NOTE FROM AUTHOR

"Crick Wharf is an immaculate example of a regency wharf that was purchased by developers in spring last year. They apparently had every intention of waltzing in and knocking it down, but I got wind of it, alerted the various history gangs and managed to rummage out enough of its story that the developers couldn't use the "not of any historical interest" excuse to whop it with a bulldozer!"

Crick Wharf showing The Moorings café before it was sold...

On the 9^th August 1814, 3 boats, and their boatmen, had been scrubbed to within an inch of their lives and now sat waiting at Crick Wharf.

A rather harassed clerk had overseen the lead boat being festooned with flags and flowers, and watched a  band carefully wedging themselves into the front end, before drumming it into the boatmen to be seen and not heard.

The newspapers describe the passengers for the lead boat as “a large assemblage of beauty and fashion” while the others are merely carrying “such ladies and gentlemen who chose to be of the party,” but we can safely assume that they were all politely bred enough to carefully ignore the fact that they were joining the opening journey of the Grand Union Canal at what was, in essence, a building site.

It was probably a practical decision. Although the newspapers tell of the journey beginning at Long Buckby, it wouldn't have been possible to do the whole journey in one day and still have time for the lunch at Welford junction and a slap-up meal at Market Harborough.

So the train of boats set out and pretended that Crick hadn't been there. Probably by accident, they gained a pair of flyboats as a rear-guard to Welford junction, who finally managed to overtake when the party boats stopped for lunch.

As soon as the posh people had left, the builders carried on. It's hard to know exactly what was completed when the trio of boats passed by, but it is likely that the small wharf office was completed and at least the foundations built for the T-shaped wharfinger's house. There would also be 3 lime kilns, a brick clamp and at least one cottage being built, as well as the stable, the pigsty, the warehouse, the stables and the outbuildings.

The house was finished by December, when the company advertised both Crick and Husbands Bosworth wharves for immediate lease; Crick is described as “a new and substantial House, Coal-Sheds, and about one Acre of Ground.” , which suggests that the warehouse and stables weren’t completed. They were done by March 1815, when the Northampton Mercury advertised that an auction would be held on the site and all the leftovers from the tunnel construction would be sold. It is fair to assume that the company wouldn't be selling bricks if they still needed them to complete their wharf.

The first wharfinger was John Foster, who introduces himself in 1816 advertising that he has both Crick and Husbands Bosworth wharf, and an ample supply of “coal, cokes, limes etc” and “excellent warehouses” for the storage of goods.

John Foster appears to have got his position at the wharf largely thanks to being one the two brickyards that produced all the bricks for the tunnel, Foster’s brickyard being sited just over the road from the wharf. He was, by all accounts, a well respected man about the village and his narrowboat pair were crewed by local men, who left their families in the village for a week or so at a time to take the boats to Derby and back for coal.

Crick Wharf with the Wharf Inn and outbuildings

When Foster left the wharf for the last time in 1850 destined for his final resting place in the grounds of the Methodist Chapel, the wharf was quickly let out to London shopkeeper Benjamin Rowley and his wife, who appear to be the ones to open up the wharf house as a pub, The Grand Union Inn.

Rowley did not stay all that long, leaving in 1854 to run The Railway Inn in Great Bowden, and he was briefly replaced by William Edmunds, who promptly died.

Christopher Goddard took the reins next, and under his hand we see the wharf clearest for the first time.  Goddard had arrived at the village as a groom in the vicars household, and married a local girl. When the wharf became available, he leapt at it and they moved in 1858.

The wharf then was not the peaceful place we see now; iron-shod horses clattered in and out drawing wagons, steam driven fly boats arrived in a shower of steam to bunker up, horse boats glided through, a crane rattled as it lifted mighty blocks of stone from the cargo holds, the 3 lime kilns (sat where the basin is now) and 2 brick kilns (behind the lime kilns) billowed smoke to the sky, and the voices of men, women and children pierced over the din to shout instructions and call greetings.

The Goddard’s were enterprising and invested. Mary, his wife, set up a successful laundry sideline for boaters' washing and Christopher earned the pub a good reputation in dining and hospitality.

Good enough, in fact, that the company appears to have been quite prepared to have to hire another wharfinger so he could concentrate more on the pub.

But this prosperity couldn’t last. Trade depended heavily on the canal being open and the company had been neglecting its maintenance, resulting in closures and stoppage. By October 1866, the Goddard’s were done. They sold everything; “painted French, iron, and other bedsteads; straw paillasses, painted dressing tables and washhand stands, 8-day clock oak case, mahogany and deal 1-leaf and round tables, oak corner cupboard, parlour carpet, 11 and one arm Windsor chairs, six oak-framed ditto, hair seated ; six and one arm rush-seated ditto, brass bottlejack, brass, iron, steel, and other fenders; sets of fire irons, 12 iron spittoons, moderator and other lamps, clothes horses, two buckets, quantity of jugs, mugs, and glasses, 24-gallon copper furnace, oven and ironing stove grate, four club room tables, with tressels and forms; stone hammers, lime hooks and drag, quantity of faggots and coal slack. Also a useful cart horse, coal cart, sow and five pigs, fowls, and other effects” and left the wharf.

