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A HISTORY OF THE
WORCESTER/BIRMINGHAM CANAL
SOCIETY

1969 – 1978

H, HODGES, APRIL 1979

Published by the Worcester Birmingham Canal Society to commemorate their tenth anniversary

Published on the society web site April 2001

SOURCES

1.       Minutes Worcester/Birmingham Canal Society, 1969 –1978

2.       Correspondence Worcester/Birmingham Canal Society, 1969 –1978

3.       Society Magazine, ‘Fifty-eight’ Numbers 1 –115

4.       Waterways News, December 1973

5.       Constitution and rules, Worcester/Birmingham Canal Society

6.       ‘Canals of the West Midlands’ – Charles Hadfield

7.       Private communication – Mr. Norman Cox

8.       Minutes of Droitwich Canals Trust, May 1973 – December 1978

9.       The Author must thank many members of the Worcester/Birmingham Canal Society for their help with personal recollections and in particular Miss I. Dowler, present Chairman of the Society.

10.   Private communication from Mr. I. Bruce, who supplied and checked most of the information on the Droitwich Canals Trust Limited.

CHAPTER 1  A BEGINNING

The promoters of the Worcester and Birmingham Canal in 1790 can hardly have envisaged that the main use of the canal 180 years later would be for pleasure and recreation; they had in mind the carriage of coal, salt and goods from the industrial Midlands to Worcester, the river Severn, Gloucester and the Bristol Channel.  In fact a canal so heavily locked, with 58 locks needed to secure the ascent from the river Severn to the Birmingham level, and with five tunnels would seem inauspicious for the locale of an active and vigorous Canal Society.  It needed the boundless enthusiasm and optimism found only in slightly eccentric individuals to ensure not only the start of such a Society, but more importantly its growth and continuity.  Many voluntary bodies start with the enthusiasm of inspired pioneers, but decline as the original enthusiasm weakens or the burden of voluntary work becomes too oppressive.

Although during the Second World War commercial traffic on the canals enjoyed a temporary revival, by the 1950's it had for all practical purposes largely ceased.  According to Charles Hadfield, "Canals of the West Midlands", commercial traffic - coal from Cannock to Worcester, and chocolate crumb from Worcester to Bournville - passed until 1960 and 1961 respectively.  There was some occasional traffic in chocolate crumb from Bournville to Regents Park until 1968, and various short-lived attempts were made by the Midland Canal Carrying Company to restore traffic, and there still remains a small traffic in coal sold to people living alongside the canal.  Fortunately by the time commercial traffic had almost ceased a new class of user had appeared, a user who had discovered that the canals presented a new and relatively unexplored territory, a type of cruising altogether different from river or coastal cruising, a unique way of seeing the landscape of town and country.  This cruising was often in self-converted narrow boats, the narrow boat a craft so admirably designed for the carriage of goods on narrow waterways, but when converted to prove practical and aesthetically satisfying for living and cruising.  Much of the credit for this must go to L. T. C. Rolt, whose book "Narrow Boat", first published in 1 944 inspired numerous enthusiasts to follow in his steps.  It was not only that his travels on "Cressy" touched nostalgia for a simpler way of living, understandably after five years of war, but that it drew attention to the neglect of a priceless national asset in the inland waterways, an asset which but for the efforts of a few would have been fatally squandered.

It is fitting that "Cressy" should have been moored at Tardebigge on the Worcester and Birmingham Canal from 1941 to 14.4.46 and that in his book, "Landscape with Canals", L. T. C. Rolt should have written "the Tardebigge years turned out to be one of the most happy, full and fruitful periods of my life."  He was to say of George Bate, later to become a prominent and distinguished member of the Worcester-Birmingham Canal Society, "But it was George Bate ... whose skill I most admired. He was the lock maker ... it did the heart good to watch George fashioning and assembling the massive oak principals of a frame gate."

Following the publication of "Narrow Boat", Rolt received a letter from R.Aickman suggesting the formation of e voluntary society to campaign for the greater use of the canals.  This was the start of the Inland Waterways Association, which became the focus of a powerful and sustained campaign for the use and restoration of the canals, not merely for pleasure and recreation, but for trade, since it was recognized that canals could not ultimately be maintained and developed successfully without trade.

