the beginnings of stoke art pottery

Established in 2006, Stoke Art Pottery was perhaps a bit of an accident. First of all, we are not a pottery or even "potters". But an online store, selling high quality pottery and ceramics.

The owner of Stoke Art Pottery, Malcolm Dean, realised that the potteries landscape in Stoke on Trent was changing dramatically. Instead of the area being dominated by very large factories, there were now a large number of small potters and ceramic artists working independently, setting up their own studios or working from home. Malcolm thought there was an opportunity here: he could work with these people to develop their businesses, and Stoke Art Pottery was born.

Being based in Stoke on Trent was quite an advantage. It enabled Malcolm to work very closely with the Ceramic Artists, enabling him to offer Studio Trials and One Offs that were totally exclusive to Stoke Art Pottery.

who are these ceramic artists?

The first ceramic artist to come on board was Anita Harris. Formerly the Lead Designer at Poole Pottery, Anita was also a senior designer at Moorcroft.  Alan Clarke (another well known designer for Poole Pottery) and Deborah Wood (hand painter of Brian Wood Designs) soon followed.

It was not long before Stoke Art Pottery were also stockists for Lorna Bailey Artware, Burslem Pottery (famous for their Grotesque Birds inspired by the Martins Brothers),  Emma Bailey Ceramics, and Marie Graves (a well established designer for Carlton Ware). In addition to several other ceramic artists.

the potteries' best kept secret

The close working relationship that Malcolm had with each potter and artist worked extremely well with Anthony (Tony) Cartlidge.

Tony has been a free-lance ceramic modeller and artist for some considerable time, and  is often described as one of the best kept secrets of the Potteries.

Normally working with many of the large pottery manufacturers based in Stoke on Trent, Tony's career has included designing and modelling two-sided character teapots for Royal Doulton.  These were produced in 2002, each one in a world-wide Limited Edition of 1500.

However, probably one his most exciting projects was being involved in designing and modelling “The World’s Largest Toby Jug".

the largest toby jug in the world

Standing over three feet tall, this Toby Jug was commissioned by the American Toby Jug Museum, based near to Chicago in the USA.

Tony modelled it, building up the three-foot Toby Jug around a barrel and a bucket.

Tony says it was probably one of the most complex projects that he had ever worked on, due to the extreme size of the jug, and having to ensure that it did not collapse around him!

It was then hand painted.

The first giant Toby Jug was delivered to the museum in 1999, with others available by special order (limited edition of 50).

 

stoke art pottery - exclusive designs.

More recently, Tony has been hand painting vases with his own designs for Stoke Art Pottery, each design being totally exclusive.

It was through the close working relationship that Malcolm had with Tony that the idea for the Personalized Canal Boat Gifts was conceived.

Tony had designed and painted vases with canal scenes, and during various discussions someone said, (and no one can remember who, exactly) "How about personalising these designs with individual canal boat owners own boats?"

The idea was hatched - so after some heart searching it was decided we should go ahead and offer the facility of hand painting owners own canal boats onto the scenes already developed.

These hand crafted vases would be totally hand painted with one off designs, Totally different and unique!

fantastic souvenir and a great gift idea!

Just picture your own boat on one of our hand painted ceramic vases, with a choice of different locations (currently Trent & Mersey and the Macclesfield Canals).  A totally unique piece of pottery. Hand painted by one of the Leading Ceramic Artists, Tony Cartlidge. Each one will be signed by the artist and designer. And will come with a signed Certificate of Authentication.

the craftsman at work

The hand drawing and hand painting of each vase will take three to four days to complete. The delivery time for each order is 28 days, and as already stated, each will come with its own certificate of authentication.

Stoke Art Pottery is an on-line business, but we endeavour to give a personal service online. We are a small family business, not a faceless large business. Your custom matters to us. If there is a problem it gets sorted quickly and professionally. Regretfully on occasions something does go wrong. Or mistakes are made. That is Life! Thankfully these instances are very rare.

Call: 07872 435 590 Write: info@stokeartpottery.co.uk Visit: website

In a bid to reduce the number of incidents on our waterways, River Canal Rescue (RCR) shares the main causes of this year’s call-outs and offers some maintenance, grounding and lock cill tips to help boaters enjoy stress-free cruising in 2020.

During 2019, RCR on average attended 105 call-outs a week (covered by its membership service). Of these, 18 per week were for major rescues and repairs, chargeable outside membership, the remainder were classed as minor.