In spring 1867, the maintenance boats were deep in the drippy darkness patching up the tired tunnel by the flickering light of candles when there was an ominous rumble and the a chunk of the roof fell down nearly burying them alive.

Unlike previous little mishaps, when canal traffic had been able to creep cautiously by, this time the line was shut. Although it was only closed completely for about 2 months, the ramifications were severe. Cargo was rerouted or lost altogether, and the intermittent stoppages meant that boats timed their journeys differently to miss out Crick. Steamers that didn’t stop at all began to take over, and then the company added insult to injury by raising the rent.

The company moved Thomas and Ann Browning into Crick from Husbands Bosworth as soon as they could. These were seasoned wharfingers with excellent credentials, and perhaps the company hoped they could turn the fortunes of Crick around.

But the wharf was quieting off. The biggest excitements came in 1874 when it was reported that Browning had an apparently never ending crop of oats, and in 1880 (under the new wharfinger, Browning's nephew, Page Osbourne) when a passing policeman saw two lads sneak out of the back door of the house and wriggle through a hedge. He gave chase, bringing down the first as he was throwing apples away, and easily pouncing on the second who was having difficulty making an escape because his trousers were stuffed with onions.

Osbourne left in 1884 and was replaced with Thomas Groom, and then by George Coleman and his mother. Coleman seems to have supplemented his income hiring out his horses, but stopped when after his pony threw the boy riding it and broke both his arms. After Coleman’s unexpected death in 1894, his mother Emma carried on the wharf with the help of Walter Crofts, who she hired to manage the wharf side of business.

Emma appears to have had no love for the boaters who she served, taking one to court after his narrowboat damaged her rowing boat that she’d left sticking into the canal channel, and having another one charged for pinching a leather strap strap to replace his own broken one.

Walter Crofts with his wife and daughter in 1906

On her death in 1904, Walter Crofts quietly and competently carried on the wharf. He proudly posed in 1906 for the camera in front of the inn beside his wife, his daughter and his sister in law.

His tenure saw the wharf welcome its first real pleasure boating in the form of Sunday School excursions, during which 150 or so children and their keepers were stuffed into specially cleaned out boats and taken on a return trip to Hemplow for a picnic.

Crofts death in 1933 signalled the beginning of the end for the wharf. Briefly going to Albert Ernest Foster Sabin, the last wharfinger is Alan Godfrey Ward, who was there barely less than a year when when Superintendent Lawrence opposed granting the Grand Union Inn its license renewal on the grounds of redundancy.

He seems to have had it in for the wharf for some reason, explicitly telling Ward not to bother when he took the license because objections would be made at the renewal. At the renewal he skews the facts, citing four license transfers in 12 months as evidence of the wharf’s futility, but failing to mention the first two were due to death. He cited the wharfs trade between October to March was poor, and that it only used 162 gallons of beer, 3 bottles of sherry, 7 bottles of port, 6 bottles of whiskey and 1 bottle of gin in the time period, but failed to mention that winter stoppages had affected trade.

Despite the best efforts of Ward’s solicitors, Superintendent Lawrence got his wish. On the 29th April, 1935, the final refusal was issued and the Grand Union Inn closed for good.

The company tried to fight the decision, but the wharf sat empty until after the second world war, when they rented the house out to maintenance man, Charles Smith. He wasn’t there long, leaving when the canals were nationalised, and in 1950 the wharf burst into life once more when British Waterways moved their concrete piling manufacture to the site, and moved in Reg Fuller as the foreman.

Crick Wharf in 1961

Around 1960 BW decided to move the production to Hillmorton. Reg and his wife remained in the wharfingers house, and the outbuildings were once again rented out; Ted the carpenter set up in the stables and was character enough that it was his name that adorned the side of the restaurant; ‘Edwards’.

Reg and his wife left in 1971, having been witness to the wharf welcome back working boats of a kind - hire boats. ‘Just Boats’ operated from the site from 1969 with varying success.

The site was approaching its final transformation into the site we see today. In 1979, the last traces of the lime kilns were obliterated by the creation of the basin, and the pig sties and small outbuildings adjoining the wharfingers house were flattened to accommodate the spoil heap. In 1986 the warehouse was transformed into a restaurant, and there were plans to make the wharfinger's house into something akin to a hotel, but the latter never came to pass and it remains empty to this day.

In spring 2020, with Coronavirus forcing the wharf restaurant to close its doors, Canal and River Trust quietly sold the site to Aspect for property development, and nearly 200 years of unique history, in a shell nigh on unchanged since the John Foster moved in, now rests on the whims of a housing estate builder. It’s future is uncertain, but at least it’s stories are now heard once more.

