; but it’s also potentially related to length and rewatering of the two-mile dry the current situation (how many times have I section to Aston Clinton. But they will get there, in due course. And when they do, used that phrase?) Because there’s an outthere won’t be a great deal more getting in side chance that there might just be some the way of reopening of the entire Arm. ‘Covid recovery’ type funding that could just That’s what I mean by potential ‘quick finish one or two of these schemes off. Now wins’. Ones that a public funding pot of a not I can’t see our Government forking out entirely dissimilar size to what we know is something of the order of (say) £100m to already around (from good news stories like reopen the Montgomery or the Wey & Arun in the coming months (although to be honest the £4m last year from Highways England for the Cotswold A38 roundabout crossing) could at the present moment I have no idea what the Government or anyone else will do in the complete. So in this issue we’re featuring four schemes which that might just apply to. next 24 hours). But if there were a potential And what if, as may well be the case, ‘quick win’ restoration project with just one the Government chooses to spend its cash or two significant obstructions such as road blockages / some channel lining or reinstate- elsewhere rather than on canal restoration?

Well, these are still four schemes worth ment / a fair bit of dredging / a few locks to watching for the future, even if they have to restore, rebuild or even construct from new continue raising their funds as they are now. (or some combination of these items) – and when that’s done they would be completed, And if by some chance I’ve completely misjudged the mood, things go the other finished, re-watered, invite the mayor and way and the Government and funding partput the banners out for the opening...

Please don’t think that by calling them ners do turn out to have £100m for canal ‘small’ or ‘quick’ I’m belittling them or misun- restoration (and it’s happened before!) then I’m sure the Cotswold, Cromford, Grantham, derstanding the sheer monumental amount of effort put into these restorations by hard- Mon & Brec etc will be queuing up to bite their hand off... working volunteers. I know how hard (for Martin Ludgate example) the Wendover Arm Trust’s dedi(†) As if to further illustrate the dichotomy between different forms of publishing and their strengths and weaknesses, on one occasion recently IWA Head Office received a complaint from a Navvies subscriber who had somehow got sent both an electronic copy and one of the limited run of print copies for those whose email addresses we don’t have. His complaint? That we’d sent out the e-copy a few days before the paper one (because it was still being printed/collated/delivered), thereby disadvantaging those receiving the latter.

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chairman’s

Comment

“Remember that not only do you have a load of red t-shirts beside you, you have the whole organisation urging you forward” Chairman’s Comment I like to think that I put a bit of effort into considering the tone of every Navvies comment, but this one feels especially pressured to get it right. Not just because it’s several hours past the deadline Martin gave me, but also because we are all feeling the pressure of this damn pandemic – it’s important to get the tone right. Not too cheery and optimistic, not too pessimistic. Most of all it’s important people feel that the right decisions are being made at the right time. This is of course tricky because that right time rarely lines up with a Navvies press date!

But hopefully you will read the article about Covid and summer Canal Camps on pages 8-11 and believe we are asking the questions that will help us make those right decisions when the time comes for us to decide (probably around Easter), and that we have a plan B if conditions change again later in the year.

We are, however, only one half of the decision. The decision to work with us has always been with you, the volunteer, and so as we head towards the new normal, if I have one message for you all in this comment it is this: One of the wonders of WRG is that people can just turn up and enjoy doing simple, satisfying tasks with very few questions asked. It allows you to (almost) be a different person. In many cases we work alongside someone with no idea of their personal life, their work life, their fears or concerns. Please respect people’s individual decisions and actions as we all find out what we feel comfortable with.

For the moment, however, remote working and Zoom meetings are the norm all day, every day for me. While they do all tend to merge together (and I find myself increasingly drifting off and trying to remember what it was like to be outside and sharing real, spontaneous, un-delayed laughter), I was present in a meeting yesterday that did stand out as

Plaque on the Stratford Canal at Lapworth. Is the spirit of ‘Hutch’ still alive on IWA’s Trustee Board? See Mike’s Comment. See also p20 for a look back at later years on the Stratford

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exceptional. Most surprising of all, it was a strategy meeting of the Inland Waterways Association, WRG’s parent body.

Firstly, I was introduced to the IWA’s new Chief Executive and I think things are looking good on that front. His name is Phil Hornsey and he comes to us from the world of rowing (To be clear: that’s rowing as in boats and oars, not as in arguing). In today’s modern world we don’t need to give him an introduction in Navvies (though I suspect he won’t be a stranger to our magazine) as you can just check him out online. In particular he has done some good interviews with various online sports magazines. Have a search and see what you think.

Secondly, during a discussion about ‘inspiration’ I heard an IWA trustee say “But we must never say things can’t be done (*); look at what has happened before and, even for the things that seem hopeless right now, we have no idea of what opportunities may arise in the future. It’s our dream to have a truly great waterways network - and if we don’t believe, then who will?” These words were not even part of a big finale; it was just a side comment backing up the main discussion. And it’s stuff like that which does pick you up. So when you read the rest of this Out now: WRG’s 50th birthday whisky. Contact Jenny Morris magazine (particularly the artion 01494 783453 ext 611 or jenny.morris@waterways.org.uk cle on ‘quick wins’) remember that not only do you have a load of red t-shirts beside you, you have the whole organisation urging you forward.

And speaking of the rest of this magazine I think it’s another cracking edition. We always said we hoped to use this gap in our work to focus on some of the stuff that we are too busy to do, or stuff that often gets neglected as it’s not quite as exciting as the big glamorous stuff. I think this is a good example: articles and progress reports on projects that you may never have heard of, together with some reminiscences and an article about old tyres. Perfect. My thanks to Martin and John for still managing to do this when the rest of us are just looking wistfully out the window.

Mike Palmer (*) Though of course with my Health & Safety hat on I would phrase that as “we must never say things can’t be done, but we are allowed to say that things can’t be done safely today by me, so we will do it properly tomorrow”.

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canal camps and Covid?

Given its particular way of operating - in particular catering, transport and accommodation - how might WRG be able to run any canal camps in 2021?

Covid Canal Camps Working Group Update On 31 January Waterway Recovery Group’s Covid Canal Camp Working Group presented its findings to the WRG Committee and Board. To summarise: the Working Group favoured moving forward, should the Covid situation return to a similar scenario to Summer 2020, on a simplified approach to running week-long Canal Camps where WRG could ensure a Covidsecure site and accommodation, and ensure appropriate contingencies are put in place.

The group discussed three options to consider for 2021: Option 1: No Canal Camps Should the situation regarding Covid not improve and/or procedures are not in place, the working group would advise that no Canal Camp activities take place in 2021. This option would be a ‘worst case scenario’ where the risk outweighs the benefit of running events or delaying Canal Camps until 2022 or later in the year.

Option 2: blended approach (local digs, weekend digs, centrally booked events, minimal

Covid-secure canal camps: the online survey Initial question: Would you like to attend a Canal Camp in 2021?

Later question after explaining some of the proposals in this article: After reading our plans for Covid-secure Canal Camps in 2021 if rules allow you to go on holiday would you attend a Canal Camp?

Other results included: 93% willing to sign up to a code of conduct (1% unwilling, 6% undecided); 84% happy working in a team of 6 on site (1%, 15%); 78% prepared to share washing facilities (10%, 12%); a preference for medium sized camps of up to 12 people rather than small camps of 6 or full camps of 18; a strong preference for individual rooms in accommodation; and willingness to attend rising to 89% (1% unwilling, 10% undecided) if we had individual sleeping units with their own toilet and shower.

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running of Canal Camps) Where a consistent Canal Camps season cannot be adequately planned for, weekend / day events would be planned without accommodation options, while additional training opportunities and social meetings virtually would be planned. If permitted some individual Canal Camps could be run, with significant alterations to the existing way we run things.

Option 3: limited circuit of Canal Camps when restrictions allow This is the preferred option for the Working Group and is the current option being planned for, and this is what the rest of this article will concentrate on. So how would we look at running this if circumstances permit?

Work site Any site WRG works on will need to ensure the following:

· · · ·

It must be Covid-secure and follow government guidelines A pre-site induction and sign-in is required On site guidelines must be followed – including cohort working (this means volunteers staying in the same limited-size work groups), extra sanitisation and signage Extra welfare provisions

Accommodation Three options were presented each depending on existing restrictions:

· · ·

Option 1: Bespoke Accommodation (individual units) Hiring in sleeping containers for volunteers (2 rooms and basic facilities) – Basic cost of £20,000 for set up including setting up of service should no suitable services be available on site.

Option 2: Mixed Accommodation (hall & camping) Limited spaces inside the accommodation, with camping pitches outside. Marquee for eating in, but catering provided via kitchen. Welfare facilities on site.

Option 3: Village Hall with limited numbers Small camps of a set number of households sharing a traditional accommodation with social distancing in place. Sole use only of facilities must be ensured (ie no bookings by other groups during the week). This option is dependent on current guidelines on indoor household mixing.

London WRG’s September dig: checking for 2m spacing before the Covid-specific briefing

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Catering Whatever facilities are provided the following rules will be required:

· · · · · ·

Kitchen off limits to all volunteers except the Cook/Cook’s Assistant Face coverings to be worn when walking around the catering area. Well ventilated.

No more than 4-6 at a single table, tables at least 2 metres apart Source suitable cleaning and disinfection consumables after every sitting Minimise participant interaction and vectors One-way system around catering area

Key Considerations Risk vs Reward: Any proposed works will need to be authorised by the WRG Board and IWA Trustees to release funds to operate. Primary risk is the risk to life, followed by risk to the reputation of canal restoration and of WRG itself. The risk will be assessed at every stage and a proposed timeline is being produced that incorporates monetary commitments, planning requirements and Covid risk.

The online survey: comments and suggestions received.