It can be seen that from the beginning the Worcester and. Birmingham Canal had an important place in the revival of interest in canals and canal traffic, a happy and pleasant circumstance a on which the founders of the Worcester/Birmingham Canal Society were able to build.

As with almost all organisations or societies it is almost impossible to pinpoint the precise start, but with the Worcester/Birmingham Canal Society certainly the seed was sown in the summer of 1967 when Mr. Norman Cox and his wife Doris Cox first met Mr. Alan Picken and his wife June.  Norman and Doris Cox had just moved house from Warley, West Midlands to Grafton Flyford, near Droitwich, and were bringing their new boat "Lulu IV" from Astwood Marina, Kingswinford on the Staffs and Worcs canal, to their new moorings at Hanbury Wharf.  They had engine trouble and broke down at Stoke Wharf where they sought the assistance of Alan and June who were running their business "Water Folk" the on the wharf.

Mr. Norman Cox and his wife had been for some years active members of the Staffs and Worcs Canal Society, and naturally they enquired of Alan if there was a similar organisation on the Worcester and Birmingham Canal.  Learning that there was not, they all agreed that it would be a good idea if such a Society could be formed.  Alan Picken already had a wide circle of friends on the Worcester and Birmingham Canal and mentioned the matter to another canal enthusiast, Mrs. Marion Thornett. who was to become the first Secretary to the Society.  Between them they enlisted the support of other canal enthusiasts, the Currell family, John Pinder and Dave and Verity Montague-Smith.  A friendly get-together was arranged at a canalside pub, the Crown Inn at Withybed Green, and here the first fourteen members of the society-to-be met in the autumn of 1968 to discuss the possibility of forming a society.  They were: Mr. and Mrs. Picken, June Pickens’s father Mr. R Caseley, Mr. and Mrs. Cox, Mr. and Mrs. Thornett, Mr. and Mrs. Currell and their two sons Roger and Peter Currell, Mr. John Pinder, Mr. and Mrs. Montague-Smith.  It was agreed that a society should be formed and another meeting was arranged shortly afterwards.  Mr. Don Currell and Mr. John Thornett were unable to take an active part by reason of their business commitments, but by the time of the next meeting the original fourteen had been joined by Mr. T Heath, Mr. O Swain, Mr. P White and Mr. H Hodges.  The "sixteen" thus gathered together, formed themselves into an ad hoc committee with the object of organizing a Public Meeting in Bromsgrove to launch the society early in 1969.

Meantime a larger meeting place was sought and conveniently found at the "Boat and Railway", the canalside pub at Stoke Prior.  The proprietors, Mr. Derek end Mrs. Mollie Langston proved so helpful and accommodating that the Society has met there ever since.  Mr. 'Norman Cox was unanimously chosen by the ad hoc committee as Chairman and Mrs. Marion Thornett similarly chosen as the first Secretary.

The Public Inaugural Meeting was held at the Parkside Secondary Modern School, Bromsgrove on 20th February 1969.  Despite wintry conditions this meeting was attended by 150 persons, the main guest speaker being Mr. Robert Aickman, founder of the Inland Waterways Association, and by then a seasoned and nationally known figure in the fight to preserve, use and maintain the canals.  There were representatives of the angling community, of the Worcester County Council, and of neighbouring Canal Societies already formed and active.

This meeting proved cardinal in the formation and development of the Worcester/Birmingham Canal Society, providing it with membership, public support, advice and technical assistance from experienced end qualified enthusiasts.  It was followed by a General Meeting of members on 15th April 1969 at the Boat and Railway Inn at which officers and a committee were elected and the first constitution and rules of the Society were agreed.  Mr. Norman Cox became the first Chairman and Mrs. Marion Thornett the first Secretary.

CHAPTER 2 THE FIRST YEAR

It is said, "great oaks from little acorns grow".  The discussions and meetings of the "few" from November 1968 to the public inaugural meeting in February 1969 started the Worcester-Birmingham Canal Society on a path which was to lead to the Society having an influence out of proportion to its membership.  By the time of the first annual general meeting on 15th April, when the Society was fully constituted, the officers elected and rules and a constitution agreed, the society had a membership of 19 single members and 22 family members, or of 63 adults, not all boat owners, and the Society was committed to a programme of events which was to form a pattern and guide for its future.

