Birmingham & Dudley

by Chris Adams

Friday 13 February : I'd arranged with the office for an early start (subject to Milburns' having completed their works). We left at noon just as the cleaning staff shouted that Rodbaston hadn't been cleaned. As we were the last to have had the boat the only dirt was from the Braunston show and as this only involved a bit of stuff on the carpet, a few dirty dishes and a fire full of ash we decided to forego the cleaning and set off. There were 5 of us (Kay, daughters Helen and Jenn, plus Jenn's boyfriend Mike and me). In addition to Ownerships willingness to clean the boat following the show, they'd also left a full 25kg bag of coal on the boat which I thought was good of them. We were heading to Birmingham as the Grand Union via Knowle was the only "long distance" route that was open out of Stockton Top. Consequently we immediately hit the Stockton locks and it was only after leaving these that we could test the modifications to the running gear. Our opinions on the modifications and work still to be done follows ...

Fault, Task, Request		Comment
Excessive "transmission" noise at 1200 - 1600 prm	J	Fixed - absolutely no problem at all now - it appears that the grinding flat of the edge of the prop. has cured this. There's a photo in the relevant section of the website which shows that the prop. edge has been "flattened" (don't ask how I photographed the prop. - all will be revealed !). When speaking to the engineers at Goldsbrough boats they said that this modification was well known to cure "singing" which I thought was an odd name for the racket that we initially suffered .
Tiller difficult to turn	J	Fixed - no problem at all now that the leading edge of the rudder has been "chopped" off. There is a slight tendency for the rudder to want to go to the right at over 1800 rpm as it is pushed by the propeller outflow but is in my opinion perfectly acceptable. We've now got a different tiller, slightly longer than the original - it is better with the new one - the only (minor) problem is that it no longer fits neatly into its storage point inside the boat.
Grouting behind stove	J	Fixed
Move coat / key hooks		Not done yet - Roger Davies had already said it would be done when convenient
Damp under both (sitting on) cushions in front saloon	L	Still too wet but there's no obvious way in which they can gain moisture. I'm starting to wonder if they were wet to start with and have simply never dried out. I left them off the framework to dry out a little. I suggest that whoever is on next leans them against a hot radiator for a while.
Centre Ropes	J	2 extra ropes supplied as requested (so we've now got 3 i.e. a spare one)
Windlasses with plastic sleeves		We asked for 2 of these in addition to the 2 fixed windlasses on the boat. One has been supplied. We had a sleeved windlass of our own and have left it on the boat so there's no need to pursue this one.
Anti Vandal (handcuff) keys	L	Allen Matthews said at the owners meeting that these would be supplied on the boat. They haven't so we used our own (which we forgot to leave on the boat).
Anchor	J	Supplied. Someone who understands these things needs to connect the anchor to the chain and then to the rope - I put it all in one of the lockers in the cratch.
Supply of paint	L	Allen Matthews had said that he'd supply tins of the correct exterior paint. So far we've only got brushes and white spirit. The boat has taken a few knocks now it and needs some touching up. If Ownerships can't supply the paint we need the paint specification so that we can obtain our own.
Hot water system	J	The gas powered system is working and supplies hot water to both taps and radiators, but it clearly isn't the most powerful system. Patience is needed before anything gets warm - much patience is needed before everything gets warm. It's clear to me that, in the winter at least we need to maximise the use of the stove and rely on the engine to provide enough hot water for a bath or two.
Engine emissions	J	I was critical of these at the New Year. I have to accept that the emissions were acceptable this time round and as no work has been done I guess it was just the fact that it was freezing in January that caused greater than normal smoke. However the engine is built to a very old design and although its simplicity and reliability may be wonderful I'm sure it will always be a little dirtier than modern designed engines.
Heat guard for stove	L	No action on this. We've used the beds in the galley and haven't felt at risk because there's no guard between the bed and side of stove, so for me I don't need anything there. However if there's a strong desire for such a guard I'll certainly support that wish.
Heat from cooker damaging venetian blind	L	No action on this. Because we knew about this problem we ensured that the blind was up when cooking. An aluminium blind would be safer though. Having looked around chandlers I see that there is a cooker cover available for our model but is useless for Rodbaston because the hob is installed at 90 degrees to the normal and therefore a cover would only protect the space over the washing up bowl.
Leak from draining board	J	No problems noticed so assume this was fixed when first reported in December.
Screw holes by blind need filling	J	No problems noticed so assume this was fixed when first reported in December.
Front & rear doors need easing	J	Done
Door to main cabin requires catch to be repositioned	J	No problems noticed so assume this was fixed when first reported in December.
Second stool	J	Supplied
Drugget	L	Not done
Mooring hooks	J	Supplied
Magnet on cord	J	Supplied
Scotchguard		Not sure if I'd be able to tell if this has been done - I don't think it has been, but it was only a week or two since Martin instructed Ownerships to do this so it's still a little early to expect it done.
Drinking water	J	Those on the boat in December will know that the tap water was virtually undrinkable - don't know whether it's because of a sterilising additive or if the taint is imparted by the tank itself. So first thing we did this trip was to run the cold water out of the system and refill the tank. This worked fine although a minor, acceptible taint reappeared after a few days - no longer a problem though.
Mobile phone	J	Installed - good for all incoming calls but the only outgoing calls are to various Ownerships numbers, emergency services and B.W. Phone number is ... 07709 400845
Vinyl cushions over seats in cratch	J	Supplied - hadn't even realised that these were part of the inventory. Much brighter with them now in the cratch.