At least as useful as the responses to our questions are the comments and suggestions received. These are a selection – we’ve concentrated on the more ‘WRG-specific’ issues relating to accommodation, catering etc as a fair number of the worksite issues were covered in our previous article based on local canal society responses to an IWA survey (see Navvies 302). Note in several cases similar comments (in particular ‘only take volunteers who have been vaccinated’) were made by a number of respondents. Finally we should put on record that a number of respondents made a point of (a) thanking the WRG Covid Canal Camps Working Group for the time and effort they have put into doing this tricky job and (b) expressing their confidence in WRG’s ability and judgment to do the best to keep volunteers Covid-safe on camp.

.

Site and general:

I’m not sure any reasonable measures (that wouldn’t make a canal camp miserable) will ever be able to make a camp totally secure. If someone comes to a camp with the virus it seems highly likely that most people they interacted with would leave with it. That said, having shorter camps with separate sleeping areas (e.g. camping) would help reduce the amount of virus that would be spread.

Wait until all volunteers have had both jabs and are free (with proof) to carry on.

Volunteers agree to minimise contact as far as possible in the week beforehand?

I would only be comfortable working alongside volunteers I already know, and I would find it harder to trust others to be honest on Covid paperwork. Perhaps this means a model of day camps, or supporting local groups is best until the virus is under control... we have a lot of volunteers in the high risk categories.

The current travelling to site, accommodation and socialising norms make social distancing impossible/impractical Ensuring that volunteers wash! In these new times.

As Covid restrictions will be with us for the forseable future, the demonstrable safety record from the first camp will enable future digs to be undertaken with renewed confidence and bring more waterways back into use, that is what

. . . . . .

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it is about after all.

It’s about trust for me. So I suppose working alongside people I already knew and felt confident in would help.

If possible Covid test. Check temperatures each day before work commencing.

If everyone had been vaccinated including me it a “Yes” to attend. Otherwise it’s a “No”

. . . .

Accommodation:

Somehow dividing up large (bed) rooms to allow a number of occupants yet restrict as much as possible potential transmission of the virus.

Perhaps individual indoor tents?

Unfortunately I think any arrangements where you’re breathing the same air as someone else overnight are going to be problematic.

Marking the floor with 2m spacing in corridors, implementing one way systems Planned visit to a covid test centre at end of camp?

(To prove we’ve all been careful enough, and are safe to go home to family...)

Approach Snooze box and see if they would donate some units for use. These were used during the London Olympics and are used on the F1 Circuit.

Space to pitch our own tents for sleeping?

The main challenge would be the difficulty in ensuring that ALL volunteers stick to the code.

Presumably using the usual system of a verbal warning/eject them from camp as a last resort.

. . . . . .

Volunteers: It was noted that the survey results showed that those who responded trusted WRG’s health and safety precautions and would understand whatever decision the organisation made regarding running Canal Camps. All volunteers would be expected to sign up to a code of conduct and understand they will be putting themselves in a higher risk situation.

There would be no reasonable expectation for any volunteers to be co-opted into support activities at all, especially during the Covid pandemic.

Covid on Camp: What should the response be if Covid infection were introduced to the camp during the course of the event? The working group would require all volunteers to ensure they would have ways of returning home safely should there be a case of Covid on the camp. If they arrived by public transport, an external individual would need to be arranged to return that volunteer home. More work and guidance would be required on the response prior to any decision to be presented to the Board.

Further discussion: The group decided that it is too early to fully confirm Canal Camps for the July – September dates currently being considered; the earliest a decision can be made will be at the 14 March meeting.

Catering:

. Disposable plates bowls and cutlery, or bring .our own.

Marking 2m spacing. Providing outdoor eating areas with roof cover/eat in marquees. Wash up outdoors (basically camping arrangements) Provide my own meals Covid test for cook and anyone involved in food prep As the kitchen staff are to be in their own ‘bubble’ suggest they have different eating times to the work party.

. . .

closely and visits to pubs. etc provide internet access. It is unlikely this will be the case this year. Effective internet access in the accommodation would allow for pairs and larger groups to play games, etc together on-line and for WRGies to be able to stay in touch better with families and keep abreast of the news and changing Covid requirements.

.

Any other comments?

I wonder whether “commuter” camps could work, based in easy to get to places (like Lichfield, Stroud) and people arrange their own Socialising: accommodation in the near vicinity and supply I’m not convinced the rule of 6 would be their own food? Obviously makes it more expensive to attend but I still would followed by everyone Sorry to say, but some kind of limit on alcohol. It’s Very difficult to plan for 2021 with continual a friendly bunch who generally have known each other a long changes in the situation so a good degree of flexibility needs to be built in where practical time. Late night drinking is likely to lead to increased rule breaking. And decreased likelihood of it being addressed / If camps still need to be organised with mentioned to those who weren’t involved to take appropriate the detailed control measures I probably wouldn’t book; not because I’d be worried about action. Drinking curfew? 10pm?

Social side is the reason I love WRG, can’t the risk of infection, but because I usually go for imagine it being the same as it was anytime soon. the social elements and to meet new people as much as the ‘work’ - the control measures and Make facilities outdoors This wouldn’t be enjoyable for new volunsmaller camps could limit that too much. teers as they would be stuck within a group of 6 Is it practicable to fit Perspex screens between the for a week. I suggest the model of technical camps rows of seats in your red vans to reduce the risk? for volunteers who already know each other and It just doesn’t sound like much fun have already formed groups (KESCRG, London Anything less than everyone vaccinated is a much higher risk with serious consequences. If someone caught WRG, Forestry) would be best for 2021.

Need to consider the wishes of the village if 18 the virus just before attending and symptoms appeared strangers arrive for a week and ‘invade’ local facilities, pub after arriving I can see that throwing all future camps into the bin. etc. Very difficult to keep camp apart if two groups of six go to the pub and relax I think that having a repetitive offer of Might have to stop people wandering off to long weekend day-digs might be a solution that isn’t described above. Non locals could use the pub and mixing with others there.

I think it would be very important to make sure each Travelodge or camp sites if wanting to stay, and accommodation has good broadband and internet access. alleviates WRG of evening risks (cooking and This is not normally an issue as socialising can be done more socialising).

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Restoration feature As we once again use the reduction in WRG work to take a wider look at projects, these schemes have taken (and may still take) a long time to finish – whether it’s the OK, some of you will already be looking at sheer amount of work involved in volunteers the word ‘quick’ above with raised eyebrows carrying out a complex channel rebuilding and thinking “Martin’s really lost it this time!” project over two miles long (as on the WenAnd yes, I’ll admit that as far as most canal dover), long and difficult negotiations in the past over nature conservation issues (the restoration projects we work on are concerned, one word you wouldn’t use to dePocklington) or having to convince three scribe the rate of progress is ‘quick’. Not that different local authorities to support it (the Bradley Canal).

I’m knocking the restoration societies for it: obviously there are understandable reasons And note also that when I say ‘smaller’ why canal restoration takes a long time these I don’t just mean a shorter length of waterdays. Quite apart from the fact that in practi- way. For example (a) the Lapal Canal and (b) cal terms we’re onto the ‘difficult’ schemes, the Lichfield Canal comprise no more than canals that have suffered the level of damsix miles of derelict waterway each, but include respectively (a) a two-mile tunnel age and obstruction that you’d expect from having been abandoned for the best part of that’s beyond repair so reopening clearly a century or more, there’s also the amount won’t be a straightforward job and (b) 30 behind-the-scenes stuff (permissions etc) derelict locks and enough obstructions that that needs to be done first these days, not around five diversions will be needed. That’s to mention the potential costs running into not to say they won’t happen: they’re both eight figures for some of the longer and making good progress, I wish them well and more difficult waterways - a tall order for any I will cover them in future issues. of the usual sources of funding.

No, I mean ones where the remaining Indeed, in the last issue we ran an obstacles to reopening are of the sort of size article covering WRG’s parent body the Inthat means that they could be reopened land Waterways Association’s Waterways in relatively quickly and to the sort of budget Progress report and funding awards, whose that’s comparable to what we know has been aim is to address this issue. It does so by made available for canal projects recently. showing that even in the case of projects Something not too far beyond the same ballwhich are unlikely to be complete for decpark as (for example) the £4m grant that ades, there are lots of ‘quick wins’ in the Highways England paid to reinstate the meantime – ways that canal restorations can Cotswold Canal’ crossing of the A38 dual be providing benefits right from day one with carriageway, or the £9m Lottery grant aninitially small-scale affordable projects (such nounced last year for the same scheme (or as local regeneration schemes, towpath whatever - fingers crossed - comes our way trails, nature reserves, linear parks and local from any Covid-19 recovery funding grants) trip-boat operations) which can attract sup– especially if use of volunteers can help to port and at the same time bring the distant bring the costs down to that sort of managegoal of full reopening gradually closer. able size.

But this time we’re taking a different This doesn’t attempt to be an exhausangle. Besides all these decades-long restotive list, or to lay down any standards for rations costing tens of millions (and more) to what might or might not qualify as ‘quick complete, there are a significant number of win’ schemes. I’m sure there are other exsmaller ones which could be achieved much amples that are equally valid that I’ve missed more quickly and for much less money. Note: - feel free to point them out to me, or even ‘could’. Again I’m not knocking them for not better write a piece for Navvies about them. having got their canals open yet! There are But here are a selection of what might many perfectly valid reasons why some of just be ‘quick win’ canal restoration projects...

‘Quick win’ restorations?

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possible ‘Quick win’ schemes? we focus on schemes that it just might be possible to complete in the short term Wendover Arm The restoration back-story: Although abandoned as a navigation after all attempts to solve its leakage problems proved unsuccessful, the Wendover Arm of the Grand Union Canal was retained as an unnavigable feeder, which helped its survival and improved its prospects for restoration. It splits into three lengths: the first two miles from Bulbourne Junction to Tringford Pumping Station remained navigable; the next two miles from Tringford to Aston Clinton were drained (and a short section at Tringford was filled in) with the water supply carried in a pipe largely laid in a trench dug in the canal bed; the final three miles from Aston Clinton to Wendover were kept in water as a feeder but at a reduced water level.

