The biggest Meccano set ever…

We moved the short distance from Barnton Cut to the bottom of the Boat Lift on Sunday. Our parting of the ways is now imminent, as is our wedding anniversary, so Carol and Ann shared the cooking of a celebratory Sunday lunch, eaten on Moore2Life. We didn’t have to do a thing, I even got turned down after offering to help with the washing up!

It was a great afternoon, good company, good food washed down with a drop or two of wine.

So today it was back up onto the Trent and Mersey Canal via the lift. We’d got bookings for Moore2Life and Rock’n’Roll at 09:30, with us following at 10:15. This gave me an opportunity to get some pictures from the river, rather than from the less advantageous bankside.

We followed M2L and R’n’R to the holding moorings, then I hovered Seyella in midstream waiting for them to go into the lift.

M2L and R‘n’R on the holding moorings
As you can see, it’s been a pretty gloomy day, not the best for photographs.

Anyway we waited in midstream at the entrance cut to the lift for them to get the go-ahead. And waited. And waited. I turned around so we were facing upstream… and waited a bit longer. Finally, 20 minutes late, M2L was waved in.

In go Charles and Ann…

….followed by George and Carol.

Both settled in side-by-side.

The gate comes down to seal the caisson….

……then the caisson goes up, complete with cargo.

Balancing on a 3 foot diameter hydraulic ram.


Coo-eeee!

Our turn was next, we were waiting in the cut as the operator lifted the gate into the caisson.

We’re using the left-hand or west caisson, the eastern side, now with M2L and R’n’R out, is waiting to bring down another two boats. The lift started with both tanks at river level, which is the “not in use” state. Each can be raised and lowered independently, but now that the east caisson is up, it’s weight can be used to counterbalance ours. It’s a lot more efficient this way.

There are a pair of guillotine gates that boats pass under when entering or leaving the lift. At river level the outer one keeps the river out of the base of the structure, while the inner keeps the water in the caisson to float the boats. At the upper level the outer keeps the canal where it belongs. Before the tank can be raised or lowered, the gap between is emptied of water.

Draining the gap between the two guillotine gates.
When the gap is dry the tank is raised. The actual journey of 50 vertical feet only takes a few minutes, the rest of the time is taken by draining (or filling) the voids between the gates, and making sure that the end gates on the caissons are secure. Of course, this is all electronically controlled now, a series of interlocks preventing accidents. When the lift was first built it would be down to the operators to judge when the tanks were level with the canal or the river. A bit out resulted in a wave rushing into or out of the tank when the gate was raised!

Built in 1875, before the introduction of welding techniques, the structure is held together with thousands of rivets. The larger assemblies are then bolted together with dirty great nuts and bolts.
 



The top stiffening rails on the caissons are made up of four layers of wrought iron riveted together in an arc.


The east caisson passes us on the way down.


At the top and on the aqueduct linking the lift to the canal, looking back.

One of the boats that dropped down is heading for Northwich.

The far gate is up, so we can move out, off the aqueduct and onto the Trent and Mersey.

There’re M2L and R’n’R on the moorings above the lift.

First job when tied up is to get the mop out and wash the boat down. Muddy water drips from the guillotine gates as you pass underneath. Make sure your camera is covered up, and put something on top of your mug of coffee!

Locks 0, miles 2

There and Back Again (Part II)

Downriver to Runcorn….

We left Northwich yesterday, after two nights moored on Town Wharf. Although with a cold northerly blowing it was fine and bright, the sun trying to break through the high cloud.

We needed a good day, on Wednesday we’d hired a car and travelled up to Yorkshire for Mags’ daughter-in-law’s funeral. Diagnosed with a very aggressive form of cancer soon after the New Year, Christine fought a brave but ultimately losing battle. A sad day.

Turning around near Northwich Town Bridge 
We’d all made use of the services before leaving, then headed off downstream to Saltersford Lock.

We’d booked passage for 11:00, and arrived just as our lock-keeper for the day, Mo, swung the top gates open.

In Saltersford Lock
The smaller chambers of these and Dutton Locks are not in use, and we look a little lost in the larger one.

Out of Saltersford Lock there’s a 45 minute cruise to the next one at Dutton.

Butting into the waves.

MV Parfield and Mere Class Barge Sarah Abbott are moored near Acton Bridge.
Built at Yarwoods yard in Northwich in the 1950s, the motor boats like Parfield could tow two Mere Class barges, working from Liverpool or Manchester carrying grain to the Kellogg’s factory at Water’s Meeting on the Bridgewater Canal. Known as “Dukers”, they continued to work on the Ship Canal and the Bridgewater until 1974 when the last water-borne cargo was delivered.