As I am writing this on the last weekend in January, I have made it across to the boat just to pump her out and check any damage from the numerous winter storms which the met officer have now given cute names to possibly in a bid to make them more user friendly.

Any how, what has struck me is that despite worrying about my boat for the last 15 years it’s quite capable of surviving most things that are thrown at it – and that possibly includes me.

Maybe we all worry far too much over what might happen rather than what actually does. The following article possibly highlights some home truths about many boats - especially the fact that they are better built and stronger than our own will to survive.

On the 17th of February 2020 the BBC news reported a story about a cargo ship called the Alta which has many parallels with Dawn Treader. She was built in 1976 and had numerous owners and numerous name changes. Her last owners were taking this ageing vessel and it’s various faults from Greece to Haiti when she suffered a complete power outage 1800 miles South East of Bermuda. With no power and a hurricane looming, the crew were finally taken off and the boat abandoned. Only she never sank. Quite the contrary! She set off drifting by herself across some of the wildest waters which you would assume ships only survive because of the skill of their captains.

She was actually intercepted in 2019 mid Atlantic by the ice survey ship HMS Protector who, after checking her for live crew, left her to continue on her way until eventually she was washed up on the Cork coast in southern Ireland 2 years after she first set sail by herself , her hatches still intact-her life boat still in its Davits even the crane survived . Ok from the photographs she could probably do with a lick of paint but she probably needed that before she set sail. Which proves that it is often people that fail first and not the boat.

This isn’t the only example , numerous yachts have carried on long after the owners abandoned them in fear of their lives , or possibly like to day a fear of what could happen next , which is by human nature always worse than what has just happened though instead of being illustrated by some old bore in the yacht club bar regaling stories about the perils and horrors of facing a North sea storm ( usually he had just set sail in a force 5) its now main stream media and news who are the harbingers of doom that are making what were once rational human beings give up and look for the life raft.

Any way we are on the canal so DT is hardly going to make it to Bristol by herself and if she did sink it would only be in 2 foot of water . So what did we find after leaving her since Christmas ? She had about a bucket full of water in the bilge, her canopy was still on , her battery was fully charged thanks to the solar , down below was damp due to condensation but dry bunks and limited mould. She looked amazingly clean due to using that special cleaner that leaves a residue that mould cannot grip on . A quick check on her mooring lines which the hitches had stretched slightly but certainly still tight and after the obligatory sign in on the app  it is time to go and leave her to weather it out for another few weeks.

Today we are all facing the voyage of the Alta non of us know what will happen and where the currents will take us next . I am not one for sentimentality and certainly not social media memes but there was one that struck a chord with me.

'Ships don’t sink because of the water around them; ships sink because of the water that gets in them. Don’t let what’s happening around you get inside you and weigh you down’.

There is a vintage question that usually gets asked in every quiz up and down the land on most quiz nights, the question being who has more canals, Birmingham or Venice?

The answer is of course Birmingham, but how come? Surely Venice with all its splendour and architecture would be a more suitable answer.

The reason that there are more canals in the UK dates back to when the Romans occupied parts of the British Isles. The Romans used to transport their goods through the waterways, using mules to pull vessels to their destinations. Although the use of carriages on the primitive roads and lanes would have been quicker, the obstacles, pitfalls and the added danger of robbery that the roads brought, outweighed any advantage of time.

Familiar site on British Waterways.

A horse towing a boat with a rope could pull fifty times as much cargo as it could pull a cart or a wagon on the roads. Boat horses were prime movers and familiar sites for years along canal towpaths. They were the powerhouses behind the industrial revolution and remained in place until the middle of the 20th century.

In the early days of the canal all boats and barges were towed by horses, mules, hinny and ponies. Even donkeys played their part.

As with most things, times change, and new inventions come to the fore. Unfortunately for the horses, engines became such an invention which effectively rendered horse power redundant. The horses were not the only thing that changed, some steel narrow-boats dispensed with the need for a rear steering desk system entirely, opting to use a river cruiser central cockpit system. For most modern narrow-boats, steering is by a tiller on the stern.

In most new mechanical inventions, there are many parts involved, especially stern tube and rudder bearings, belts and pulleys etc. Companies such as Bearingtech can help you maintain these engines and machines by supplying these parts, keeping your vessel or vehicle in working order.

The canals in the UK played a major role in the industrial revolution. They introduced the creation of wealth in industries that led to the British empire, with Britain becoming one of the most prosperous nations in the Victorian era.

Great Britain was the first country to develop a nationwide canal network system, which expanded to nearly 4080 miles across the length and breadth the country.

The canals allowed raw materials to be transported from manufacturers to customers more quickly and with less expense than using traditional methods. In the post medieval period, some rivers were converted for boat traffic, such was the demand for barges.

Residents alongside a canal

A golden age of canals erupted between the 1770s -1830s during which time the majority of the network was built.