Minor is defined as situations which on attendance, can be resolved (within two to three hours) without the need for a full rescue team. Major, as submerged, partially sunken or grounded craft, plus salvage work (engineers typically spend a day on each call-out).

Minor call-outs were primarily due to fuel, alternator, electrical, battery, cable, cooling system, gear box, starter and propeller problems. They included;

Gearbox, propeller, drive plate, coupling, prop shaft, engine mount, hull and rudder damage, due to hitting underwater objects or locks

• Loss of propellers and nuts/rudders coming away
• Domestic water ingress due to a lack of bilge pumps
• Engine electrics catching fire

maintenance tips

RCR managing director, Stephanie Horton, comments: “Fuel problems are mainly caused by diesel bug and contaminated water. Diesel bug is an enzyme that lives off water in the diesel, either appearing as black dust/ soot or a black slime/jelly. Once in the system it clogs the engine’s fuel arteries and stops the engine working. Mild cases will respond to a fluid ‘Marine 16’; it prevents bacterial growth and kills anything that may be forming in the tank. More severe cases require a diesel bug shock treatment. Dirt and debris can also block filters and contaminate fuel so check and service regularly.

“Alternators operate in a damp, hot environment which is not good for electrics. If the bilges are full of oil and water when the engine’s running, it will be thrown over the engine, hitting the electrical components. If left for a long period of time, rust can also develop and affect their operation, so it’s important to check the bilges and run the engine frequently.

“Electrical issues are usually due to overlooked connections. Check for corrosion, wires coming away, loose connections or disconnected wires before starting a journey and use a water resistant spray or petroleum jelly to stop damp getting into isolators and block connectors.

“Starter systems must have the right batteries. A cranking battery delivers a high output quickly while a leisure battery delivers a lower continuous output, so needs regular charging to maintain capacity. If in a good condition, each battery in a bank generally requires two to three hours charging as a minimum to keep them topped up and will require more if discharged.

“Each battery cell can affect the whole battery bank so to prevent deterioration, regularly check and top up the cells’ water levels with de-ionised water. If one cell’s water level drops to below 50% it will bring the battery bank capacity down to the same level, irrespective of how good the other batteries are. Never mix batteries and always replace a whole bank of old with new.

“As most of the cable terminus is set outside, if not used regularly, cables will rust. To prevent this, grease the end of the cable, particularly if leaving the boat for a long period of time, and when setting off, check for any roughness or stiffness. If fitting new cables, keep bends to a minimum (they’ll suffer higher stress and so may fail in the future).

“Overheating is usually due to an air lock in the cooling system. To identify this, feel the top and bottom of the swim tank – there should be a difference in temperature. If not, find and unscrew the bolt sitting on top of the swim tank. This releases the air locked in the system. Overheating can also be caused by a coolant hose rupturing, a water pump failing, a fan belt shredding or at its worst, a head gasket failing.

“General wear and tear is the main cause of gear box and drive plate failure, so regularly service the gear box. When hitting an underwater object, it may affect the drive plate, but not necessarily the gear box. With a fouled propeller, loss of propulsion is commonly due to the prop being covered in debris such as weed or leaves. Clear by putting the engine into reverse.

“Prevent water ingress by keeping an eye on water levels within a craft and installing an automatic bilge pump. When there are stormy weather conditions and periods of heavy rain, water can seep into a boat, build-up and if not addressed, cause it to sink.”

groundings

RCR reminds this can occur anywhere if owners stray from the middle of the water course, cut a corner to take the shortest route or fail to check water levels before setting off.

Stephanie continues: “If your boat grounds, put on a life jacket and put the boat in reverse to see if it moves away from the obstruction. If this fails, identify the area of shallow water, by walking around the vessel testing the surrounding water depth with a boat pole.

“If the front of the boat’s grounded, move ballast that may be holding it down to the rear (gas bottles, the anchor, chains etc) and turn on the taps to empty the water tank (always at the front). This creates more buoyancy at the front and potentially lifts it a vital few inches. Half a ton of water can create a six inch difference. If it does clear, put the boat in reverse.

“If the boat’s grounded on one side, it’s a similar scenario; move anything that’s weighing it down in this area to the opposite side. Be cautious however, as if over-balanced, the vessel could list and take on water.

“If people are on board, one person should take the helm and the remainder can rock the boat gently to see if the momentum moves it. If the rear of the boat’s aground and the propeller’s lifted (a rare scenario), the boat will probably need a tow. But this should only be undertaken by an experienced boater - we’ve had cases where the person towing has got into trouble and two boats have had to be rescued. Hire boaters will invalidate their insurance if they undertake a tow.