Monthly meetings of members, except for the summer months; a spring and an Autumn cruise; participation in the Inland Waterways Association National Rally, and in the rallies of nearby Canal Societies; co-operation with and pressure on local authorities and the British Waterways Board; voluntary work on the Worcester and Birmingham canal and assistance with the restoration of other waterways; towpath walks; - all these became a regular feature of the Society’s activities.  Later would be added an annual dinner, the Society’s own rallies, working parties, lectures and contributions by Society members to the public to encouraged interest in the canals and to promote the waterways cause, a Society shop and various schemes to raise money not only for the Society but for restoration projects, particularly for the restoration of the Droitwich canals.

From the first the Society established good relations with the planning departments of the City of Worcester, the Droitwich and Bromsgrove district councils, later with the City of Birmingham and with local schools and libraries, often helping students with canal projects and the libraries with display information.

The Society has as its main objective "To promote the use, care and restoration as appropriate and necessary, of the Worcester and Birmingham canal together with its adjacent waterways including those abandoned or derelict".  The Society understood from the beginning that the only future for the canals must lie with their multi-functional use, for trade,angling, water supply, walking, pleasure boating and where appropriate be designated as nature conservation areas.

Since the canals were built for trade, the restoration of trade where practical and on suitable waterways and their improvement to the point where they could accept barges of near Continental standards, was recognised as being essential for the future of the canals.  Hence the restoration of the public right of navigation (removed by the 1968 Transport Act) was steadily campaigned for.  In 1977 the Society sent a donation of £1OO to the· Inland Waterways Association Campaign on this issue.  The Society thus from the first widened its appeal to include use of all kinds, a policy pursued steadily throughout the years.

The Society was determined not to become just a boating club catering only for the interest of pleasure boaters.  Co-operation with anglers proved difficult and it cannot now be said that the problem has been solved.  It seems to some people the interest of those who use the canals for cruising and those who use them for fishing are naturally in opposition, but given tolerance and good manners on both sides, this need not be so, since without traffic the canals would degenerate into shallow, weedy ditches, useless for boating and fishing.

During its first year the Society was fortunate in securing the services and goodwill of Mr Norman Terry as President.  Mr Terry is a keen supporter of inland waterways and his steam paddle boat "Phoenix"[1] was often seen on the Worcester and Birmingham canal, at Society Rallies and at the National Inland Waterways Association Rallies.  He held office for the following three years, when he became and remained a vice-president.  Another distinguished early member was Mr Uffa Fox, who became a life-member in 1969 and continued to take an interest in the Society until his death in October 1972.  Also in 1969, Mr George Denning-Bate B.E.M. accepted the post of vice-president, a post he was to hold until his death in April 1977.  George Bate with his practical knowledge gained from a lifetime spent on the Worcester and Birmingham' Canal, his astounding memory, his carefully kept diary, and his generous and gracious manner was to make a greatcontribution to the Society.  His first talk to the Society members was in September 1969, appropriately entitled "Fifty years on the Waterways", and his first article in the Society's magazine the 'Fifty-eight", appeared in November 1969.  Thereafter he was to be a regular contributor. (see also Chapter 11)

The 'Fifty-Eight', the monthly magazine of the Society was first published in April 1969, at the suggestion of the Chairman, Mr Norman Cox, and with the assistance of his wife Doris, who was the first editor.  It is relatively easy to start a society magazine, difficult to maintain regular publication on a voluntary basis with a flow of news, interest end variety in its contents, so that it does not become just a list of Society events.  The 'Fifty-Eight' has achieved all that a good magazine should.  It has been regular in its appearance so that members maintain interest in the affairs of the Society; it has recorded valuable history from the pen of George Bate; it has achieved variety in its content, from cooking recipes to poetry and has reported on wildlife on the canal.  Above all it has effectively promoted the waterways case.  Although primarily intended for Society members it circulates outside the Society, to local authorities, local libraries, M.P.’s, the local Press, to other Canal Societies and to officers of the British Waterways Board.