However, from 1840 the canals began to decline due to the growing rail network. The railway offered a more efficient and more financially friendly means of transporting goods and merchandise, and consequently grew at an alarming rate.

From the beginning of the 20^th century, the road system became progressively more important, and canals became uneconomical and were abandoned. Consequently in 1948 much of the network was nationalised. Many of the surrounding buildings and structures fell into disrepair, having been designed for horse -power. Most of them were turned into housing accommodation, riverside apartments or small businesses. Fortunately some were used as barge museums, keeping alive the memory of sailing the canals and rivers of the British Isles.

Horses carried on being used up until the 1960s on the UK canals for commercial transport, and are still seen today on certain canal towpaths, albeit for the leisure and tourism industry which has grown steadily since the early part of the 20th century. There is something quite essentially British about seeing a barge being pulled by a horse.

aqueducts were an essential part of the canal highway

museums of canals, rivers and waterways of the UK

National Waterways Museum – Ellesmere Port Cheshire
Foxton Canal Museum – Leicestershire
Galton Valley Canal Heritage Centre – Smethwick
Gloucester Waterways Museum – Gloucestershire
Kennet & Avon Canal Museum - Devizes
Linlithgow Canal Centre – Scotland
Llangollen Canal Museum – North Wales
London Canal Museum – Kings Cross London
Portland Basin Museum – Manchester
Stoke Bruerne Canal Museum – Northampton
Tapton Lock Visitor Centre – Chesterfield

If you are interested in the heritage and workings of the UK canals system, visit any of the above museums for a more detailed insight into how they worked.

the Falkirk Wheel

Everybody talks about the vessels that use the waterways, but how about the locks and engineering feats that accommodate the vessels? Some of the engineering is absolutely stunning on a grand scale, the level of planning, thinking and expertise is second to none.

Falkirk wheel - the only rotating boat lift in the UK

One of the most spectacular feats of engineering is the Falkirk Wheel, which raises boats and barges by 24 metres (79 feet).

The Falkirk wheel is the only rotating boat lift of its kind in the UK. (The  Anderton Boat lift in Cheshire does not rotate, only lift.)

The Falkirk wheel enables connection of the Forth and Clyde Canals with the Union Canal. Opened in 2002 as part of the millennium link project, the plan was to regenerate central Scotland's canals and reconnect Glasgow and Edinburgh. It was led by British Waterways with support from seven local authorities including the Scottish Enterprise, the European regional development fund and the Millennium Commission.

Falkirk wheel - the only rotating boat lift in the UK

Planners decided early on to create a dramatic 21^st century landmark to reconnect the canals with a budget of £78 million. The joint design team of Morrison- Bachy Soletanche submitted their original design, which resembled a Ferris wheel with four gondolas in 1999.

It was agreed by all parties that the design was functional but not the showpiece that the British Waterways Board wanted. After considerable consultation a 20 strong team of architects and engineers were assembled by British Waterways led by Tony Kettle of RMJM.

The initial ideas and images were created with mechanical concepts proposed by the design team from Butterley & MG Bennetts. An intense period followed before the final design concept was approved in the summer of 1999. The final result was a co-operative effort between the BWB, engineering consultants ARUP, Butterley Engineering and the RMJM.

Amazingly the first concept ideas were modelled by Kettle using his daughter's Lego set and was based on drawings using a double-headed Celtic axe, the propeller of a ship and the rib cage of a whale. Kettle described it as a beautiful organic flowing thing, like the spine of a fish.

The overall diameter is 115 feet. It consists of two opposing arms extending to 49 feet beyond the central axle and taking the shape of the double headed axe. Two diametrically opposed water filled caissons each with a capacity of 250,000 litres.

Such was the structure's impact, the design was looked on as a work of art and the models were displayed in the Victoria & Albert museum in London.

The only rotating boat lift in the UK

Interesting facts about Britain`s waterways

1. The newest canal is the Ribble Link, which opened in 2002.
2. The oldest canal is the Fossdyke Navigation, which was built by the Romans.
3. The River Severn is the longest river in the UK, reaching 220 miles.
4. The shortest canal in the UK is the Wardle Lock branch of the Trent & Mersey canal, it consists of one lock and a few yards.
5. The Grand Union Canal is the longest canal, stretching 137 miles from London to Birmingham. Cruising the whole length non- stop would take 74 hours.
6. The Leeds & Liverpool, however, is the longest canal in Britain as a single waterway (127 miles).
7. The longest canal tunnel in the UK is Standedge Tunnel on the Huddersfield narrow canal, which is 3 miles long, it is also the deepest.
8. The longest lock flight is the Tardebigge Flight on the Worcester & Birmingham Canal, which boasts 30 locks and this raises the canal 220 feet.
9. The deepest lock in the UK is the Tuel Lane Lock on the Rochdale canal, which is over 19 feet deep.
10. Although most people know that Birmingham has more canals than Venice, they do not know the length of the actual waterways. In fact it extends to over 100 miles, including two long tunnels, several aqueducts and a water version of spaghetti junction.
11. There are over 1,569 locks, 53 tunnels, 3112 bridges, 370 aqueducts and 74 reservoirs in England and Wales.
12. Pontcysyllte is the longest aqueduct in the UK on the Llangollen canal. It stretches to over 1000 feet long.
13. The first boat aqueduct in the UK was built in Barton in 1761 to carry the Duke of Bridgewater's Canal from Worsley to Manchester. It was replaced in 1893 by the Barton Swing aqueduct.