Wendover Arm

Wendover Arm Trust, formed in 1989, began by rebuilding the first short length (referred to as Phase 1) from Tringford to the start of the infilled section, including reinstating Little Tring road bridge and creating a winding hole so full-length boats could turn round, greatly increasing use of the navigable length. This was completed and reopened in 2005. Since then the volunteers have been painstakingly rebuilding the much longer dry section (referred to as Phase 2) from Aston Clinton back towards Tringford, including excavating each section of the water pipe in the canal bed, capping it in concrete, then reinstating the canal above it as a waterproof channel combining concrete and a Bentomat waterproof liner. In addition, two footbridges have been built, an old pumping station site at Whitehouses has

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

1 A4

The Wendover Arm has the dubious distinction of Marsworth having been built as a navigable feeder to provide a Aylesbury Bulbourne water supply to the Grand Arm Junction Junction (now the Grand Infilled section: Tringford Union) Canal, but ending planning under up leaking so much that it was way for dealing To London actually costing the canal water. with contamination Attempts to waterproof it (including lining a section of it Little Tring with bitumen) proved unsuccessful.

In 1904 the canal company gave up, Bulbourne to Aston Clinton closed it to navigation, drained the Little Tring: length from Little Tring to Aston always Clinton (with the Arm’s water navigable supply function maintained Phase 2 Little Tring by carrying the water in a to Aston Clinton: Phase 1 at Little Halton under restoration / pipe laid in a trench dug Tring: in the former canal bed). channel rebuilding reopened 2005 From Aston Clinton to Phase 3 Aston Clinton Wendover the remaining Bridge 4 current to Wendover: length of the canal was work site in water at reduced maintained as an level, two new unnavigable water supply Whitehouses former bridges needed channel, with the water pumping station site kept at a reduced level.

Wendover

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been restored, and mooring bays have been created - as the profile of the channel won’t be suitable for mooring everywhere.

Where are we at now?

The Phase 2 rebuilding has reached most of the way back to Tringford, and work has just begun (see our Progress pages in this issue) on preparing to deal with the contaminated infill material, which will remove the other main obstruction to navigation on this length.

What’s left to do? Once the canal is restored to Aston Clinton, that leaves the three miles (‘Phase 3’) from there to Wendover which is still in water and shouldn’t need lining. There are two minor bridges (one carrying a small road near Halton) that do not provide navigable headroom and will need to be raised. Other than that, the main work will be raising the water by about 300mm to the original level (and dealing with leaks as they arise), and dredging the channel.

Wendover Arm: opening of Phase 1 length in 2005 and (below) a minor road bridge on the Phase 3 length needs raising

Stafford Riverway The restoration back-story: Restoration of the mile-long Stafford Arm of the Staffordshire & Worcestershire Canal was first suggested in the 1970s, but it was another 30 years or so before discussions led to the setting up of a group aiming to reopen the route.

This group was established as a Community Interest Company called the Stafford Riverway Link in 2009. In recent years they have progressed on to practical volunteer work, with good progress made on the first project to reinstate the short length of canal from the junction with the Staffs & Worcs Canal at Basford to the abutments of the former aqueduct over the River Sow.

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Stafford Riverway: the basin begins to take shape in 2019

Where are we at now? Work is continuing on the first length of canal, which is being rebuilt wider than original width so that it can form a mooring basin.

This will mean that berths can be let out, providing an income to support further restoration work. In addition, planning consent has been granted for reinstatement of the bridge which carried the S&W Canal’s towpath over the junction with the Stafford Arm, which is necessary so that the connection can be reinstated, the moorings brought into use and ultimately the route to Stafford reopened.

What’s left to do?

Stafford Riverway: River Sow bridges already navigable sized Changes to the River Penk and River Sow (and Environturn right into the Penk, then sharp left at ment Agency considerations) mean that the the Penk’s confluence with the Sow. So the waterway will not follow it original course: it new lock needs to be built, but from then on used to span the Penk via the aqueduct mentioned above before descending through the navigation follows the existing river, one lock and turning left into the Sow; it will bridges all have navigable headroom, so the main remaining tasks will be channel works now instead drop down through a new lock and creation of a terminus in Stafford. leading from the mooring basin to the Penk,

Stafford Riverway Stafford

Length: 1 mile Locks: 1 Date closed: 1927 (last use)

Canalised River Sow from Baswich to Stafford

Planned diversion including new lock and short length of River Penk River Sow (unnavigable)

River Sow (unnavigable)

Proposed basin

Site of old lock and aqueduct Basin under construction

New lock site Staffs & Worcs Canal To Great Haywood Towpath

River Penk The Stafford Arm of the Staffordshire & (unnavigable) Worcestershire Canal was opened in 1816 from a bridge to be junction with the main line of the Staffs & Worcs at To Stourport reinstated Baswich to a terminus near Stafford Town Centre. It was unusual in a couple of ways: firstly it consisted largely of a one-mile length of the straightened and canalised River Sow, with the connection at Baswich consisting of a short canal section including the Arm’s only lock and an aqueduct over the Sow’s tributary the River Penk.And secondly it wasn’t officially a branch of the S&W, it was privately owned by landowner Lord Stafford.

Trade on the Arm ended and the route fell into disuse around 1927, the junction had been blocked off by 1939, and in the 1970s the lock, the aqueduct and the towpath bridge at the junction were all demolished.

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which would make it more accessible – and of these, the Bradley route is seen as by far the best prospect for restoration as a result of the relative lack of obstruction (it’s largely filled in but the land hasn’t been built on) coupled with its short length at under 2 miles.

Bradley Canal

N BC

The restoration back-story: The navigable waterways of the northern Birmingham Canal Navigations – such as the Walsall Canal; the surviving length of the Wyrley and Essington Canal; the Tame Valley Canal – are fascinating industrial Birmingham Canal Navigations heritage and an asset to the showing the new through Black Country but (as many who Lichfield route across the network go on the BCN Clean Up weekCanal under created by Bradley ends will attest) are underused restoration and could do with more boats on Canal restoration them to avoid a vicious circle of Wyrley & Essington Daw End lack of use, attracting rubbish, Canal Branch and becoming difficult to naviThe deWolverhampton gate. However they suffer from tail map not being on a direct route to below Walsall Rushall anywhere in particular, meaning Canal shows Walsall that few boaters other than real the area Canal hardened BCN enthusiasts will in the venture there. Three former blue box routes - the Tipton Green & Toll Tame Valley End Communication, the Bradley Canal Canal (or Bradley Locks Branch) and the Bentley Canal - all abandoned in the 1950s-60s, used to BC Nm provide links between the Walsall ain Canal and other routes to the Dudley lin e Birmingham west. Any one of these would be Canals useful today in creating through routes across the northern BCN in ma

e lin

Bradley Canal

Length: 2 miles

Locks: 8

Date closed: 1954

The Bradley Canal was built as four separate sections of canal. First Bradley came the original Birmingham lock gate Canal Main Line in 1772, then Channel intact, workshops next to open was a short Moorcroft clearance planned branch of the Walsall Junction Canal climbing through four locks (later rebuilt Canal infilled but To Ryders Green as three) from not obstructed and Birmingham Moorcroft Tramw Junction to ay Bradley Hall Colliery. Third to open New bridge cks o was the splendidly named Rotten Brunt Line, which L needed ley d cut off a loop of the Birmingham Canal (which was Bra also subject to a much more major programme of shortenening, so that this whole length was bypassed Rotten but survived as the Wednesbury Oak Loop).

Brunt Line Locks buried but Finally in 1849 they were connected together by believed intact a short new link which included the upper six locks.

Wednesbury Oak The entire Wednesbury Oak Loop, Rotten Brunt Line and Bradley Locks Loop to Tipton were officially abandoned in the 1950s but the northern part of the loop (abandoned) was kept open for access to the workshops and pumping station at Bradley

Wednesbury Oak Loop to Deepfields Junction and Wolverhampton

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Walsall Canal to Walsall

from local MPs, the Canal & River Trust (for whom the restored link would provide a handy water feed channel from the Bradley mineshaft pumps to other parts of the system, quite apart from any direct navigation benefits), and the local authorities (things are made more complicated by there being three of them – Wolverhampton, Walsall and Sandwell – on the route).

On the practical side, some years ago lock 8 was partly restored (but then filled Bradley Canal: The bottom two locks are infilled but still visible in with gravel for protection) thanks to a The idea of reopening it was looked at Heritage Lottery Fund grant. Although other back in the 1990s, and a report was prothan that the restoration hasn’t reached the duced, but the local authorities didn’t have point of major practical work on the infilled the cash to support it. Fast forward 20 years lenths, the watered and (in theory navigable) to 2014 and the idea was resurrected with but overgrown bottom section (leading from the BCN Society, IWA and the local wildlife the junction with the Walsall Canal to the trust all involved. This time Wolverhampton bottom lock No 9) was due to see vegetation Council showed showed interest in the idea, clearance early this year (including some so did the Canal & River Trust - and the possible work during the BCN Cleanup, sadly advice to those proposing the retoration was not now happening as a result of the new to get as much support as they could. lockdown). Meanwhile the Society continues Where are we at now? There is now to campaign, raise awareness, and work to a group, the Bradley Canal Restoration Socibuild up support with the local community. ety, leading the restoration bid, and it has An environmental survey is under way, a succeeded in raising a great deal of support - feaibility study has identified that the navigable connection could be reinstated at a cost of around £7.5m – and volunteer work could bring this cost down.