The success of the 'Fifty-Eight', which as recently as 1978 received an accolade from Mr Robert Aickmen of the Inland Waterways Association, owes much to the direction set from the beginning by Mr Norman Cox.  The "Chairman’s Chatter", combined news of the Society and of waterways events with informed comments on many matters together with his, personal opinions, all put together in his inimitable style.  It was just the kind of material with a message which helped to make the Society more than a boating club.  Norman Cox was later when he retired to contribute a series of articles "The Journeyings of George", the saga of his and his wife's travels throughout the waterways system on their narrow boat the "George Bate".

The example set by Norman Cox was not lost on future Chairmen and editors of the 'Fifty-Eight' who followed him, sometimes in a more serious vein and sometimes less, but always in their own style.  Series such as "Phil's Giggles", the "Pundit of Pudding Green", "Dredger", amusing, often ironical, poking fun at our own shortcomings, ridiculing bureaucracy and demonstrating that the Society was a living growing body of people, serious in intent but with a sense of humour.  Mrs Doris Cox was to edit the journal until April 1971, when she handed over her onerous task to Mrs Sandra Radmore.  The 'Fifty-Eight' is currently edited by Mr J. C. Taylor.

The wide interests and appeal of the Society can be gathered from the subjects of the meetings held in its first full year.  Mr David Hutchings spoke on the restoration of the Upper Avon; Mr David Tomlinson on the restoration of the Stourbridge 16; Mr David Montague-Smith on First Aid, particularly as applied to boating accidents; Mr George Bate on his fifty years on the waterways; Mr Colin Sideway on the Birmingham Canal Navigations; Mr Alan Smith on the Dutch canals, and Mr W, Walton on boating from the beginning.

The National Inland Waterways Association Rally was held in 1969 at Cambrian Wharf and Gas Street basin, almost on the Society's own waters.  The object was to publicise the Birmingham Canal Navigations and to protest against closures, abandonment or restriction of navigation on the Birmingham Canal Navigations.  It was a highly successful rally with a large public attendance.  Some ten boats belonging to Society members cruised in convoy from Hopwood to the Rally site.  In future years there was always to be a Society presence at the National Inland Waterways Association Rallies, some members present with their boats, other travelling by road, and the Society Shop making its appearance.

The Society started its Spring and Autumn cruises in 1969, the Spring cruise to Dunhampstead, and the Autumn cruise to Tardebigge.  Society boats also attended the Earlswood Motor Yacht club rally at Earlswood.

A tow-path walk from Tardebigge to the Half-Way House and back, followed by tea in Mr and Mrs Currell's narrow boat "Escape" was supported by 40 members and friends, and 27 members attended by invitation a social gathering at the Severn Motor Yacht Club.

Altogether 1969 was an active and successful year for the newly-formed Worcester/Birmingham Canal Society.

CHAPTER 3   ANNUAL GENERAL MEETINGS AND DINNERS

For the general members of many societies attendance at the Annual General Meeting is a boring duty and of little interest except for the officers immediately concerned with the running of the Society.  This cannot be said of the Worcester/Birmingham Canal Society, whose Annual General Meeting is a lively and interesting occasion by reason of the controversial matters raised at the meeting by its members.

Should the Society's activities be more concerned with its own canal and less concerned with restoration projects?  Is the Society in danger of becoming a boating club and losing its campaigning spirit?  To what extent should the Society co-operate with the British Waterways Board?  Do annual rallies continue to serve a useful purpose?  These are some of the questions that are discussed at these meetings, as well as the Secretary’s and the Treasurer's reports and the election of officers.

A Special General Meeting of Members was held in 1974 when it had become necessary to increase the rates of subscription for Members and since the rates of subscription were then a part of the Society's constitution, any alteration in the subscription rates required an alteration in the constitution.

A Special Committee Meeting was called in December 1975.  Some of the Members thought it was desirable that the Society should purchase and run its own boat, using it for charitable purposes, for publicity and for use by members who did not own their own boats.  This was a proposal which was outside the original rules of the Society and would require a considerable and continuing expense.  This proposal was dropped at a Society Forum in January 1976.