narrow boats and other craft

Typical scene on a British canal

Different types of boats used the canals, the most common being the traditional narrow-boat.

These were usually decorated in 'roses and castles' designs, a tradition that has carried on to the present day. When you visit most antique fairs you will probably see a piece of artwork in the mostly recognized green and red design, mainly on watering cans, urns and buckets. They are normally listed as barge art.

What`s the difference between a narrow-boat and a canal barge?

A narrow-boat is a particular type of vessel built to fit the narrow locks of the UK, to enter a narrow lock, a narrow-boat must be under 7 feet wide, so most are 6 feet 10 inches wide to accommodate the space. Usually they have steel hulls and a super steel structure up to 10mm thick with walls at between 6-8 mm.

A length of 72 feet is the preferred size for narrow-boats on our canals, anything longer or wider would be unable to navigate most of the British canal systems, with some locks being shorter than the 72 feet mentioned, it would be practically impossible to accommodate any larger vessels.

Nowadays modern narrow-boats and barges are used for leisure, holidays, weekend breaks, touring the canals or permanent residential dwellings.

increasing popularity of boats as homes

Because of the high demand for housing and the cost of mortgages, boats and barges are a very affordable alternative. For some having the option of living in a conventional house or beside a riverbank poses a 'no brainer' scenario.

You only have to look at some of the renovation programmes on TV like George Clark's 'Amazing Spaces' to see how popular renovating a boat has become, allowing people to get on the property market (albeit not on dry land).

Television shows such as Peaky Blinders are bringing the canal system back to the forefront of British viewers.

Television Companies are also broadcasting celebrity shows with a canal boating theme. Shows such as 'Peaky Blinders', 'Carry on Barging', 'The Canal trip', and 'Celebrity 5 Go barging' are bringing the boating canal culture back to the mainstream. Even children can relate to the boating life with the children`s show 'Rosie and Jim' which is set around life on a barge.

Due to the increase of more people opting to live on canals and rivers, the number of boats has been steadily rising, according to the Canal and River Trust, who estimate that around 27,000 were residing in 2006, 30,000 in 2014 and more recently 34,367 licenced members.

The demand is increasing so much that in England and Wales there are over 650 km of fibre optic cables buried beneath the towpaths to keep up with the increasing demand for riverside residency.

With more and more canal-side buildings being renovated into residential homes and more permanent moorings appearing, it seems that the canals, buildings, and towpaths are making a welcome return to the British landscape.

On a final note: back in 1912, a cow named Buttercup fell into the Leeds & Liverpool canal. Rather than wade out, she decided to swim the whole 1640 yards to the end, where she was revived with brandy by drinkers in the local pub . Maybe she had a premonition of what was to come!

The Bruce Trust was created in 1988 by Louise and David Bruce, following the sale of Bruce's Brewery and the Firkin Pubs in London. Being keen to plough back some of the proceeds into a project which would benefit the community, they became intrigued with the possibility of offering to disabled, disadvantaged and elderly people the opportunity to enjoy self-steer, self-catering holidays, cruising on the Kennet and Avon Canal either eastward towards Newbury and Reading or westward to Devizes and down the Caen Hill Flight on to Bath.

Having carried out considerable research, Louise and David invested over £80,000 into building The Rebecca. This specially-designed, purpose-built, wide-beam canal boat offered the highest quality accommodation and the ultimate flexibility for up to 12 people.

Due to the extraordinary market demand for The Rebecca during her first two seasons, a successful appeal was launched in January 1991 to fund the development of a second boat, enabling The Hannah to be built, also sleeping up to 12 people. In September 1993, the Trust purchased their third boat, The Rachel, an existing wide-beam boat, purpose-built for disabled people.

The fourth boat, The Diana, named in memory of the late Princess of Wales, joined the fleet in 1998. This too is a purpose-built, wide-beam boat that accommodates up to 10 people and provides the latest facilities for helping people with special needs.

At the end of the 2008 season, after twenty years of existence, the Trust had provided holidays for over 10,000 disabled people and their carers.

It then realised it needed to replace The Rachel as she had reached the end of her serviceable life. She was replaced in August 2009 by a new, specially-designed, purpose-built 6-berth boat (also called The Rachel), ideally suited for a family group with a disabled member or a small group from a care-in-the-community residential organisation. The £150,000 capital cost was fundraised between January 2008 and April 2009 - no mean achievement during the deepest recession since the 1930s.