What’s left to do?

The single major engineering job is to reinstate the missing road bridge just past the limit of navigation on the Wednesbury Oak Loop (by the Canal & River Trust’s Bradley lock gate workshops).

If that can be done, the rest is much more straightforward. The next section of the Loop from Bradley WorkBradley Canal: Archive shot of the top lock before infilling shops as far as the junction

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with the Bradley Locks line will need digging Pocklington Canal out as it is infilled, but it runs through open public land with no obstructions. Turning left The restoration back-story: Back in the at the junction, the same is true of route late 1950s, a proposal by a water authority down the line of the locks – the chambers to fill the canal in with “some inoffensive will need to be uncovered (currently the site sludge” from a treatment plant prompted a of the flight is a grassy area with a footpath response from the Inland Waterways Assorunning along it, sloping downwards steeply ciation objecting to this obstruction of a every so often to indicate the site of each waterway which had fallen derelict but never lock) but they are believed to be basically in been officially closed. Some years later this good condition (other than one damaged initial interest led to the founding of the when a culvert was inserted) and needing refurbishment and regating rather than rebuilding.

Another road bridge crosses the tail of the seventh lock down from the junction; again it’s infilled but believed to be intact and restorable. The final two locks are more visible (one was restored a number of years ago and filled with gravel to protect it) and reopening should be straightforward, a railway bridge (now carrying the Midland Metrolink tramway) over the last lock provides navigable headroom, and completion of clearance (as already mentioned) will be needed on the final watered but overgrown length leading to the Walsall Canal.

Pocklington Canal: Sandhill Lock awaits our attention Pocklington

Pocklington Canal

Top Lock and Coates Length: 9 miles Locks: 9 Date closed: 1932 (last use) Lock restored but not yet in use

Thornton Lock

Restored and fully navigable from River Melbourne Derwent to Bielby

Cottingwith Lock East Cottingwith To Barmby and the River Ouse

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Top Lock

Giles Lock Sandhill Lock

Gardham Lock River Derwent to Stamford Bridge

Canal Head

Walbut Lock

Coates Lock

Bielby

Silburn Lock

Sandhill, Giles and Silburn locks to be restored

The Pocklington Canal was opened in 1818, running for nine miles and climbing through nine locks on its way from a junction with the Yorkshire Derwent river at Cottingwith to a terminus at Canal Head just outside Pocklington. It was moderately successful for 30 years, but in the 1840s, facing competition in the future from railways, the canal company sold out to a railway company. The canal remained open but with minimal maintenance, until trade eventually ended in 1932. Although not legally abandoned, it then fell into dereliction.

Pocklington Canal Amenity Society, launched in 1969 with the aim of reopening the canal.

Restoration began with reopening of Cottingwith Lock, opening up the first section from the River Derwent. This was followed

by Gardham Lock, which brought boats to Melbourne in the 1980s, and then by four more lock - Thornton, Walbut, Coates and Top - in the 1980s-90s. However none of these locks saw any boats, and neither did any more lengths of canal, largely because the designation of the canal as a Site of Special Scientific Interest (and various other nature conservation designations) led to something of a standoff with wildlife interests concerned at the impact of boat on the canal’s sensitive biodiversity, and to no further reopenings for many years.

More recently better relations and a more helpful attitude from nature interests and the navigation authority, plus funding from a Lottery grant, IWA and a PCAS appeal, saw Thornton and Walbut locks refurbished and the canal reopened to Bielby in 2018.

Where are we at now? The canal is open from the Derwent for about seven miles via four locks to Bielby. In addition Coates Lock was restored some time ago,

and the terminus basin at Canal Head has been renovated and rewatered including the restoration of the adjacent Top Lock.

What’s left to do? Of the canal’s nine locks, three (Silburn, Giles and Sandhill) remain to be restored (one of these is earmarked as a candidate for WRG support), while about two miles of channel from Bielby to Canal Head need to be dealt with.

So how quick is a ‘quick win’?

I’m afraid that if you want a prediction for some opening dates for these four potential ‘quick win’ schemes I’m going to have to disappoint you. Experience says that anyone predicting canal reopenings is liable to end up with egg on their face when they’re years later (or just occasionally when they’re years earlier!) than anyone expected. So I’m not going to stick my neck out and say that any of these will open in the next five or ten years, but at the same time I’m not going to go down the ‘not in my lifetime’ road and rule it out. All four of them could. And, as ever, volunteers (including WRG when we get going again) can help make it happen.

Martin Ludgate

Pocklington Canal: 2018 Melbourne-Bielby opening. How long before a complete reopening?

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lookingback Stratford Blitz The Stratford Canal is part of the Canal & River Trust’s network. But 40 years ago WRG was helping the National Trust keep it open on limited resources.

Canal created the popular Avon Ring – makRecollections of ‘The Stratford Blitz’ and afterwards ing the Stratford Canal even more popular.

With this increase in use there were continuing problems in the day to day running of the canal. These were largely because of the difficulty for the NT with its limited resources in committing sufficient funding for the level of maintenance it really needed despite the best efforts of the small permanent staff; the fact that the restoration had (of necessity, in that era) been done on a shoestring budget; a very persistent water supply problem; and leakages, particularly on the Wilmcote Flight of locks.

The Blitz is launched: The decision was made to involve WRG in bringing in additional volunteer labour to help try to go some way to eliminate these problems.

In 1975 articles started to appear in Navvies referring to the condition of the canal and WRG’s intended plans. This then became known as ‘The Stratford Blitz’ and would be a joint effort running all through the winter season from early November 1975 to the end of March 1976 with WRG, The National Trust, many other canal societies and Maurice Frost who was the organiser for

Chris Griffiths

The background: During the 1940s and 1950s the southern section of the Stratfordupon-Avon Canal had slowly become unnavigable, although legally it should still have been maintained as fit for purpose.

In 1958 Warwickshire County Council had applied for a ‘Legal Abandonment’. They wanted to demolish a bridge over the canal and rebuild it but with insufficient headroom for boats to pass underneath. Around May 1959, because of the Councils application a campaign was started to try to stop this application from succeeding. After many long and detailed discussions with the British Transport Commission (and crucially the production of a ticket showing that a campaign cruise by canoe had used the canal) it was agreed that from September 1960 the canal would be taken over, restored and run

by The National Trust.

During the ensuing years the canal was restored and put back into use under the leadership of David Hutchings. Many different methods were used to accomplish this, including the use of prisoners from Winson Green Prison in Birmingham.

The canal was eventually reopened by the Queen Mother in July 1964.

The problem: The canal soon became very popular with boaters because they could now travel from the Northern Stratford, down the newly opened Southern Stratford and then out onto the River Avon. Ten years after the Stratford opened, the Upper Avon was also reopened (also masterminded by Hutchings) through from Evesham to Stratford, which together with the River Severn Building and Worcester & Birmingham

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a new open channel bywash at Wilmcote

John Hawkins

SONACS (Stratford on Avon Canal Society, the local canal society).

The main works were to be on the Wilmcote Flight: rebuilding of lock and wing walls, building new lock overflow bywashes (these had been originally built as culverts and many were blocked) and also many other jobs that were in need of attention.

As dates were fixed, the overall plan was for a different Canal Society each weekend to proBirmingham Rd bywash team includes the author’s children aged 6 and 9! vide and cook food and generally run the weekend in conjuncWork was duly sorted for us so that we tion with WRG and SONACS etc. were away from the main works.

People who were interested in working At the end of the day getting the car had to contact Graham Palmer (WRG founder out of its parking spot was bit difficult and and Chairman at the time – and incidentally the drive to the road to say the least was no relation to current Chairman Mike Palmer) ‘interesting’, the track had been used by so that the number of people could be cadumpers nearly all day. But along the sidetered for and work apportioned accordingly. road we went, and out onto the main road to Catering at that time was rather more diffihead for the accommodation at Lowsonford cult because there weren’t any 24 hour a few miles away. Some cars had left before Supermarkets - or Sunday opening. us to head for the hall, but we and a couple The experience: My wife Tess and I of others got caught in a road closure becontacted Graham to book onto a weekend, cause of a major traffic accident. On arrival we also informed him that we had two chilat the hall there wasn’t much food left – dren (Andrew and Tracey) who were aged luckily we had bought some food with us. about 6 and 3 years of age. Graham appre- During my first chat with Graham, he had ciated the fact that some folks with children also told me that people with children had to would like to work. sleep on the stage, which was a bit annoying And so, on a Saturday morning we for the folks who had already settled there were awoken by our alarm clock; a quick for themselves. However all soon sorted. breakfast, load car and a drive to site. The Obviously several folks went to the pub for majority of other attendees arrived on the the remainder of the evening.

Friday evening, but it was easier for us to After a good breakfast on Sunday, all drive Saturday. had been washed-up, and packed away Because we had the children Graham everybody drove to site. Work was more of had told me to drive down the towpath to the the same. A very productive and tiring two main work compound, but to take great care days of work and now only the drive home because of the perilous state of the towpath – to look forward to!!

(Mk II Ford Cortinas tended not to float very We hadn’t been put off by the exploits well!) and park out of the way beside the and so we sorted some other dates. lock in order to keep the towpath clear.

Back there for the next one, and on

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John Hawkins

with twenty men...” - luckily the form teacher knew about our times working at Stratford.

I cannot recall how many months the ‘Stratford Blitz’, in that format went on for, but over the period there were some “interesting happenings”, to recall a few: travelling in a Ford Transit minibus with the top of Wilmcote in 1986 longitudinal seats; several folks travelling to the pub (at lunch time) in an open-back truck; trying to bump start a Transit on packed snow; driving a rear wheel steer dumper with one ‘odd’ wheel; one boiled egg being served for breakfast on a Sunday morning (at least there was plenty of toast!) and some others that maybe I had better not include!