At the Annual General Meeting on May 2nd 1978, a number of amendments to the Society's rules and Constitution were proposed by the Committee. ·These changes were necessary so that changes in subscription rates could be made without alteration of the Constitution, together with the need to tidy up certain ambiguities in the wording of the Constitution and so that the Society could undertake certain types of activity and yet remain a charity.  The Society had first been registered as a Charity in July 1970.  The revised Rules and Constitution had already been approved by the Charity Commissioners and were accepted in full at the meeting in May.

The Annual Dinner of the Society, held every year since 1978 usually in March, and so far always at Perry Hall Bromsgrove, is an occasion not only for a pleasant get-together, but for entertaining and listening to speakers distinguished for their service to and experience in the waterways cause.  The Society has been fortunate in the guest speakers who have attended its dinners.  At the first such occasion Mr Gwilym Rhys, chief architect and planner of the Droitwich Town Development Committee, supported by his colleagues Mr Stephen Owen end Mr Max Sinclair, spoke of the project to restore the Droitwich Canals, including possibly the Droitwich junction Canal, the link between the Birmingham and Worcester Canal and the Droitwich Canal.  This talk was of great significance to the Society which was to become closely involved in restoration work on the Droitwich Canal and to take a part in the later formation of the Droitwicb Canals Trust Limited and in fund raising on behalf of the Trust.

Subsequent guest speakers maintained the same high standard: Mr J Humphries, Chairman of the Inland Waterways Association; Mr R Aickman, Founder of the Inland Waterways Association; Mr Ray Carter, M.P.; Sir Frank Price, Chairman of the British Waterways Board; Mr Frank Baker, Managing Director of Harborough Marine; Mr Graham Palmer of the Waterways Recovery Group; Mr John Barratt, Chairman of I.W.A.A.C.; Miss Eily Gayford, author and wartime boatwoman; Mr O H Grafton, Director of Freight Services Division of the British Waterways Board; Mrs Frances Pratt, latterly of Press and Publicity, British Waterways Board, Mr Norman Cox the first Chairman and later President of the Society returned with his wife from his journeys on 'George" as guest speaker in 1977, and in February 1979 M Robert Aickman is to return at the Society's Tenth Anniversary Dinner, having been the principal speaker at the Society's Inaugural Public Meeting in February 1969.  Since 1976 the annual dinner has been combined with a dance.

CHAPTER 4   MEMBERS MEETINGS

Members meetings are the staple diet of a lively society, but are difficult to sustain if interest and variety is to be maintained.  The Society has a members meeting each month, except for some of the summer months.  The Society has been fortunate in its Programme secretaries, who have always arranged an attractive programme, providing for a wide variety of interests.

Talks on the history of canals and on restoration projects have naturally featured prominently. The Society has probably presented illustrate talks on practically every restoration project in the country.  The very first talk given to the Society was by Mr David Hutchings, who had inspired the restoration of the Southern Stratford Canals, and was then engaged on the restoration of the Upper Avon.  This was followed by a talk from Mr David Tomlinson of the Staffs/Worcs Canal Society on the restoration of the Stourbridge 16.  In subsequent years there were to be talks on the Thames and Severn, the Middle·Level Navigation, The Lower Peak Forest canal, and the Cheshire Ring, the Kennet and Avon, the Montgomery and the Caldon canal, and of course the Droitwich Canals to mention only a few.  By contrast, talks on the canals in Holland and in the U.S.A. have been presented.

Restoration projects will continue to exercise the interest of members for a long time, since there seems no end to the worthwhile projects, though it has been said that all of the relatively easy ones have been, or are being tackled and that those which remain will he more difficult and costly.

There have been talks on First Aid, on painting and sign writing accompanied by demonstrations on boat building, on rambling, on canal architecture, on natural life along the canals, on the art of ropework and knots with demonstrations, on diesel engines, on the Ironbridge Gorge Trust and the Black Country Museum, on the redevelopment of Gas Street Basin; in fact on every facet of waterways interest.  Many of the slides and films shown at these meetings have been of a high standard.

Members also have a meeting once a year at which they show and comment on their own slides, usually but not always of their summer cruising or of rallies and cruises they have attended.

The "Canal Brain of the Midlands" is a popular Quiz competition between Midland Canal Societies, at least one round of which takes place at one of the Society's monthly meetings.  The Society enters a team annually for this event and the standard set by the Quizmaster, Mr Ken Dunham, is high.  In May 1975 Society member and editor of the "Fifty-Eight" Mr J C Taylor, won the individual award for the "Wolverhampton Chronicle Cup".

