By now you might have an appreciation of the roles and responsibilities of our trip on the Lapland Bunting. Rob pilots for a sound reason: He has the experience and expertise of many years of boating, knowing how to maneuver and take advantage of things like winds, current and the tiller. That doesn’t mean I didn’t pilot, I did and yes, the boat is a handfull of near-constant corrections, but on the occasions where I was at the tiller, we didn’t hit anything or anyone, so it is considered a win as far as I am concerned. The duties that did come my way were more of an Enabler of Passage.
Locks have been around since pre-history on the Nile River as a way to get a boat laden with stuff around rapids or to make changes in elevation from one navigable part to another. Locks rely on gravity to fill or empty the lock chamber. Gates at either end keep water in or out depending on what direction you’re going. The essential operation be it the Wileymoor Lock, Beveridge’s on the Rideau Canal or the Gatun Locks on the Panama Canal, they all work the same. The Rideau Canal, has Parks Canada Lock Keepers who do the work of doors and draining or filling the locks. As a boater you listen to what they tell you and ride the boat up and down as need be. Gatun Locks in Panama are merely orders of magnitude larger.
The Shropshire Union Canal has manual locks, which means someone has to open the doors, close the doors and work the windlasses and winding gear to fill or empty the lock, open the appropriate door to let the boat continue, then close the various doors and windlasses to allow whomever is next do their thing. Since someone has to pilot the boat into the chamber, that would leave someone else to be the Lockie.
It isn’t a particularly difficult thing to do and gravity being reliable on this planet, means the locks work as they should when operated as they should, which we did about two dozen times. Up and down, gravity and water pressure being our transportation friend.
Lift bridges along the canal are also a feature. All but one were manually powered, meaning crank the windlass around 30 times or so to raise the bridge and crank it another 30 or so the other way to lower the bridge, the road being generally a dirt track or cow path from one field to another. Hydraulics are good, reliable things. Again, since someone has to pilot the boat, that means someone else has to operate the lift bridges. The whole process of locking and lift bridges can be done solo and hundreds do, but it is easier with two people.
Where locking, lift bridges and boating become less fun is in the midst of a named storm called Callum.
We knew going into this trip that there was always potential for less than idyllic weather, the UK being the UK. There was a cold night in Whitchurch, frost on the Lapland Bunting when we opened the hatch in the morning, but we also knew we had packed rain gear and boots to cope with the occasional downpour and soggy ground.
In the course of two days Calum dropped a month worth of rain on the part of Wales we were in, along with rather bracing winds. Wind and rain, when you’re in the house is not a problem. On a narrowboat, it is simply miserable, especially since a narrowboat is essentially a 230 square foot, under powered steel sail and the wind is always blowing in exactly the wrong direction on an open tiller deck.
Rain gear or not, we both got soaked to the skin for two days with a cold Welsh gale. After mooring clothing was hung on the interior radiators in a futile attempt to reduce the moisture content from cold terrarium to only modestly sodden. We did forebear with frequent cups of tea for the pilot and lockie to ward off the chill and the damp, but standing next to the heating radiators after mooring up was very welcome.
We were rewarded for our perseverance with a double rainbow toward evening on the second day of rain. A good omen.