The ‘Stratford Blitz’ had reached many of its targets which meant that the canal could generally be operated in a more efficient way; but there were still many jobs that needed to be completed and new ones started. A second ‘Blitz’ was therefore organised over the following winter 1976-77.

The work continued over numerous weekends with the removing of closed bywash culverts around some of the locks, then new concrete footings put in place and an open bywash constructed using conblocks and steel reinforcing where needed.

Wing wall rebuilding near Featherbed Lane at

Photorapher unknown, supplied by John Hawkins

Saturday everything went well for the majority of the day until we got back to the hall.

We sorted bedding as before and had a good meal; only then to be told that the hall was going to be used for the village Bingo session. All personal belongings pushed to one side as agreed. Everybody then descended to the pub, but what were we to do with our two children who really needed to be kept warm and also found somewhere to sleep?

Driving around the Warwickshire countryside with the children strapped in their seats gets really boring!! Back to the hall after the Bingo had finished.

The next day on site I mentioned to Maurice about the Bingo – apologies all around, it been totally forgotten. For any future clashes of dates, Maurice and his wife Meg offered us the use of their home for the evening and then return to the hall, and also on a couple of occasions we stayed overnight – for which many thanks.

A little later when Tracey was at the local junior school the pupils had to write an essay as to what they been doing over the weekend. During a parents’ evening we were looking through her work books and came across the entry relating to a previous weekend at Stratford which read, in part: “I spent the weekend Part of the WRG vehicle fleet of the era in a village hall sleeping

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Photorapher unknown, supplied by John Hawkins

Towpath upgrading was continued along the canal in places: particularly above Featherbed Lane bridge, where the towpath was rather higher than the water level. For this work the canal was drained the day before, new footings excavated using a Smalley excavator. New footings consisted of partially filled sandbags of concrete, and once again a con-block wall (with steel reinforcing) was built. Concrete copings were then cast in situ, mooring rings dug and concreted in, and finally all backfilled. In other places, where the edge of the towpath had subsided steel pilings were used to retain the edge and then backfilled. Whilst this was happening Lock chamber clearance with barrow hoist there was still scrub to be bashed and trees to be felled.

During these times Maurice and Meg were taking Arthur’s Land Rover, the Case retired from the role of organisers for (skid-steer loader) and a dumper up the SONACS and moved their home to the north flight to the top compound when the Case east of England. Arthur Beeston then beran out of fuel. A Contractor’s compound came the SONACS working party organiser. was nearby and they had left out a Jerry can Arthur owned an unconverted ex-work- of diesel (but a funnel would have been useful) ing narrowboat Squire which was sometimes – very handy for us. After bleeding the fuel used to move materials up and down the system on the Case in the dark, pouring rain flight, and was often used to tow an old and cold we got it back to the compound.

“Joey boat”.

All sorted before the drive home.

One day we were towing the Joey up And afterwards: After two winters, the canal and because it only had a very WRG felt it needed to support restoration small deck at both ends and also no rudder, work on other canals so there wasn’t a 1977we used to tie a shopping trolley to a rope 78 Blitz, but some visiting groups returned and throw it off the back to act as a drag the following two winters, and a final Stratanchor. Whilst we stopped for lunch this rope ford Blitz took place as late as 1984-85. was untied from the trolley and used to moor Between them they did a lot of good work the boat. As we moved off the trolley was duly keeping the canal navigable and making thrown back into water, only to find that the improvements using the limited resources rope had not been re attached. A bit embar- available, but finally after some very prorassing; trolley recovered and duly re-tied... tracted discussions, during 1988 once again Quite a lot of concrete and mortar was the ownership of the canal changed: this mixed in the boat by positioning a mixer (the time from The National Trust to British Wapetrol engine type) at the extreme end. terways Board – the forerunner of today’s However, one day the stand could not have Canal and River Trust. been positioned safely. After a few shovels As time went on the weekend work of ballast had been put in the drum, it topparties gradually petered out. Some work pled off its stand, landed on its side, and carried on, mainly doing the smaller jobs and “drove” itself along the boat, spilling petrol lots of offside clearance, but on a Sunday everywhere and then catching fire. This was only basis and organised by SONACS. quickly extinguished by water from the caA few years later we got to try out the nal. Not too much damage – I only had to canal by boat: the Inland Waterways Assopurchase a couple of items for its re-build. ciation’s 1990 Waterways Festival had been More care taken in the future. held near Gloucester and we were moving One Sunday at the end of the day we our friends’ boat back from the event to the

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John Hawkins

Channel wall rebuilding (with Smalley excavator) above Lock 47, Wilmcote in 1983 Saltisford Arm near Warwick. All was going very well (it’s very gratifying to take a boat along a canal, and up through its locks that you’ve spent many hours working on), until we got part way up the Wilmcote Flight. A boat was partially jammed in the lock. The guy reckoned that it was on the bottom cill.

We tried the usual ‘tricks’ to get him into the chamber. But he stuck again in the same place, I then noticed that the boat was actually floating, and that it was jamming on the anodes that were protruding (the owner had recently had them replaced). Once again we dragged him out and he asked what he could do. The most obvious answer was to get in the water and (somehow) cut at least one off. Whether he did or not I’m not too cer-

tain! We then passed easily into the lock only to find that the upper pound was almost empty (and our boat pulls quite a lot of water). During all of our attempts somebody had a left a ground paddle slightly raised.

After running lots of water down we eventually reached the top of the flight. A short distance to pass the Odd Lock, moor up and eat a well-earned meal. Next day continue to Lapworth and then head down the Grand Union to moor in Saltisford Arm. Looking back:Looking at some photographs taken during the ‘Blitz’ times, and for a while after, somethings are very noticeable: methods of working, the ages of some on site, PPE (or rather lack of) etc. In those distant days PPE was often a woollen bobble hat, a donkey jacket and maybe some wearing safety footwear.

Oh, and not forgetting the visits to the pub...

All of the organisation was all very much ‘of the time’, and arranged without the use of Facebook, Text, Zoom, and very luckily … NO COVID!!

The National Trust shows its appreciation of WRG’s efforts in Navvies 66 John Hawkins

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To print or not to print? you’ve read, hence I have just remembered to finish 303 (now, where had I got to....) before starting 304 and deciding We had a number of replies to our editorial to respond before I forget that too!!” asking whether (given we’ve already temporar“If it’s paper then it goes in the ‘to be read’ ily shifted to online publication until it’s practiheap when a nice bookmark can be used so you cable and safe to return to paper printing) the know where you are - and can’t forget whether time had come to go all-electronic. In fact the you’ve read it or not because it’s still in that heap replies were solidly in favour of continuing as a and not ‘filed’ in the study!” paper magazine. Here are the points made...

“I struggled to view the online version as I couldn’t get to view it properly on my computer. I could probably “As someone working in a record office I would be solve the problem given time, but instead I asked Alex to very reluctant to lose the paper edition as this will be send me it as a pdf file, which he kindly did.” available to and readable by researchers in 50 / 100 / “The main reason I prefer the paper version several hundred years. Who knows whether an electronic is because I usually read it in bed or, occasionally, in the lounge. However I can only read the electronic version will still work OK in a decade, let alone 50 years.”

“Electronic is fine for short and simple. version on my desktop Mac in my office, which Paper is great for long and complicated... but I like isn’t that convenient. I have tried viewing on my iPad, but so far haven’t had any success. I guess I to make things long and complicated. Perhaps that’s because I’m 6’3” and worked in Whitehall.” could find a way of doing it, but it’s so much more convenient to just pick up a booklet, rather than go to “I read your editorial with a heavy heart. Now at an electronic device, switch it on then look for the the mature end of life, I cut my teeth volunteering in the file, open it and work out where you got up to last early 1980s (though I have been on the canals through time you were reading it. A physical bookmark is so holidays since I was 7) and have been an interested WRG much easier. So what I tend to do is to print it all reader ever since. I‘m a bit of a stick in the mud with regards the modern world and communications and living in out and then take it to read in bed, though in black an area up North for 18 years with very poor internet and and white, as colour printing is expensive at home.” mobile connections hasn‘t helped. I‘m also afraid if you do “Perhaps it is time for me to catch up with the times. go digital that I will lose the connection email to the link Or should we remember that ebooks had a bounce for their (I‘m poor at sorting my emails!!) - having Navvies to hand novelty, but people have gone back to enjoying actually is always helpful.” having the book in their hands to read?”

“The big advantage of the electronic version, “In the work environment, we are told to of course, is that you can have colour on every take breaks from sitting in front of screens, and yet page. However commercial colour printing is now it seems that we are also being guided towards a lot cheaper than it was just a few years.” spending more time doing just that.”

“I very much prefer reading text of any length from “One of life’s simple pleasures is curling up on the printed paper. To be honest I have only skimmed the sofa with a cup of coffee and reading the latest edition of electronic version because I hate reading from a computer Navvies. I find it rather difficult to curl up holding a mug, screen. When I worked in an office and was sent anything monitor, keyboard and mouse.” of any length, I would always print it, and many others did “Personally, I always feel that reading an electhe same. If you go back to printing, I’ll resume giving a tronic copy of a magazine on my computer is like decent donation to cover the costs.” ‘work’, whereas reading a printer copy is relaxation.”

“Thanks for the sterling work keeping Nav“I do not own any goats. [See editorial, issue 304 vies going in these difficult times. For what it’s ...Ed] I am not, and have never been involved in their worth I prefer reading the paper version. We upkeep. Technology has many uses, but just because it can be found the ISSUU version tiresome with the neces- used for a particular task, doesn’t mean that it should be.” sity of changing ‘magnification’ and scrolling around - and how do you put your bookmark in Just a few comments: (1) we’re aware there when not reading it all in one sitting? We then were some issues with ISSUU asking people downloaded the PDF which we found better but for a sign-on, hopefully now sorted; (2) a still involves rather too much use of PageUp and PDF version is also available and (3) see the PageDown - and still no bookmark!” editorial on page 4 of this issue for more “It’s all too easy to forget whether (or which issue!) thoughts about the magazine. The Editor

Navvies: print or electronic?