The Society has been pleased to arrange for local officials of the British Waterways Board to speak to several of their monthly meetings.  These occasions, as might be expected, have been lively and provocative, but have enabled both members and the officials from the British Waterways Board to appreciate and understand each others problems.

The Society Spring and Autumn cruises are mainly for the pleasure of Society members who own boats and those who are willing to crew for boat owning members.  They get the boating season off to a good start and end it in good company.  Nowadays quite a few members do some cruising in the winter months, though this is becoming difficult owing to numerous and lengthy closures operated by the British Waterways Board for maintenance in the winter.

Rallies on the other hand serve mainly a missionary purpose; they are aimed at the public, demonstrating that the canals are for use, and usually drawing attention to some section of the waterways system that is under threat.  This is especially true of the National Rallies organised each year by the Inland Waterways Association.

This is not to say that the Society cruises have no other purpose than to give pleasure to boat owners.  The Spring Cruise in 1970 to Diglis, where an overnight stay was made, was to protect and draw attention to the lack of casual moorings for canal cruisers coming to Worcester.  It was also part of the Society's campaign to see Lowesmoor basin, then in a disgusting state, developed and used for moorings, and to provide moorings there in addition to those at Diglis for river craft off the Severn.  Considering the attractions offered by the City of Worcester to visitors, facilities for mooring are still inadequate though on the river they have lately been improved by the waterside development upstream of the bridge.

In 1974 the Spring Cruise was combined with a trip organised for the benefit of deprived children by the Birmingham Endeavour Group, when members boats took the children from Diglis to Stoke Prior.  In 1975 eleven Society boats cruised to Perdiswell as part of the Worcester City Show.

Either on its own or together with other Canal Societies the Worcester/Birmingham Canal Society has taken part in a number of cruises on the Birmingham Canal Navigations, not only to show the flag on these neglected waterways but to press for improvements.  The Birmingham Canal Navigation system is an unrealised asset which could be of great value to Birmingham, not only for boating but as a linear park for the benefit of all.  In May 1972 five Society boats attended the Rally at Walsall Town Wharf, and in October of that year the Society took part in the Midlands "Crossroads Cruise" on the Birmingham Canal Navigation and won the team prize.  Further cruises were made on the Birmingham Canal Navigations in September 1973 and October 1974.  The Autumn cruise in 1977 was to the British Waterways Board Workshops at Bradley on the Birmingham Canal Navigations.  These workshops serve as a maintenance depot for the Midland canal system and are on a neglected arm of the canal which also serves as a feeder for the system, water being pumped from underground sources.

Cruises to Hockley Heath have reminded members that they have an interest in the Northern Stratford Canal, part of the more than 35-mile lock free stretch on the Birmingham level that runs from Tardebigge to Tipton, to Lapworth, and includes the Netherton Tunnel and Dudley No. 2 lines.

In 1978 as part of an exercise in public relations, and to encourage Councillors to take an interest in the canals lying within their authority, cruises were arranged for members of the Worcester City Council, and of the Birmingham City Council Leisure and Activities Committee.  The Worcester City Councilors were taken from Perdiswell to Diglis on the narrow boat "Cedar" hired from Mr Alan Picken, since owing to restrictions on the use of the canal caused by the closure at Alvechurch Aqueduct it was not possible to use members' boats.  The Birmingham Councillors were taken in 13 Society boats from Kings Norton to Gas Street.  In October 1978 the re-opening of Alvechurch Aqueduct, closed for repair in January, was celebrated by a Society Cruise from Tardebigge to Stoke Prior and back, with an overnight stay at Stoke Prior and an evening of entertainment at the “Navigation".  Unfortunately the opening of through navigation on October 9th was followed on October 11th by the indefinite closure of Kings Norton tunnel for repairs, once again preventing e through passage on the Worcester end Birmingham canal.