In September 2009, The Rachel was officially launched by David Bruce’s 91-year-old mother, Rachel, and blessed by Revd. Mike Shaw, who had blessed all of the Trust’s fleet.

In 2011, it was decided that The Rebecca, the oldest boat and first of all the designs, would benefit from some upgrades and improvements. Fundraising for this project commenced and £120,000 was raised for a full refurbishment and a new, more accessible layout. The work was completed in 2013 and The Rebecca was relaunched as a 10-berth boat including a scissor-action hospital bed, adjacent to a 6’ x 3’ panoramic window.

All the boats were designed to give wheelchair users the opportunity to steer by using the tiller. However, both Hannah and Rachel were fitted with a remote steering device that enables someone with less upper body mobility to steer from their wheelchair, using a joystick.

In 2012, the Trust sent The Diana on an 82-mile canal and river journey to provide accommodation near the Olympic Stadium for disabled visitors from throughout the UK. During the voyage, various Rotary Clubs along the Kennet and Avon Canal crewed the boat and provided day trips to local groups of people with special needs.

Bruce Trust volunteers manned her throughout the Games and a wide range of charities for disabled people were invited to apply for low cost accommodation and entry tickets to the Paralympics. The boat was moored only a few minutes’ wheelchair ride away from the main Olympic Stadium.

About four years ago, after 25 successful years, the Bruce family decided that the project had become too wieldy to run by themselves, so liaised with The Kennet and Avon Canal Trust, who agreed to take on the boats, the volunteers and the administration, and they have been doing so very successfully ever since. The Bruce Trust is continuing with its current board of Trustees and Rebecca Bruce remains as Director but its focus for the future will be more on fundraising for the specific benefit of people with special needs to enjoy these four very special boats.

During 2020, families were able to hire the boats for a week’s Covid-secure trip and enjoy the serenity of the Kennet and Avon. The Canal Trust has now been granted finance to develop their first day-long public Discovery Trips, which will take place from April 2021. These will give an opportunity for disabled passengers to steer the boat and work the locks, supervised by expert voluntary skippers and crews. These trips will include a visit to Crofton Pumping Station and an electric buggy will take disabled passengers up the steep incline to the station. During 2021, the Trust also plans to increase learning opportunities for young people.

At the same time, they will be starting free trips for carers, which will be funded by sponsors who wish to say ‘thank you’ for all that carers have done during the pandemic. Each trip will include refreshments and lunch. Anyone who has been caring for a disabled person during the pandemic is urged to sign up for a relaxing day on the canal.

The Wiltshire Community Foundation has awarded a grant to explore how the Trust can best upgrade the Great Bedwyn wharf to include modern, accessible buildings and toilets and they hope to raise the necessary funds over the next few years to carry out this project.

Descriptions of Rebecca, Hannah, Diana and Rachel can be found on the Bruce Trust website
If you would like to discuss which boat would be most appropriate for your group, please contact Jen by email or on 01380 721279.   Charity no. 800402

Next we can work out the fuse board needed and the size of the connection to the Domestic batteries.

It is back to those drawings to detail the fuse and the current the circuit is going to need

Example Lights 1 - Maximum current 9 3W lights = 27W / 12 = 2.25A

Smallest cable size (this is the maximum current that the circuit can take without multiple other fuses) as earlier there was found to be a need for 2mmsq it make economical sense to use 2mmsq everywhere 1.5mmsq is shown on the drawings. 2mmsq has a maximum current capacity of 25A. The current to be carried is 2.25A and the Maximum that can be carried 25A.  Knowing what is available means a fuse of 5A to possibly 10A

Fuse Board List

1. Lighting 1 - 5A to 10A, current - 2.25A
2. Passageway Lights - 5A to 10A, current - 2.25A current
3. Lights 2 - 5A to 10A, current – 3A
4. USB Sockets - 10A to 15A, current - 8A
5. Drainage Pump - 15A to 20A, current – 15A(5A)
6. Water Pump -- 15A to 20A, current – 15A (5A)
7. 12V Sockets 12VS1P - Fuse 10A to 20A, current -10A
8. 12V Sockets 12VS3P - Fuse 10A to 20A, current - 10A
9. 12V Sockets 12VS4P Fuse 10A to 20A, current - 10A
10. Fridge 10A to 15A, current - 5A
11. Cigar Lighter socket 10A to 15A, current - 10A
12. Headlight LED - 5A to 10A, current - 0.7A

• Headlight Tungsten - 10A to 15A, current - 4.6A

So the fuse board needed is a 12 way (J assuming only one headlight). It is sometimes sensible to allow a few fuses for expansion in the future.