Under Acton Swing Bridge

Unlike the two swing bridges in Northwich, this has it’s pivot point centrally located on an island. The artificial cut carries through traffic, while the original river is occupied by moorings for the Acton Bridge Cruising Club.

They all have to be kept in working order, just occasionally a taller than normal boat needs to get upriver.

The day had brightened considerably by this time, but that northerly was still cold…

Dutton Lock was open for us as well, so we were in and through quickly.

Dutton Locks, with the derelict MV Chica on the right.
MV Chica sunk at her moorings here in March 1993, and has since became a bit of a local landmark, with her rather vague history lending a bit of mystique to her presence. There’s an excellent article here, by journalist Keith Langston.

Dropping down in Dutton Lock, fresh water shrimps franticly heading down as the water recedes

Leaving Dutton Lock the river remains broad and deep, passing under the Grade II listed Dutton Railway Viaduct.

R’n’R heading into the wind as M2L appears in the distance under the viaduct
At Frodsham the river branches off to the left down to Frodsham Lock, now derelict. This was a tidal lock, below the navigation was subject to tides in the Mersey Estuary.

Frodsham Cut off to the left.

By 1827, with more and more traffic using the river, this state of affairs was deemed unsatisfactory. A new cut, called the Weston Canal, was dug, from below Frodsham Cut to Weston Point Docks.

I’ve been a bit lazy up to now, referring to this waterway as the River Weaver. Strictly speaking it’s the River Weaver Navigation or RWN. Although there are long river sections, these are interrupted by man-made cuts for the locks, and this final one to bypass the meanders leading to the Mersey estuary. The river sections have been widened, deepened and had bank reinforcement work as well, so very little is in a natural state. Not that this detracts from it’s charm.

Now on the Weston Canal section of the River Weaver Navigation, we passed under Sutton Swing Bridge, still needing a coat or two of paint. It’s put to shame by those further upstream.

Shabby looking Sutton Swing Bridge in the background, railway bridge in the foreground.

From here the character of the Navigation changes, becoming industrial as chemical works start to crowd the northern bank. In keeping with the environment the sky has turned gloomy too. There are some high spots, though.

Cormorant fishing near Rocksavage

Marsh Lock allows boats to get onto the Ship Canal, and ultimately into Manchester.

Marsh Lock

Below the lock the Weaver runs in from the left, the Ship Canal comes in across the way and heads off to Manchester to the right, and the expanse of the Mersey is the other side of the distant embankment.

Wide view from Marsh Lock

The industry runs alongside the canal all the way to end of the current navigation, at the low and locked swing bridge at the entrance to Weston Point Docks. Access is denied to the last 600 yards, through the docks to Delamere Lock and the alternative access to the Ship Canal.

Nearing the end….

……the end is nigh

The docks are now owned by Eddie Stobart, but purely for their storage potential. There are no plans for water-borne haulage from here. A couple of years ago Carol (NB Corbiere) and I attempted to get to the Seamans Chapel, seen above, but got turned back by a very no-nonsense security guard.

In 1859 a short canal, the Runcorn and Weston, was completed to allow access to Runcorn Docks for smaller vessels, so they didn’t have to get involved with the coastal freighters using the Ship Canal and Weston Point. Another benefit was that boats were able to use a flight of locks up to the Bridgewater Canal.
 There were two flights of locks to link the two navigations; the first “old” flight dropped down directly to the tidal Mersey as it predated both the dock and the Ship Canal. The “new” flight was built later, dropping into the recently completed docks. Both were abandoned by 1966, and the new flight has disappeared under the approach road to the Runcorn-Widnes Bridge across Runcorn Gap. The old flight has been filled but is mostly intact, and there is an active restoration society keen on re-establishing the link.
With the locks re-opened and the Runcorn and Weston rescued from dereliction, another circular cruising ring would be created.

Derelict lock leading to the Runcorn and Weston Canal

We turned around, lined up for photo call (as you do…) then retraced our route.

Ready to return from Weston Point

We decided to head back to peace and quiet of Devil’s Garden, rather than stop at the busier Rocksavage or Sutton Bridge moorings. So we had about 5½ miles to cover before we stopped for the day.

M2L heading back under the M56

Ann taking it easy on the bow

It was gone 4 o’clock by the time we’d got tied up, after a long but very enjoyable day. We got together for a brew or something a little stronger depending on preference, then took the dogs out, getting back just after it got dark.

We had a quiet night, compared to the previous two, and had a steady start today, not needing to be at Dutton Locks to meet the lockie till noon.

Leaving Devil’s Garden
Moore2Life had already left a little earlier, wanting to water up below the lock.

The bridge carrying the towpath over the weir stream at Dutton is unique, being constructed of laminated timber supporting the deck. A plywood bridge, then.