Whilst those taking pert in the Society cruises are mostly boat owners the Society always encourages members without boats to join as crew when this is possible, and cruises have been combined with en "Open Day" at which boats are open for inspection by members, their friends and the public.  "Open Days" were held at the Alvechurch Boat Centre at the invitation of Mr Kierney one of their Directors, in May 1976 and April 19T7.  The 1976 occasion was successful, but in 1977 few boats were able to take part, the date unfortunately clashing with a rally organised by the Birmingham Canal Navigation Society on the Ridgeacre Branch at the top of Ryders Green Lock.

Most Spring end Autumn cruises are proceeded by a 'get-together' at a canalside pub, or if the cruise involves an overnight stay the 'get-together' will take place then.

Since 1969 the Society has organised 18 cruises on the Worcester and Birmingham Canal and its adjacent waterways including the Birmingham Canal Navigations.  This is apart from cruises made by members individually or in groups to cruises and rallies organised by other societies.

Rallies are campaigns designed to draw attention to a threatened or neglected waterway, to enlist the sympathy and support of the public, to recruit members, to raise money (but not all rallies are successful in this).  Wherever boats gather the public are attracted and Rallies combine boats with entertainments of all kinds.

The organising of Rallies on a National scale as for the Inland Waterways Association National Rally each year, is a massive task, since nowadays 500 or more boats will attend, e.g. at the Nottingham Rally in 1974 there were about 700 boats and over 100,000 people visited the event.  A place has to be found, accessible to the public, with car parking, water supply, refuse disposal, toilets and moorings for the boats.  Permission has to be obtained from the British Waterways Board and perhaps arrangements with them for an extra supply of water to the canal.  If the Rally is on a river then permission has to be obtained from the appropriate riparian authorities.  Local authorities and the police will be involved as well.  Space has to be found for trade shows, entertainments, and refreshments.  A distinguished public figure interested in waterways has to be found to open the Rally and arrangements made for coverage of the events by press, radio and television.

This kind of Rally, originally a modest affair, has become so enormous that there are people who question whether it in all worthwhile, and whether perhaps the effort could not he better spent in other ways.  However, it is just the concentration of effort on a single venue and the resulting publicity from a large National event that almost certainly justifies the occasion, and makes it unlikely that National Rallies will be abandoned.  There is also the challenge which few enthusiast can resist in attending a National Rally, involving perhaps long journeys on waterways which they might otherwise not attempt.

It was extremely fitting that the year in which the Worcester/Birmingham Canal Society was founded was also the year when the Inland Waterways Association National Rally was first held on the Birmingham Canal Navigations at Farmers Bridge.  This was practically on the Society's own territory and on 28th July 1969 ten Society boats proceeded in convoy from Hopwood to the Rally site.  No better boost for the Society in its first year could have been given.  At this Rally Mr M Ackermen, a Society Member, won the Robert Aickman Challenge Trophy for the most meritorious voyage to the rally on his boat "Soldanella

In each subsequent year some Society boats were to be found at the Inland Waterways Association National Rally.  Most of them had to make their way by week-ending and often combined the occasion with their annual holiday.  Others found their way by road, and the Society shop was often present.  The success of Mr Ackerman in winning a major award in 1969 was repeated at the 1970 Rally at Guildford when Mr K. D. Dunham won the A. P. Herbert Market Harborough Challenqe Trophy for the longest distance travelled to the Rally, travelling 1184 miles.

The Inland Waterways Association National Rally returned to the Birmingham Canal Navigations in 1978 at Titford Pool, when 18 boats belonging to Society members attended.  The return to the Birmingham Canal Navigations was important to all Midland Canal Societies, since except for the Main Line which presented a through route South to North, the Birmingham Canal Navigations was in considerable danger of further neglect.  The Birmingham Canal Navigations provides an unrivalled aspect of Britain's early industrial revolution, a landscape scarred by early industry, yet retaining many of the features of the villages once strung along the canals which grew together to form the conurbation of Birmingham and the Black Country.  If neglect continues, this system of waterways, unique to Britain could be lost forever.

The first Rally organised by the Society was at Hanbury on 17th May 1970.  Thereafter Society Rallies were held at Kings Norton .Junction (1971), Lowesmoor Worcester (1972), Selly Oak Birmingham (1977), Stoke Prior (1974), Kings Norton (1976), and Stoke Works (1977).