Cable selection from the batteries via the Domestic Isolator to the Fuse-board

The total current with everything on and running at maximum is nominally 76A. Now this is unlikely to happen but can/ought be prepared for. For example the cables from the Fuse board to the Domestic batteries is a 3-metre run; 25mmsq will give a volt-drop of 0.35V or 2.93%. If we worked on the basis that only 50% of items were going to be used at anyone time that would be 38A and 25mmsq would give a volt drop of 0.18V/1.46% which meets the target for a 2% or less volt-drop in normal operation at the Fuse-board.

Unfortunately, some fuse-board manufacturers are a bit slow in coming up to date with the increased electrical use on boats and the only connection to their fuse-boards is a 6.3mm male spade connector. The crimp connectors for these spades have a maximum cable size of 6mmsq. The current capacity of 6mmsq is 50A unlike the 25mmsq that has a current capacity of 170A; also the volt-drop of 6mmsq is at 38A 0.72V/5.97%. That is nearly 3 times our target of 2% volt-drop at the fuse-board.

The common 12-way 12 way circuit breaker switch panel (fuse-board) is conveniently set out as two columns of 6 fuses/breakers this give us the ability to feed each column from the top and bottom. So we could use four 6mmsq cables, which would give us a volt-drop of 0.18V/1.49% that is almost the same as the 25mmsq and gives a similar current carrying capacity overall using four 6mmsq.

This can be achieved in one of two ways, running 4 6mmsq cables from the domestic isolator fusing each 6mmsq at the Isolator at 30A. That tends to be a bit messy, my preferred way is to run 25mmsq, fused at 100A, from the Domestic Isolator using to a small busbar by the fuse-board. Then from busbar, using 6mmsq, to the fuse board to the top and bottom of each of the two columns. The 6mmsq being fuse as it leaves the busbar at 30A, This will give a volt-drop battery to fuse-board of about 1.5% allowing us to keep the volt-drop to any DC electrical item to less than 0.6V/5%.

Now we need to balance the two columns of the fuse-board, so that each pair of 6mmsq feed cables handles nearly the same current and one pair of 6mmsq is not handling considerable more than the other pair.

1. 12V Sockets 12VS3P - Fuse 10A to 20A, current - 10A
2. 12V Sockets 12VS4P Fuse 10A to 20A, current - 10A
3. Passageway Lights - 5A to 10A, current - 2.25A
4. USB Sockets - 10A to 15A, current - 8A
5. Drainage Pump - 15A to 20A, current – 15A(5A)
6. Headlight LED - 5A to 10A, current  - 0.7A

Maximum current of fuses 1 to 6 - 35.95A

7. 12V Sockets 12VS1P - Fuse 10A to 20A, current -10A
8. Lighting 1 - 5A to 10A, current - 2.25A
9. Lights 2 - 5A to 10A, current – 3A
10. Fridge 10A to 15A, current - 5A
11. Cigar Lighter socket 10A to 15A, current - 10A
12. Water Pump -- 15A to 20A, current – (15A) 5A

Maximum current of fuses 7 to 12 - 35.25A

So by moving fuses and their items from one column to the other one, one section will handle 35.95A and the other will handle 35.25A. This is the nearest in real life you are likely to get the two currents. This difference of 0.7A is acceptable and the two sections and their 6mmsq feed cables will not be over stressed and the volt-drops will be acceptable.

Hope that is helpful to you all and that it has enabled a bit more learning to go on.

In the Appendix you will find: the explanation of how the two-way switch operates, the complete one page drawing for the Lights, and the one page drawing for the sockets, copies are available from me.

about Heather

My links with canals began when I was a child, when my family bought a small cruiser and then an old working boat called Laurel, which my Dad converted (although he retained the traditional back cabin).

We were involved in campaigning for the restoration of canals from the 1960s onwards and Dad (Alan T Smith) was awarded an MBE for his services to Inland Waterways.

I am a writer, poet and singer/songwriter and have published 8 collections, two of which relate to the canals.

These two were published under the umbrella of Alarum Theatre / Alarum Productions:

• I Dig Canals - How women helped save the waterways (pub 2020)
• Idle Women of the Wartime Waterways - Heather Wastie & Kate Saffin (First published 2017, Second edition 2018)

alarum theatre company

Alarum is a theatre company which tours by canal boat (where possible), collecting and re-telling stories of ordinary women doing extraordinary things.

The company consists of myself, Kate Saffin (boater, writer, storyteller and actor) and a flexible team of freelancers.

The photo (above) is a recreation of an iconic image showing two of the so called 'idle women' who operated working boats during the Second World War.

We did a couple of performances in Cropredy which is how I came to write a book of poems about the people of Cropredy and met Louise, a boater and artist who created the illustrations.

to the future, love cropredy

I began to write this book in 2019. My initial idea was to talk to people, find out what they liked about Cropredy, and what they thought it would be like in fifty years time. From this came a whole range of poems.  'Naming Names' arose from the very unusual street names. My poem on the Fairport Festival came about through people writing their thoughts on post-its. Then there were the  wonderful stories about romance through a garden gate in a wall, and a young couple whose disappearance remained a mystery until their skeletons were discovered 100 years later...