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Progress on the S&N Coping with the combination of coronavirus related lockdowns and adverse weather conditions for some concreting on the Shrewsbury & Newport Shrewsbury & Newport Canals

Pictures by SNCT

The only work site we at SNCT were able to operate from 5 November to 2 December was our Wappenshall Wharf site. This is because it is classified as a Construction Site and governed by CDM Regulations as well as Covid-19 constraints.

We made considerable progress with the concreting work in the East Basin. We poured the first 28 cubic metres of concrete on the 26 September to form the first 25m of retaining wall base and 7 of the 5m x 2.5m “slabs” for the bottom of the basin. The second 32.5 cubic metre pour was achieved on 14 November, which completed the remainder of the 42m retaining wall base and another 18 basin bottom “slabs.” Working in some atrocious wet and muddy conditions, our team of volunteers have also managed to cast the Preparing for the next 13 base “slabs” to be poured first three sections of Vibrating poker used to get air out of the second concrete wall section the retaining wall. This entailed having to wheelbarrow a lot of concrete about 50m over extremely sticky mud and shovelling it into the formwork. The weather was just too wet to mix it outside!

A total length of over 15m of wall has now been cast, so just another 7 wall sections to go now, before we start the brickwork that will go on the top. The concrete section will be below the water line.

It’s planned to have the basin ready to rewater by spring 2021.

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Progress River Gipping Over in East Anglia, the River Gipping Trust are spending lockdown raising cash for a towpath bridge - and the non-lockdown time tree-planting River Gipping (Stowmarket Navigation)

River Gipping Trust

Volunteer work along the river Gipping restarted again in early December following the November lockdown, when all work stopped.

River Gipping Trust volunteers planted 200 trees in December along the river where there is little shade from the sun.

Work behind the scenes has continued throughout the lockdowns and the Trust have been very successful in obtaining funds from local parish and town councils towards the Socially distanced tree planting by the Gipping new footbridge over the river Gipping just above Baylham, which will allow the original towpath route to be restored as years ago, around the time when navigation a permissive path. It had previously been ceased. With the Trust now only a couple of thought that the old footbridge was removed thousand pounds short of being able to around 50 years ago, but a local resident order the kit footbridge ready for volunteers advises that they remember there being no to install, everyone is hopeful of being able bridge in 1941, and that the bridge fell down to erect the bridge this coming summer. or was removed many years earlier, so likely The Trust’s volunteers continue to meet this mile of tow path disappeared nearly 100 up along the river every Wednesday, lockdowns permitting. We have around 20 Stowmarket volunteers, with each work party averaging out at around ten volunteers a time Bosmere Lock (unless restricted by Creeting Lock COVID-19 precauNeedham Pipps Ford Lock tions). When not Market Baylham Lock working on the bywash at Pipps Ford Lock and the new bridge, we continue Stowmarket to carry out maintenance work along the Navigation towpath between (River Needham Market and Baylham and beyond.

Gipping) Ipswich New volunteers are always very welcome Length: 17 miles to come along!

Locks: 15 Ian Petchey Opened: 1793 Restoration manager Closed: 1934 River Gipping Trust

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Progress Montgomery Our plans to support the School House Bridge project with some canal camps have been delayed, but there’s still plenty happening on the Montgomery Montgomery Canal

rebuild the channel and get the canal open from the current limit of navigation at Gronwen Bridge to Crickheath Wharf) and ‘Crickheath South’ (initial work on the next length beyond Crickheath Wharf, which includes the site for the new School House Bridge).

Pictures by SUCS

Regular readers will recall that over the past few issues we’ve been including regular reports as the Montgomery Waterway Partnership geared up towards the next big project to rebuild the demolished School House Bridge. This is the last remaining road Shropshire Union Canal Society blockage on the English length of the canal, its removal is key to reopening through to Welcome to the final Shropshire Union Canal the Welsh border at Llanymynech, and that Society work party report from a year like no in turn will unlock all sorts of opportunities other. It gives the lowdown on six days of for Welsh funding to get the canal reopened work spread over two consecutive weekends. through to Welshpool and Newtown. And it The big news is that at the end of it all we has been the plan that WRG canal camps had achieved our target of finishing and (along with local volunteering) would be a surcharging the two banks in the subsidence key part of the School House Bridge project, area at the oak tree. There is also substantial which could be kept down to an affordable progress in Crickheath South. Oh, and we cost by using professional contractors just for had a seasonal visitor... the basic structure and volunteers for the rest.

The main effort in the channel during Unfortunately with the continuing genthe first weekend was finishing the construceral uncertainty relating to the Covid-19 tion of the towpath side bank. As can be situation and in particular the future of the 2021 WRG canal camps programme still subject to discussions and decisions (see elsewhere in this magazine), the timetable for the project is uncertain - so we’ve put the series on hold. But as John Dodwell points out, work hasn’t stopped on the Mont. So here’s an update from the Shropshire Union Canal Society, whose volunteers have been working on two lengths - the ‘Phase 2’ length (the south western end of the current project Vegetation clearance at Crickheath South to waterproof and

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seen from the image this is a massive structure. The ‘hogs back’ shape ensures that the highest point is over the area of maximum predicted subsidence. All being well after the prescribed period of settlement the top of the bank in this area should be near to the level of the rest of the towpath. We will see! To help this process the IBCs [IBC=Intermediate Bulk Container, reusable containers for mass transport and storage of liquids – in this case they were being filled with water The bank pre-loaded with water-filled IBCs for a controlled subsidence to pre-load the area of bank liable to subsidence, to induce a controlof volunteers have subsequently reported led settlement] were placed on top of the having nightmares about this episode. bank. We even had time to start preliminary As with every other facet of life the work on the next section of bank. virus has had a major impact on the restoraThe 136 IBCs were filled during the tion. It is perhaps hard to recall that in the second weekend – the bottom course being early part of the year the more or less confilled completely and those on top half filled. tinuous heavy rain was the thing that made Since each container has a capacity of 1000 life on site hard going. Activities on site were litres this was not a trivial task. Two pumps suspended during the initial lockdown from were used. A hired diesel pump drew water March onwards only for the rain to be replaced from the Phase 1 length of canal and delivby a long spell of glorious ‘earthmoving ered it to the tanks, a distance of nearly weather’ which we had no option but to sit 200m. Our little submersible pump was also out. Site activity resumed in late July under pressed into service taking water from the revised working arrangements made possible flooded channel close to the tanks. Ten by the fact that we are Principal Contractors volunteers each day finished the work in a to the Canal & River Trust for the project and day and a half. hence were regarded as ‘working’. It was The Crickheath South vegetation clear- clear right from the first day of restart that if ance is now finished except for two large we were to have any chance of remaining on trees which will be removed later in the programme we had to complete two of the winter. The brash was disposed of in two four sections of bank that required surcharglarge bonfires. Encouragingly the work ing by the end of the year so as to permit seemed to be well received by the local sufficient time for settlement to take place. residents. The next task in Crickheath South Before we could do this the channel bed had is likely to be somewhat harder – raising the to be treated and drained to permit mafunds to finish the work! chines to run over it: major tasks in themDuring the first weekend we had a visit selves. That both tasks have been completed from the most disreputable looking Santa was made possible by a massive amount of ever to have been allowed out of Lapland. hard work by the volunteers backed up by His patter featured lots of festive cheer but help and advice from CRT, Arcadis and our sadly the promised presents are still stuck many suppliers. Next year promises to be somewhere in the Christmas post. A number equally busy – watch this space!

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Wendover

Progress

Wendover Arm Trust’s volunteers are battling mud and water, building dog steps, and taking advantage of the lockdown to plan for the future... into a slurry by the plant machines passing through. We hired a different type of pump The Wendover Arm Trust’s work party in to our normal ones and this one handled the December 2020 started on Friday 4th and ran mixture of slurry and vegetation quite well. through to Monday 14th. We added an extra We pumped water and slurry for most day (Mon) to allow readymix concreting at of the work party to create a dryish area the former swing bridge walls adjacent to between the old swingbridge walls. In addithe new Bridge 4 footbridge. Flood water tion, several earth bunds were created to from previous heavy rain was a problem control the water. during the whole work party.

As can be seen later the flooding The combination of large amounts of caused several problems. rain two to three months ago, and restricted Bridge 4 Stop planks: These planks working due to the Covid-19 virus has meant were designed using the standard CRT calcua large build up of water between Bridge 4 lations and they have been made specifically and the car park. This in turn gets churned fit the stop plank channels in the Bridge 4 new walls. Further work will be needed to ensure that they fit the channels correctly.

Building dog steps and ‘animal access’ points: We have had a constant problem with dogs and other animals getting into the water-filled section of the canal at a mooring wall or similar vertical structure, and then struggling up the next available soil surface to get themselves out. This has caused erosion of the bank down to the Bentomat layer (this is the waterproof liner installed during channel The new stop planks arriving and (below) working on reconstruction to counter the problems of porous ground and severe the swingbridge narrows where they will be used leakage which caused the canal to be closed). The repairs to the damage in the ‘wet’ section will be done when better weather comes along.

In the meantime, we have decided to build these simple block structures at the end of the walls and bridge abutments to alleviate the problem.