Oh - we've left a couple of small, cheap bins in the bathroom and toilet.

Anyway on with the trip report ....

We carried on non stop to Bridge 34 which is a nice spot to moor. Stayed on boat in evening.

(20 locks, 6 miles)

Saturday 14 February : Kay and I made a very early start at 7 a.m. and progressed along the long pound through Leamington Spa and Warwick. The rest of the team were up and had breakfast just in time for the Hatton flight. With no-one else around (on average we only saw 1½ moving boats each day for the holiday) we started Hatton at 8.35 a.m. and were clear at the top by 11.10 a.m. I thought this was good going even with 5 of us. No other boats seen anywhere on the flight.

Although we had planned on carrying on non stop our good work on Hatton was rewarded with having enough time for lunch in the Navigation at Lapworth. Cracking pub, great food and beer, but try to find a seat in the bar - the back room / family room is somewhat sterile.

In the afternoon it was up through the seemingly massive Knowle locks and onto Catherine de Barnes to moor ("last safe moorings before Birmingham" according to the experts). It being Valentines Day we set up the forward saloon with table cloths and candles and waited on Jenn & Mike so they could have a (surely) unforgettable Valentines Day dinner. After they were fed Kay and I went for a pint or two in the Boat next to the canal. Yuk - Valentines Day sloppiness everywhere !! Didn't actually think much of the pub - boring expensive Miller's Kitchen "fayre" - a couple of good beers though.

(28 locks, 18.1 miles)

Sunday 15 February : Another early start for some of us as we made progress through the deep cutting beyond Catherine de Barnes. This is a summit pound stretching about 8 miles to Birmingham. The water level was low and the masses of leaves kicked up from the bottom needed a quick blast of reverse on several occasions. We reached Camp Hill top lock about midday and had a look at B.W.'s new facilities building which has just opened there. It's very impressive - huge shower cubicles - clean toilets - a laundry - plus it's warm !. It's sited in an old basin and looks secure although as yet the only place to moor is in the (insecure) top lock - I assume that mooring rings or pins will eventually be sited in the basin. Down Camp Hill and onto the Digbeth Branch, then the short Ashted flight together with it's tunnel ...