'To the future, Love Cropredy' is available from Lapal Productions. This delightful little book, beautifully illustrated by Louise Regan, has received an excellent review from Towpath Talk:

'...the timeless quality of the stories and descriptions of village events make it just as much a love letter to every village community in Britain.' (Towpath Talk, January 2021)

Heather Wastie talks about her book on Cropredy, reads some of her poems, and introduces us to the illustrator on You Tube.

 weaving yarns

 I was born in the Black Country and lived there until 2006 when I moved to Kidderminster and became fascinated by the carpet industry.

In 2013, I was Writer in Residence at the Museum of Carpet where I turned people's memories into poems, monologues and songs - which I now perform.

This work was published in November 2015 by Black Pear Press under the title Weaving Yarns. Black Pear Press described it as

a unique infectious cocktail of assorted snippets and stories about the carpet industry and the folk who helped to make Kidderminster the carpet town. It will sit nicely on the shelf alongside the more detailed history books.

In 2017 I was commissioned by Worcestershire Building Preservation Trust to compose a song cycle to celebrate the restoration of the Weavers’ Cottages in Kidderminster.

idle women of the wartime waterways

I have strong links with the history of canals. In summer 2016 I began touring a double bill of theatre, poetry and song, 'Idle Women of the Wartime Waterways' with Alarum Theatre.

The book, which includes a transcript of Kate Saffin's play  as well as my own poems and songs, tells the story of young women who left their jobs and middle class backgrounds to learn to handle 72ft narrowboats and their cargoes.

In 2017 Alarum Theatre Company was awarded Arts Council funding to support a 15 week fifty show tour between April and August. After seven tours, the show is now available for one-off bookings.

the muck and shovel brigade

In 2018, I  completed a poetry commission for The Ring project / Canal & River Trust in Worcestershire: The Muck and Shovel Brigade.

My task for The Ring project was to produce in book form a record of the derelict state the canal was in, the huge voluntary effort that went into restoring it and the important role played by Max Sinclair.

The book tells the story of the restoration of the Droitwich Canal and is now a 40-minute show which I perform as part of 'Acts of Abandon' with Alarum Theatre.

I dig canals

Alarum’s current project is 'I Dig Canals', researching women’s involvement in canal restoration and campaigning post-war to 1970s.

The accompanying book is edited by myself, and has a foreword by Carolyn Clark (author of East End Canal Tales). Of course it also includes some of my own poems!

The book is a journey in words and images, with childhood recollections by locals, stories of how women first got involved in canal restoration and first hand accounts of what they achieved.

Editor's note!

It is a fascinating read - a book you can pick up at any time on any page, and immediately become engrossed.

'I Dig Canals' is available from Alarum Books

additional information

Heather has published eight poetry collections, including the most recent, To the Future, Love Cropredy. (Lapal Publications, October 2020.) She has compiled and edited two books of Black Country reminiscences and completed commissions for the Canal & River Trust, Black Country Echoes, Birmingham LGBT choir Rainbow Voices, West Midlands Historic Buildings Trust, Apples and Snakes, Rights and Equality, Sandwell's "Where's Our Spake Gone?" project and BBC local radio (a national project for National Poetry Day 2016).

In 2016 she composed a series of songs for an English Touring Opera Turtle Song project in Wolverhampton with people who have dementia.

In 2019 Heather completed an extensive singing, song-writing and reminiscence project for people who have dementia with Arts Uplift near to her home in Worcestershire.

Other collaborations include Brewers’ Troupe performance poetry company with poet Emma Purshouse and spoken word / squeeze box duo Jiggery Spokery with the late Dave Reeves (who bellows).

Heather has also worked as a poet and actor for National Trust property Croome Court in Worcestershire.

On a recent walk with my best friend, we were lucky enough to have an aerial display from a VERY confident Barn Owl.

It was only my best friend's second ever sighting of a Barn Owl.

Six or more fly overs and what seemed like hours following us.

She (just a feeling) ended the display with a low swoop no more than 6ft above our heads.

The entire time her gaze was locked on my friend.

Hence her name "Emery".

Emery can be seen regularly in the fields between Whitminster Church and "Swingers Corner".

She favours the marshy areas, easily seen by the Marsh Grass aka "Sturdy Chives" (its an inside joke).

Although when the water table is too high, she will hunt further afield - literally. Overcast days from 2pm onwards seem to be her favourite. She really isn't bothered by people or dogs.

Note:

Whitminster is on the Gloucester and Sharpness Canal, just to the north of Saul Junction.

Moorings at Saul Junction are for two days, or just north of Junction Bridge for two weeks.

There are plenty of good walks in the vicinity.

If you want to know more about barn owls, check out this RSPB link