Additionally, during recent environmental surveys, it was recognised in the restored but dry section that there were several animal tracks that ran down one bank, across the bed, and up the other bank. We have made more ‘animal All pictures by WAT

Grand Union Wendover Arm

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Left, left middle and left bottom: before concreting of the bed between the base of the old swingbridge walls could begin, the area had to be cleared of water and mud. The pictures show it before pumping and clearance started, after much pumping and excavator / hand clearance, and ready for concreting at last Below: the new concrete disappearing under the encroaching water. As explained in the report, WAT is working on methods for better control of water and mud in future

access’ steps at these points.

Concreting at Bridge 4: The task was to cast 300 mm thick reinforced concrete (2 x 4 cubic metres of concrete) between the newly discovered lengths of former swingbridge wall foundations. The excess rainwater and mud had to be pumped out and the bed cleaned up with an excavator and by hand.

All was ready for concreting on Monday 14th morning and the first concrete arrived on schedule at 10:00 at the car park 400 metres away. After a few dumper loads had

been delivered it was realised that the mud/ water was breaking through the series of mini bunds along the bed. Towards the end of the concrete pour, the picture shows what it looked like, with the new concrete under water! (Concrete does cure OK under water!)

Must try harder next time……

January working party cancelled: sady the January working party was abandoned as a result of Covid precautions, and as we go to press it seems likely that the February and maybe March work parties will suffer the same fate. However, there are

page 31

other things happening in the background, in get on and move the tip material (used to fill particular... in the first section of abandoned canal beHealth & Safety: As seen elsewhere in yond the current limit of navigation at the this report, mud and water have always been Tringford winding hole) off site. The group is a challenge and a driver of potential accicurrently working with CRT and sub-contracdents. The Team Leader group have come up tors to finalise the various agreements and with a potentially better way of shifting the contracts for the first trial phase. A phased water and slurry out of the work area and approach has been taken so that lessons into the restored section beyond Bridge 4 learned from the first excavations and delivback to bridge 4a. We plan to use the centre ery to a remediation works can be incorpoplastic pipes from the Bentomat rolls which rated into the next, larger phase. There are turn out to be 110mm diameter and the around 5,000 tonnes to remove! same as sewer pipe connectors. This will There are other important aspects allow a semi-permanent large diameter drain- being worked on. We need a licence to use age system. the triangle of land next to our existing car We have also been given permission park. The proposed licence agreement has from the Canal & River Trust to use the pile now reached the Herts County Council legal of old stop planks we have on site as we see team and we await their decision. fit. These will be used to create temporary CRT have applied for pre-planning bunds to control mud and water flow in short permission for the proposed new/modified sections of canal. highway entrance on the HCC triangle and To make handling and laying of the for moving the hazardous/non-hazardous tip Bentomat easier with less labour and heavy material off site. We now wait to see what lifting, we are currently evaluating a advice the HCC planning people will give us.

Bentomat handling excavator attachment Tony Bardwell that will take an uncut roll and place it diOperations Director rectly along the canal bank. We will find someone who can do stress calculations and ask them to do some calculations for safety and insurance of a lifting tool.

Work has been done on how we set out and fix the concrete pipe capping formwork (used when casting a concrete cap over the cast iron pipe which was laid in the canal bed to carry on the canal’s water supply function after it closed and was drained) to the excavated bed.

To save time and effort and greatly reduce the possibility of the form Job done: before and after shots of the restored work moving during concreting, the former pumping station site at Whitehouses end design of the form work (150 mm high x 4m long) will be changed to give interlocking sections and a new type of clamp mechanism that holds the formwork at the correct height on the pins inserted in the bed.

Risk assessments and process instructions will be needed before we use this equipment.

Excavating the Historic refuse tip: In another important behind-the-scenes job, a small group has been set up to evaluate the various options we now have to

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Progress Wooden boats The Wooden Canal Boat Society is appealing... not for cash for its latest boat restoration, but for volunteers to help the group move forward...

2021, the society has to get into a phase of growth. For this it needs people. Capable, intelligent, helpful and supportive people.

The boat fleet is of national importance. Up to now the WCBS has relied mainly on volunteers from the Greater Manchester area but, with video conferencing a necessity at present, it’s become possible to some extent to include people remotely for some roles.

Volunteers that the society is currently looking for include :-

Wooden Canal Boat Society

. . . . . .

Retail business development person, to seek out opportunities to expand the outlets for donated re-usable goods.

Fundraiser, to seek grants for boat restoration and other projects.

Administrator, to keep the bureaucracy on the straight and narrow.

Chronicler, a person who can turn up whenever the volunteers are busy with something to take pictures and write about it for circulation in print and electronic media.

Volunteer co-ordinator, to make sure the right volunteers turn up at the right place at the right time, as well as finding new volunteers.

Lots of people to raise funds by selling stuff online (not necessary to be local)

Some of these roles could turn into paid jobs, depending on the success of the first two. Anyone who would like to help should email general@wcbs.org.uk

WCBS

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 of you it grows 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 mush.

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 the waterways. Just as important as keeping the boats is keeping the skills of boatbuilding. There are so few extant and afloat that it’s important to protect and maintain the survivors. The WCBS collection includes the last surviving Runcorn ‘wooden header’ narrow boat and the oldest surviving wooden motor narrow boat.

Beside the heritage aspect, the WCBS is committed to making use of the boats for projects that promote wellbeing for our planet and its people. Hazel is a wellbeing boat, providing time on the waterways for people who have been struggling with mental health issues. The recycling trips, combined with the charity shop, save a huge amount of material from being wasted in polluting landfill. They also provide regular free boating opportunities for anyone who would like to help out. Unfortunately, Covid has caused the suspension of recycling trips.

The next challenge is not just doing another boat restoration but building an organisation that is strong and stable (hmmm, unfortunate choice of words perhaps) enough to keep them maintained and active into what is likely to be an increasingly difficult future.

The WCBS has survived the pandemic with help from Government business support measures.

As, hopefully, restrictions ease through

Forget-me-not passes anglers on the Peak Forest

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Progress Lichfield Canal An update on work on the south side of Lichfield, involving a new channel, restoration of an existing length, and squeezing through a pinch point...

Lichfield Canal

LHCRT

Lichfield and Hatherton Canals Restoration Trust volunteers have concentrated their efforts on two sections during the autumn.

Adhering to Covid-19 restrictions, separate work parties have made great progress at Fosseway Heath and Gallows Reach.

At Fosseway Heath volunteers have continued to create a long section of a new channel, where the route for the restored canal diverges from the original line (which has been obstructed) and runs alongside Falkland Road, part of the Lichfield Southern Bypass. A towpath is being created on the Falkland Road side of the canal, sitting on a massive bank created by building two lines of breeze blocks infilled with concrete and

clay reinforcing a mound of concrete-filled sandbags, topped with turf.

On the opposite side of the channel, sheet steel piling backed with tons of earth allows the construction of another towpath, which in time will provide a circular walk incorporating the Fosseway Heath Nature Reserve and Wetlands. Further progress along Falkland Road is dependent on impending permissions and agreements.

At Gallows Reach, next to Tamworth Road, a small team has been extending the restored length of towpath wall and added a further 160 metres to the Heritage Towpath Trail.

In between these two worksites, the route of the Lichfield Canal between London Road and Birmingham Road has been safe-

Gallows Reach: the increasing length of restored towpath wall and heritage towpath trail

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See back cover for another picture of the Lichfield Canal work

Length: 7 miles Locks: 30 Date closed: 1955

Lichfield Canal

A3 8

Diversions to be built to avoic obstructions to restoration

To Fradley Coventry Canal Huddlesford

LICHFIELD

To Anglesey Basin M To 6 ll Ogley Junction

ass

A4

61

Byp

A5

Fosseway Heath work site Wyrley & Essington Canal to Wolverhampton

To Coventry

A51

Next part of bypass to be built

?

HS2

guarded by a unique agreement involving LHCRT, County, District and City Councils and housing developer Persimmon Homes. The canal route runs through a ‘pinch point’ created by a 450-home housing development at St John’s Grange and the extension of the Lichfield Southern Bypass. After painstaking negotiations, agreement was reached to fit the canal and Heritage Lock 23 into the overall design. Two bridges are being built over the canal to carry link roads between the new estate and the bypass.

Tamworth Road Locks Gallows Reach work site Heritage Lock 23 ‘pinch point’

New channel being built alongside Falkland Road section of bypass

The Lichfield Canal is the name given by canal restorers to the abandoned eastern six miles or so of the Wyrley & Essington Canal. The canal originally stretched from the Birmingham Canal Navigations Main Line in Wolverhampton to a junction with the Coventry Canal at Huddlesford, but this eastern length which included all 30 of the canal’s locks was closed in the 1950s to save the cost of maintaining the locks.

With the remaining length (and much of the northern part of the BCN system) still navigable but very quiet, reopening the abandoned length is seen as a key to getting more boats onto these underused waterways, while also connecting the historic city of Lichfield.

New channel under construction by Falkland Rd: breeze block towpath bank on left, piling on right

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Progress Wey & Arun Canal As with many sites, practical work has been paused on the W&A, but planning is going ahead for the reinstatement of a missing road crossing...

Wey & Arun Canal Solution to road crossing headache: A tricky road blockage standing in the way of the canal restoration and a problematic single-lane road causing traffic problem in the Surrey village of Cranleigh could both be dealt with simultaneously, if the Wey & Arun Canal Trust’s proposal is granted planning permission.

The Trust has submitted an application to Waverley Borough Council to widen the single-lane Elmbridge Road that runs from Cranleigh to the A281, to create a two-way road and footway. The road widening would include a replacement canal bridge, allowing restoration of the Wey & Arun Canal beneath the major obstacle that the current road represents.

Surrey County Council had identified Elmbridge Road as a priority project, setting aside Section 106 funding (developer contributions) from new housing, and these funds will be used for the road widening, while WACT will fund footpath improvements and restoration of the canal itself. The project also includes some “enabling development” on the existing residential plot that will be severed when the canal is reinstated.