Ashted Tunnel : The short Ashted tunnel in Birmingham caused a problem. I've passed through here several times on other boats without mishap. However Rodbaston has a higher roof profile than many boats and so extra caution needs to be taken in confined spaces. The problem with the Ashted tunnel (so I've now discovered) is that the boat enters and exits the tunnel fine with no apparent risk of the boat making contact with the brick tunnel roof opposite the towpath. Unfortunately there's a couple of points along the tunnel where the side walls bulge inwards. This sadly took me and the cratch cover by surprise and a couple of small holes were punched in the vinyl where it rests on steel points. When we returned back through the tunnel a few days later I filled up first with water to drop the boat in the water as much as possible and Kay walked the towpath holding front and centre ropes - we took it very easy but only just avoided further damage. Speaking to old hands a few days later it appears that this is a well known problem (the extensive gauging of the brickwork confirms this) and that a popular fix is to drop the level of the pound in which the tunnel sits - anyway the moral of the story is to take GREAT CARE in the Ashted tunnel and use the ropes to keep the boat off the non towpath side.

After Ashted the climb up the 13 lock Farmer's Bridge begins. This area has changed dramatically over the years and the flight now has new office blocks and expensive looking apartments to the side and above it. Having made good progress we went for a run around the Oozells Street and Icknield loops before mooring for the night in Brindley Place. As it was a Sunday we knew from past experience that it would be quiet at night time - not sure if I'd fancy the same spot on a Friday or Saturday night though. It was still only 4 p.m. so some of us went for a quiet pint in the Prince of Wales, some went for a noisy pint in Broad Street and Helen, the sensible one, stayed on the boat. We then went for a quick shop in the very handy Sainsbury's Local on Broad Street and then regrouped for a meal on the boat. After that Jenn and Mike went "clubbing" it but returned an hour later too tired to "club" it anymore - kids ey, anyone would think that locks were hard work !

(23 locks, 13 miles)

Monday 16 February : Jenn & Mike left us at 10 a.m. to catch their train back to Manchester. After that Kay, Helen and I went for a walk around the City Centre then to Sainsburys to stock up. We departed at 2 p.m and turned left at Old Turn to head along Telford's New Main Line. We stopped a couple of times along the Main Line to clear the weed hatch of plasic bags, coats and wire - incidentally it's not the easiest weed hatch to get into as the big silencer blocks the best access to it - so any wire cutting required is a bit more difficult than on many boats.

We turned left at the junction with the Netherton Tunnel branch then through the tunnel to moor with one other boat at Windmill End - very quiet here as elsewhere.

Kay and I took a 10 minute walk to one of the jewels in the crown of the pub world. This is the Olde Swan, better known as Ma Pardoes, in Netherton Town Centre. In the '70's this was one of the last four remaining home brew pubs in the country - we'd not been there for 21 years. It was closed for sometime but has now been restored magnificently. Apparently there's a restaurant attached to the pub but sitting in the bar I didn't even realise it. The home brewed beers were, as ever, excellent - slept well !

(0 locks, 8½ miles)

Tuesday 17 February : decided to do one of the rarely visited parts of the BCN and went via the Gosty Hill tunnel to the present terminus of the Dudley No. 2 canal at Hawne Basin. In the basin is the home of a canal trust and about 50 moored boats. There's a great community atmosphere down here and boaters were appearing from their boats to help manoeuvre the boat or chat. Just to make the journey appear worthwhile we bought a gas refill. Returned via Windmill End and Netherton tunnel and resumed our journey along the New Main Line. Had lunch on board outside Caggy Stevens' boatyard. Then through the Factory locks, turn left and ahead to the Black Country Museum moorings. Someone is redeveloping the tow path side so had to moor on the museum's own moorings. This is a great place to spend a night - very atmospheric with the shire horse stables directly above. The museum is well worth a day trip plus an opportunity to travel through the Dudley tunnel in one of the special trip boats that actually meet the restricted gauge in the tunnel.

(3 locks, 10 miles)

Wednesday 18 February : turned towards Birmingham via Brindley's Old Main Line. At Oldbury we turned onto the Titford Canal to have a look at it. Six locks up is the old Engine house that has been restored as a boaters' facility and meeting room for the BCN Society. At the Tat Bank branch alongside here some floating pontoon moorings have been installed for long term moorings with excellent electric and water supplies for each boat. The reason for the floating pontoon was so as to retain the old towpath so that the water voles would not be disturbed. Above the engine house the Titford Canal proceeds past the Banks' brewery maltings to the Titford Pools. These small reservoirs used to be navigable bit there's so many broken trees in the water that I wasn't going to risk it so we winded and returned to the Old Main line. After passing over the New Main line we took another dead end detour along the Engine Arm. Boats entering this stretch used to have to be pulled out as there was nowhere to wind. In recent months B.W. have spent a lot of money creating a very fancy winding point with a facilities building (toilets, showers, laundry, self pump out). A car park and secure long term moorings are also available.