Dutton Horse Bridge

Mo, the lock-keeper was on hand and we were soon on our way again.

Out of Dutton, 45 minutes to Saltersford

Mo waits for us with Saltersford Lock ready.

The BW (soon to be C&RT) chaps working the locks are invariably cheerful and informative. Then again, who wouldn’t be, working here?

We turned the corner out of the lock and moored on Barnton Cut, where we’ll stay for a couple of nights. We’re booked back up the lift on Monday morning.

It’s been a very enjoyable few days down here on the river (whoops, there I go again!). By necessity it’s been a bit of a flyer, both R’n’R and M2L need to be back on the Shroppie by the end of the month. But I‘m pretty sure they’ll be back….

Locks 4, miles 25 (two days).

There and Back Again…

Or, To Winsford and Beyond!

After a crispy night today dawned damp and misty.

Vale Royal at just after 7 AM

By 10:00 though the sun was starting to make it’s presence felt, and we finished up with another fine, sunny day.

We were underway shortly after 10:00, still heading upstream. Newbridge Swing Bridge has the lowest headroom on the navigation, at just over 6 feet.

Approaching Newbridge Swing Bridge – cautiously.
I was pretty sure we’d get under OK, but it was hard to tell through the woodsmoke…
We did, with a few inches to spare, although my internet aerial rattled against the underside.

Moore2Life was next….

Will we, won’t we?
Er, no. Ann had to dash to the front, remove the chimney and shove the satellite dish inside.
No drama from the Rockers, though.

From here it saltworks pretty much all the way to the head of the navigation. The Winsford Rock Salt Mine sits to the west and 150 metres below ground. It supplies vast quantities of road salt for winter gritting from over 137 miles of tunnels.

M2L and R‘n’R cruising past the mine, No.5 shaft headgear in the background. This brings the rocksalt up from the mine.
All along the riverside there are huge heaps of salt, stored ready for use.  There’s a lot more this year than the same time last year, I’ll bet!

There’s lots more info on the mine here.

Salt, salt and more salt.




Big boy’s toys, eh.
On the east bank old spoil heaps have been transformed into parkland for Winsfordians to enjoy.

Spoil to grass.

Under Winsford's pair of bridges there’s a short winding section of fairly narrow river which opens out into the expanse of Winsford Bottom Flash.

Out onto the Flash

It unadvisable to venture too far, though. It’s notoriously shallow, and BW make it very clear that this is beyond their jurisdiction. If you get stuck here you’re on your own!

We all turned around, a little gingerly, and rafted up for a photo opportunity. Pity about the sun, though.

All smile on Winsford Bottom Flash

Here we’re less than two miles from the Middlewich Branch of the Shropshire Union Canal. It has been proposed to dredge a navigable channel across both Bottom and Top Flashes, then build an inclined plane to take boats up the 80 feet difference in levels. It would make a fine circular route, but it’s not going to happen, is it.

We reversed our route, under the Winsford Bridges with the collection of shopping trollies and assorted detritus, then away from the town, passing those salt piles again.

This guy was here on the way in. Stuffed, do you think? No, he twitched!

Cruising back down Vale Royal Cut
Grand, isn’t it.

The area was named after Vale Royal Abbey, established under the Royal patronage of Edward I. He had an ambition of creating a huge cathedral, rivalling any other in the country. But financial setbacks meant that it was 100 years in the building, and never was the magnificent building originally planned. It’s history was plagued with scandal, abbots and monks being accused of lawlessness, financial mismanagement and abuse of privilege, resulting in the murder of two abbots by local people.
It ceased to be an abbey in 1539 during the Dissolution of the Monasteries, the church was demolished and a lot of the buildings remodelled and incorporated into the house which still stands today. It’s just a quarter mile to the south of Vale Royal Lock, to the west of the river.

We arrived a little early at the lock, having booked passage for around 12:30. Time for the dogs to have a run around (and a run-off) before we were locked through by the obliging BW crew on duty.

Waiting at Vale Royal, R’n’R just arriving.

Cormorants roosting on Vale Royal Cut

While we waited, George spotted a couple of branches that would be suitable for our fire….

That’s George (behind the tree), fishing with his boat hook.

He seems pleased to have got the wood…

Avoiding a couple of racing skiffs we arrived at Hunt’s Lock open and ready for us.

Coming through

Pampered pooches in Hunt’s Lock
Meg makes do with a rubber mat on the counter. She’s tough!

We ended our day moored up at Town Wharf in Northwich, just a stone’s throw from the shops. We’ll be here till Thursday morning, then we’ll continue our journey downstream.

Moored in Northwich

Locks 2,  Miles 8