“Once the vessel’s free, check it thoroughly, particularly the hull, as this could have been damaged.”

sinkings

The most heart-breaking scenario – a boat sinking – in many cases could have been prevented with a bilge pump. Cases included:

• Water ingress due to outlets close to the water line/leaks causing vessels to sit lower in the water
• Water ingress via redundant air vents, caused by flood water and high winds
• Leak from tank/shower pipes, bowl thruster pipes, water pumps, stern tube seals and stern glands
• Incorrectly fitted and unsecure weed hatches/broken weed hatch seals
• Too tight ropes and rising water levels allowing water to seep in
• Caught on lock cills

lock cills

These below-water protrusions, positioned close to the top gates of most locks, catch many people out. Stephanie advises: “If travelling downhill in the lock chamber and the stern, ie rudder, gets caught on the cill, when the water recedes only the boat’s bow will lower with the water level, leaving the stern raised up. Sinking or capsizing can happen in seconds.

“If the stern is caught, close the bottom gate paddles to stop the water receding further and slowly open the top gate paddles to refill the lock. To stay safe in a lock, position the boat centrally and where possible keep the engine running with a centre line to hold it in position whilst tying off.

“A boat travelling uphill can equally get its bow stuck on a projection under the top gate – causing the stern only to rise with the water level. If this happens, close the top gate to prevent the lock filling and open the bottom gate paddles to allow the water level to fall.”

With winters getting colder and sub-zero temperatures becoming more common, River Canal Rescue has put together some tips on how to winterise your narrowboat and so avoid costly repair bills.

cooling systems

Just like vehicles, any closed loop cooling system needs to have anti-freeze added and replaced (per manufacturers guidelines). Not only will this minimise the risk of splits or fractures associated with freezing water, it will improve the engines cooling efficiency and minimise corrosion risk to the engine.

Where raw water (drawn from the river) cooling systems are in place, drain down by briefly running the engine when out of the water to ensure the system is empty. If afloat, the quickest and simplest solution is to shut off the inlet valve (seacock) and drain as much water from the system as possible.

Where no drain plug is available, disconnect a hose, drain the water from the system and leave disconnected. Although this will not empty the system completely, it will allow for expansion should the water freeze and reduce the risk of ruptured pipes. Its also worth insulating any accessible tight bends as this is where fluid will collect even after draining. Once you're ready to start cruising again, reconnect any pipes, refill the system and open the seacock.

If the engine's winterised or seacocks closed, clearly mark the engine and its controls; it should prevent accidental operation.

general checks

Check lockers, cockpit and other areas to ensure all drain holes and plugs are clear of debris, leaves, dirt etc. These areas block easily and in heavy or prolonged rain, can cause a vessel to take on water causing corrosion where the waters left sitting or even worse, sinking.

Always test the bilge pump and if possible, invest in an automatic one its far more reliable than a manual. Many of the sunken vessels attended over the summer would still be afloat if they had an automatic pump fitted. An automatic bilge pump immediately responds to water ingress with the float switch dictating when it should pump. Should a leak develop from cooling system, hull or other source (or theres a build up of rain water), this will keep your vessel safe.

Regular checks to ensure batteries are charged are vital. Test the battery charge levels before leaving the boat and when you return or before a long journey. Heavy rainfall, leaking stern glands and issues with weed hatches can result in water ingress that quickly fills the boat and causes it to sink. If batteries go flat at a critical point it can be devastating.

Grease the stern tube before leaving the boat, this will prevent water ingress. Although most stern glands leak once the propeller turns, the grease acts like a seal whilst not in use.

Water in a boat will cause it to be lower in the water, placing outlets such as those for a shower, sink or air vent, nearer to the water level (leading to catastrophic results!).

Ensure boat mooring pins and ropes are secure, yet slack enough to deal with the normal rise or fall of water levels. Where possible attach a long rope to a tree or higher ground, so that if flooding occurs, or the boat becomes loose in high winds, the additional rope could provide a much-needed safety line. In extreme weather or prolonged rainfall, visit the boat regularly to adjust mooring ropes and check bilge pumps and batteries are coping with the situation.
Its also a good idea to run the engine for an hour every time you visit as this pushes oil around the engine and prevents rusting, plus it tops up the battery if left running long enough (beware of doing this if you've drained the cooling system!).