The proposal includes the restoration of 330m of the canal south of Elmbridge Road.

The level of the canal will be lowered by about 2 metres to pass through the new bridge without excessive raising of the road.

This will in turn require a new lock (eventually forming the northern limit of the restored canal’s summit level) to be built, towards the southern end of the restored length, and the line of the towpath will be adjusted to cross the canal twice, once via the new bridge and again via a footbridge at the lock.

The project involves extensive improvements to existing footpaths with widening and resurfacing, and the creation of a new dedicated route for the residents of the nearby retirement village to reach Cranleigh’s centre.

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Responses to a public consultation held in October 2019 were overwhelmingly positive, with respondents believing the plans to be an enhancement of the current road situation and enhancement to public access to the canal and countryside.

Keeping up the hours: Despite the limitations of lockdown, the Wey & Arun Canal Trust’s volunteers clocked up an impressive 21,807 hours of work in 2020, just 5,614 down on the previous year.

Working parties were stood down during the spring lockdown and again at the end of the year (and are still suspended as we go to press), and the Trust also missed the visiting working party weekends and canal camps it benefited from in 2019 when three week-long camps were held, along with numerous weekend visits.

When regular working parties were able to resume, teams were kept to small groups to manage the restrictions, but several working parties increased the number of days they operated. The EWG group, which usually operates on a Thursday, began working across five days a week with reduced numbers to make up for lost time on the Harsfold Bridge project at Wisborough Green. Despite winter storms, flooding and the pandemic hampering construction, the team managed to complete the project on time in the late summer as a result.

Volunteers were also able to work across several days at the latest major project, the Tickner’s Heath road crossing at Alfold, Surrey.

Operating during the pandemic also created extra hours for the directors and back office volunteers, as they worked on how to operate the Canal Centre, boat trips and working parties safely. Their efforts meant the Canal Centre operated and boat cruises were able to run from August through to the end of December, bringing in much needed funds.

If you would like to volunteer in any way, please email support@weyandarun.co.uk to express your interest.

navvies Tired Tyres?

News article and arrange a tyre replacement now!

When you find the four digit number, the first two digits indicate the week number and the second two digits indicate the year. So for example if it says ‘3017’ then the tyre was manufactured in week 30 of 2017.

One other thing to note: if you are using retread tyres (sometimes known as remoulds), then the date of the retread process is used rather than the original manufacture date, and it will be this date that is on the sidewall.

Yes, it is an old pun, but that has never stopped me before. Legislation came in on 1 February to ban tyres over 10 years old in certain circumstances, these are: 1: The front steered axle of any HGV, bus or coach 2: Any single wheel fitted to a minibus (i.e. it does not apply to dual rear wheels) Related to this it is also a requirement for all tyres fitted to these vehicles to have a legible date code. If the date code is missing or illegible on a tyre that comes under these new rules then the vehicle will fail its annual test; if the date code is missing or illegible on a tyre that is fitted to one of the above vehicles but not affected by the legislation (e.g. on a dual rear wheel axle) then a minor fault will be recorded (what was previously known as an ‘advisory’).

What does this mean in practice? Well, leaving aside HGVs, buses or coaches (where your designated transport manager will / should already have this well in hand), if you are running a minibus (whether owned privately, by a charity, by a business or hired in) then you need to make sure your tyres are up to date. Note that the legal definition of a minibus is 9 or more passenger seats (not including the driver) which means the majorAbove: where to find the date code. Below: ity of canal society vehicles will not actually this tyre was made in week 38 of year 2017 be affected by this change. That said, although none of the WRG fleet (which have at most 8 passenger seats) come under this new law, we have made the decision to comply with it voluntarily and my personal view is that anyone running a vehicle should do the same – I have been the driver of a large vehicle when a front tyre (despite visually being fine at the start of the journey) let go, almost certainly due to age deterioration. It was not a pleasant experience and I was very lucky no-one got hurt.

To check the age of your tyres, you need to find the date code. This is a four digit number embossed on the side wall of the tyre, normally within an oval outline.

Note if all you can find is a three digit number then the tyre was manufactured before 2000 - in which case stop reading this

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navvies (Not) Coming (anytime) soon...

We’re afraid that despite best efforts to plan for getting some WRG activities going sometime this year (see pages 8-11) it’s going to be a frustrating time for at least a little while yet. Not only are there currently no Canal Camps or mobile groups’ weekend digs happening, but several other non-restoration events that our volunteers usually get involved in have also been cancelled as a result of Covid-19, some for the second year running. Events NOT happening which were originally scheduled for this spring include: The IWA Canalway Cavalvade festival at Little Venice in London The BCN Clean Up The Rickmansworth Canal Festival The IWA Trailboat Festival on the Chesterfield Canal As we go to press some canal societies have also suspended their regular restoration working parties, while on other sites local volunteering (ie without overnight accommodation or catering) has carried on as a ‘permitted activity’ under stringent policies and checks and no doubt more sites will open up as the lockdown is eased. See local canal societies’ websites or Facebook pages for details.

· · · ·

New from the Hub...

The Inland Waterways Association’s Restoration Hub has continued its series of online seminars, primarily aimed at those of you who are involved in local canal societies and other restoration groups, but also likely to be of interest to some WRG / mobile volunteers.

They include a funding workshop, held online on 12 February but which should be available as an online video by the time you read this. Ian McLintock from Charity Excellence Framework offers his advice, tips and tricks and expertise aimed at improving the prospects for your funding bids during this difficult time when grants are hard to find.

And on 25 Febuary Jo Henderson will be presenting What’s Your Story, an online presentation on what’s meant by the ‘good content’ that any fundraising professional will tell you that you need to put out on digital

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News media, and how to tell your story effectively to attract new support to your project.

Finally there’ a video of a restoration workshop Supporting our Volunteers with Canal & River Trust National Volunteering Development Manager Edd Moss leading a session exploring what is good practise in volunteer management. It includes providing a consistent journey for your volunteers; how we’ve all had to change in the past 12 months; and how volunteer managers can create more flexible opportunities to work around people’s lives and meet changing demands.

See waterways.org.uk or contact jenny.morris@waterways.org.uk if you need help in accessing any of these, or any other IWA Restoration Hub resources.

New head of head office...

As Mike Palmer mentioned in his Chairman’s Comment, in early February the Inland Waterways Association (WRG’s parent body) welcomed its new permanent Chief Executive, the senior member of the professional staff at our head office. Phil Hornsey replaces replacing the temporary appointment of Sarah O’Grady, who in turn replaced the long-serving Neil Edwards when he retired in summer 2020.

Phil comes from British Rowing, the national governing body of rowing sport, where he was Director of Membership and Community, and has “spent many years on and around rivers and canals”.

infill Deirdre’s back!

Dear Deirdre Have you a tip for staying warm on site in winter weather?

- Derek, Basildon

Deidre writes I have, Derek – but you’re not going to like it. In this frosty weather I cannot recommend enough that you experience the joy of tights for men.

They’re anti-chafing, insulating, and the good ones offer knee and calf support too. So cast aside your reservations. We’re all a lot more relaxed about those tedious gender norms now – and Russian men have been wearing them for years. If you’re still uncertain, search online for ‘compression leggings’ and pretend it’s not exactly the same thing as tights.

Dear Deirdre After a year spent huddled indoors through the pandemic I feel totally out of practice (not to mention out of shape). Can you suggest any exercises to get me back in trim ready for when I can go on camps again?

- John, Leicester Deidre writes If you’ve been doing lockdown properly, then you shouldn’t need to do any further preparation to return to site. In lockdown 1 you’ll no doubt have started breadmaking. All that kneading will have maintained the arm strength you need for bricklaying. And if you’ve managed to keep that horrible mucky puddle of sourdough culture alive for any period of time, you’ll have no trouble keeping a bonfire going.

In lockdown 2 you will of course been doing PE exercises with Body Coach Jo Wicks, and those squats and shoulder work should have got you ready for barrowing and moving materials. And in lockdown 3 you’ll have learnt to endure the certainty that things will never ever change or end but that we must all endure forever, which is great preparation for working on any canal project ever.

The only skill you’re likely to have forgotten is how to talk to another human being in a normal way about normal things. Luckily in WRG that’s never really been a requirement so you’ll fit right back into the team.

London WRG Awards: Only holding one dig in almost a year didn’t stop London WRG from presenting its annual awards, chosen by online vote at a virtual ceremony in February. Recipients this time included Dave ‘Moose’ Hearndon who won the Lame Excuse Award (the London WRG Crutch) for literally having a ‘lame’ excuse - he apparently couldn’t come on a dig because he’d inadvertently steam-cleaned one of his feet, and Paul Ireson who won the Driving Award (the trophy would have been a hub-cap from a long-deceased WRG van, but we can’t find it any more) for his splendid effort in kindly dropping Dave off at a handy bus-stop on his way back from a Chelmer dig - having not realised he would be driving right past Dave’s house...

To find out the rest, you’ll have to wait for the next London WRG News, which will be published when editor Fran’s got some dig reports... which might be a while... speaking of which...

You know it’s been too long since you went on a canal dig when... (continued) ...you smile fondly when you remember the combined effect of six snorers in the same room. ...all your digging trousers have mysteriously shrunk in the cupboard. ...your novelty brick trowel bottle-opener has seen more use in the last year than your actual trowel. ...you’re on the standard van driving course for your work, the day involves a long wheelbase Transit van, and you smile to yourself when you hear the side door closing reminding you of all the journeys to site with eight other people. ...you toast some bread, and it makes you sad that you don’t hear at least four other people yelling to you to ‘put some in’ for them.

Thank you to the various contributors on the WRG Facebook Group for this latest batch.

I really hope we can soon end this series and start doing “Things I’d forgotten I liked about digging until I went on my first working party for a year” or something like that instead ...Ed

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