After this diversion it was back into Birmingham and we moored on the new moorings on the Oozells Street loop around the corner from Brindley Place. Oozells Street is very quiet - hard to believe it's in the centre of a bustling city. Did some shopping in our, by now, favourite Sainsburys' Local then went for a meal in one of the many restaurants in Brindley Place.

(15 locks, 11½ miles)

Thursday 19 February : Began the return journey for Stockton by filling up with water at Farmers Bridge, then squeezed back through the Ashted Tunnel and up Camp Hill locks to join the summit of the Grand Union. The water level was now even lower than it had been on Sunday. Unfortunately it was along this stretch that we had a serious problem with fouling of the propeller. It resolved itself eventually but at a cost of about £300 (actual cost to be confirmed) which of course is a big hit to the sinking fund. I hope that British Waterways will accept their responsibilities and contribute towards at least some of the cost. The transcript of my letter to B.W. and note to Roger Davies explains the sequence of events ...

(23 locks, 7 miles)

Letter to British Waterways ...

British Waterways,

Peel's Wharf,

Lichfield Street,

Fazeley,

TAMWORTH

Staffordshire

B78 3QZ

Grand Union Canal, west of Catherine de Barnes - Low water level & serious fouling of propeller

On Thursday 19 February we were cruising along to Grand Union Canal from Birmingham to Knowle. We were warned at Camp Hill top by an approaching boater that water levels were low and that they'd become stuck in a bridge hole. The water level on this section looked to be about 8 inches low. However as the northern Stratford was closed we had no other way to get back to our base at Stockton Top so we pushed on.

We took great care through bridge holes closely watching the back end at each and only became stuck in one (Br. 86) but were able to pole ourselves out. A few trips down the weed hatch were required to remove the usual detritus but this was not unexpected. As soon as we passed under Br. 83 something big appeared at the rudder - I tried a quick burst of reverse but it happened so quickly that the engine cut out as reverse engaged. A poke around with the boat hook revealed that it was a big steel sprung mattress that had attached itself to the boat and that various Christmas trees and other woodwork were engulfed by the mattress. All this was submerged and unseen as I approached the bridge. I tried for an hour to cut away the mattress from the prop. but it was hopeless. After contacting Ownerships (management of boat) Stephen Goldsbrough boats came out and spent nearly 2 hours trying to clear the prop. but it was evident that it had to be cut away from underneath. By now it was getting dark.

We were left for the night stranded in mid channel in a cutting close to Br. 83. We turned off the lights so as to be less conspicuous and fortunately we were a little too far from the bridge for any damage to be caused when the inevitable quick shower of stones were thrown from it. If the stone throwers had ventured on to the tow path I doubt that we would have had many windows left unbroken. I was travelling with my wife and young daughter and the fear that we would be attacked was real.

The next morning Goldsbroughs sent out a boat to tow us to Knowle where the offending mattress was removed in an empty pound. The cost of the recovery proved expensive, about £300 as the labour cost of the call out and subsequent tow reflected the distance from Br. 83 to Knowle.

I believe that British Waterways has a duty to keep this section of the Grand Union navigable. Because of low water levels and detritus left undredged in bridge holes it was probably inevitable that at least one boat would have serious fouling of the propeller - unfortunately for us it was us.

I hope that you will accept that B.W. could have made greater efforts to keep the canal navigable and safe and that you will contribute to the cost of retrieving the boat and clearing the propeller. Our boat, Rodbaston, is managed on behalf of its owners by Ownerships. The bill for the recovery will be sent directly to Ownerships for settlement although ultimately it will be the owners that pay the bill. Perhaps you could contact Ownerships General Manager, Roger Davies (tel: 020 8888 5555) to check the absolute cost of the bill and agree a contribution towards the cost to reflect the contribution that B.W.'s negligence in failing to keep the waterway navigable and safe had in causing the fouling of the propeller and subsequent distress.