Spray terminals with a silicone-free lubricant and grease all available grease points on the engine and drive, plus electrical connectors. Also lubricate linkages and gear/throttle slides, this will prevent rusting/corrosion and give these components a longer life.

generators

If not in use, store in a gas-tight locker the same regulations as Liquid Petroleum Gas (LPG) apply.

water and heating

Freezing temperatures can cause split or fractured pipes which, if left over a gradual period, can lead to complete or partial flooding.

Drain down the water system (including drinking water and cistern) and leave taps in the open position. Most water heaters have a screw plug at their base and can accommodate an old-fashioned cycle pump which makes the emptying of water that much quicker.

Taps should be left open because if any water is left in the system and it freezes, the pressure on the pipes will be less due to air coming out of the taps.

An unnoticed pipe split and flooding will almost certainly lead to sinking which may not be covered by insurers (not all cover frost damage and a gradual incursion of water may not be classed as accidental). If covered, insurance policies normally insist machinery is winterised according to manufacturers recommendations. If not available, the advice of a qualified engineer should be sought. Taking no precautions is asking for trouble.

Lag your hot and cold pipes and top up anti-freeze in keel cooling and other sealed heating systems (such as radiators connected to the boiler). This point is repeated because its the single most important thing to do, whether your narrowboat is being used over the winter period or not.

protecting possessions

Remove or put out of site any alcohol, valuable and electrical items. If you have a secure mooring this might not be such an issue, but if in doubt, take it out.

Invest in decent locks, your insurance policy requires this and its more likely to deter thieves.

Ensure all windows and access points are firmly closed and locked before leaving the vessel and visit regularly. Prevent the theft of external items, such as mushroom vents, solar panels and chimneys, by fixing with extra-strength sealant and invest in security shear nuts. Ask neighbouring boats to call if they have any concerns.

diesel treatment

Excessive water in the tank can lead to water feeding through the fuel system (RCR regularly removes large quantities of water from fuel tanks in the early cruising season). To prevent this;
Regularly check your filler cap seal and replace if worn, cracked or damaged. The cap sits lower than the deck so if its been raining wipe away excess water before opening the cap.
Either leave the tank empty during winterisation and remove any water on your return or leave the tank full and treated*.
*Fuel treatments remove water and deal with contamination such as diesel bug – where enzymes, bacteria etc live off the water in diesel and affect the diesel properties. Inactive boats are more at risk of growth developing in the fuel tanks so treat with Marine 16 Diesel Fuel Complete.

freezing weather & ice

If the boat's encased in ice and you're worried about the effects on the hull take care breaking the ice can result in more damage than simply leaving it. The only time the ice should be broken is if you need to move, and this should be only undertaken with caution. The stress on the hull from a large surface area of ice is huge and at a minimum will cause damage to the blacking.

don't forget to de-winterise

Having gone through the winterisation process, its important to do the reverse when the warmer weather arrives. This means closing the taps, replacing the plug in the water heater and switching the water pump on.

Prior to cruising, run your engines up to running temperature (if a gauge is available onboard) or for approximately 1/2 hr. Check every inch of the cooling system for leaks or escaping steam and if something is found, immediately call-out a qualified engineer.

For domestic water supplies; once the water pump is back on, open and run water through each tap. Start with those closest to the pump and work through to the one furthest away this will push any air locks through the system. Drain any water in the tank out and refill with fresh drinking water.

Remember servicing, including the engine, LPG and electrical systems, plus fire extinguishers and escape hatches. Everything should pass Boat Safety Scheme scrutiny.

Although no action is needed for gas pipes at the start of the winter, its a good idea to paint connections with 50% soap liquid and 50% water using a small artists brush this will show up any minor gas leaks at the joints.

Before you run the engine, check water trap filters and remove any excess water. If water is present or there are signs of diesel bug (black dust or jelly), dip the tank to identify the severity of the issue and then treat with a fuel treatment or have the fuel polished accordingly.
The easiest way to check for water in the tank is to use a clear plastic hose. Drop it into the tank (being careful not to disturb the fuel) and when you feel the bottom, place your thumb over the end to seal it and withdraw the hose. This should provide you with a sample of the tank (plus an indication of any diesel bug contamination) and show the amount of water present.

REPRODUCED BY KIND PERMISSION OF RIVER CANAL RESCUE

River Canal Rescue runs boat and engine maintenance courses throughout the year

To find out more visit: website; write: enquiries@rivercanalrescue.co.uk or call 01785 785680.