On a more positive note we were very impressed with the new facilities buildings at Camp Hill and the Engine Arm - it's a shame though that some of this capital expenditure can't be switched to revenue expenditure to dredge the canals.

Yours faithfully,

Chris Adams

n.b. Rodbaston

Additional note for Roger Davies ...

Goldsbrough boats arrived within 45 minutes of the call out. Richard (Goldsbrough) spent 1½ hours at the boat, so labour was probably 2 hours including travel, plus mileage cost by car (say 14 miles). Dave (Goldsbrough) arrived by boat at 0830 on Friday (having "done" the first hour to Catherine de Barnes the previous night, then setting off at 0700 in the morning). Having a small boat he was able to wind close to Rodbaston and after securing the boat the tow started at 0900. Dave's boat was certainly powerful - I had my doubts that we'd move because the sheer weight of the trees stuck to the mattress was considerable. After a short distance it was evident that the trees had been pulled off plus all the mattress stuffing but the mattress itself would not break free. We effectively dredged the canal back to Knowle and the journey took 3½ hours. The sunken leaves in the cutting at Catherine de Barnes caused some loss of power and control at times. Once at the boatyard all the Goldsbrough team came out (say 5 of them) to help empty a pound between locks and manoeuvre the boat so the back end was resting on silt. The actual cutting of the mattress took about 20 minutes using bolt cutters and we were free and away at about 1315. The tow will have taken 6½ hours in total (plus boat mileage costs). At the boat yard another 1½ hours labour seems reasonable. Total hours = 10 approx. plus expenses. The service from the boatyard was excellent, especially from Dave who boated that first hour on the first evening. On completion I asked the manager (Russ I think) for a guess about the cost - he thought about £300, this purely being a labour cost. He said he'd need to calculate it and then speak to you. I left a gratuity for Dave for his special effort in getting to us so early in the morning (on his wife's birthday as well !).

Friday 20 February : After getting away from Knowle we were running the best part of a day late and as we needed to be off the boat by Sunday tea time we had to get a move on. The section after Knowle is lock free and we arrived at the top of the Hatton flight by 5 p.m. - spent a restful relaxing nice quiet night there.

(5 locks, 7 miles towed, 8½ under own power)

Saturday 21 February : Our delays meant that the three of us couldn't take it easy down Hatton and with no one else around we set off at 9 a.m. and it took 3½ hours to make the descent. Definitely time for a pint so we called at the Cape of Good Hope where the food and beer is always excellent. After the 2 locks at Cape it was the long pound through Warwick and Leamington. We stopped briefly at the canal side Tesco in Warwick (own moorings opp. towpath) which must have opened fairly recently. Spent the night back at bridge 34.

(23 locks, 7½ miles)

Sunday 22 February : Locks are spread out for the next few miles so no opportunity for serious cleaning of the boat (we've contacted Barbara Payne to do a valet sometime this week). Arrived at the Blue Lias pub and had lunch there (pub is OK, very popular - weird interior decor). After that it was up the Stockton locks, arriving back at Stockton Top at about 4 p.m. By the time we'd completed the paper work and emptied the boat it was getting dark so we didn't have chance to wash the exterior fully (managed most of it though). At least we finished the brasso work.

(20 locks, 6 miles)

End of Holiday Report items

Item	Comments
1 x Gas; 2 x pump out; fill with fuel; valet boat
Repair damage to cratch cover	Damaged in Ashted tunnel
Replace missing cratch cover stud on left side	This was missing when we took the boat out at New Year. In my New Year EOH report I asked if it was worth replacing - now that I've seen the wind get under the cratch cover I decided to be more assertive. In any event the missing stud leaves a hole in the cratch woodwork which will eventually rot.
Can damaged FM aerial be replaced cheaply	This was also like this at the New Year (top telescopic part bent over and ready to drop off). It seemed too trivial to mention before when we had more serious snags but should be fixed. I assume it'll only cost a few pounds.