At Hanbury there was the entrance to the Droitwich Junction Canal, originally joining the Worcester and Birmingham Canal with the Droitwich Canal.  The Junction Canal had been abandoned, and in June 1941 where it joined the Worcester and Birmingham it had been stanked off and some of the lock gates removed.  The Society had in mind that when the Droitwich Canal was restored the Junction Canal should also be restored and re-opened.  Meantime the Society had been pressing British Waterways Board to remove the stanking and re-open the Junction Canal to the first lock for mooring.  The Society had already cleared much of the undergrowth where the two canals joined.   This proposal was later rejected by British Waterways Board mainly on the grounds that the bed of the old canal would not hold water.

Hanbury itself had been an important wharf, handling goods which were unloaded for Droitwich and district, and before the construction of the Junction Canal loading salt from Droitwich.  It still had reasonable mooring facilities, and there was a boat building yard occupied by Mr G Swain who not only allowed the Society use of his facilities but gave much help in the organisation of the Rally.  Subsequently Ladyline Marina took the site over from Mr Swain and erected a large building quite out of character with the surroundings and used solely for the sale of boats and accessories.  The "Eagle and Sun", a well-known canalside public house lay alongside the site and there was a room for winding boats at the wharf.  On the wharf there were several picturesque canal cottages in good repair.  The Rally attracted 37 boats and there was a fair public attendance from the neighbouring town of Droitwich about one mile away.

This Rally demonstrated that the Society had the means and the people to organise its own Rally and in subsequent years, Society Rallies grew in size and complexity.

The 1971 Rally was based at the junction of the Worcester and Birmingham Canal with the Northern Stratford Canal at Kings Norton and was attended by 58 boats.  The Northern Stratford Canal had been carrying a good deal of extra traffic since the restoration of the Southern Stratford Canal to Stratford-upon-Avon opened in July 1964.  The Rally was opened by Mr Ray Carter M.P. for Northfield Birmingham, who later became a vice-president of the Society.

The Rally at Lowesmoor in June 1972 was an overt campaigning rally.  Most of that section of the Worcester end Birmingham Canal within the bounds of the City of Worcester was no credit either to the City or to the British Waterways Board.  Frankly it was filthier than almost anywhere on the Birmingham Canal Navigations, shallow and for the last mile closed in on both sides with abandoned and derelict buildings, many half demolished.  The City, instead of completing the demolition, had left the task to the all too willing children, who inspired and with prodigies of strength managed to throw cookers, baths, mattresses, bicycles and everything handy into the canal.  It was also severely polluted in part by run off of heavily polluted surface water from the town.  The Society had already made a report to the City about the state of the canal, accompanied by a survey and photographs [2]

The canal at the Rally site ran beside a road, on the opposite side of which was a row of old but well-kept houses, and there was good access to the shops and to the town.  By reason of the shallowness of the canal mooring presented a special problem only overcome with extra long gang planks.  The British Waterways Board had refused the Society permission to hold the rally directly outside Lowesmoor basin, but the Society went ahead nevertheless.  British Waterways Board were undoubtedly sensitive about the state of the canal and the neglect of Lowesmoor, although sympathetic in the long term proposal to develop the basin for moorings.  The situation was complicated by the City's proposals for an inner ring road, the construction of which as then proposed would have resulted in the loss of the basin altogether. These proposal· were later to be substantially altered so that the basin still remains and there are at the time of writing, fresh proposals from a developer for its use which would allow for a marina and moorings.  In the event, the Rally was most successful, opened by the Lord Mayor of Worcester, featured on B.B.C. T.V. News, widely reported in the local press and attended by 57 boats.  Many Worcester citizens must have been surprised to see as many boats gathered in such an improbable place, and made conscious for the first time of the potential of the canal.

The Rally at Selly Oak in June 1973 was designed to bring attention to another section of the canal, this time passing through an oId industrial area of Birmingham.  The Rally site Iay along the towpath side of the canal South of the Selly Oak road bridge, on the other side of which there was at one time the junction with the Dudley No. 2 Canal, now abandoned and the junction filled in.  There was access from the A.38 Road at one point lying alongside the old Birmingham Battery works.  Only a little beyond Selly Oak the canal passes by Birmingham University, Edgbaston Golf Course and close to the Botanical Gardens, with the railway running alongside the canal to Five Ways Birmingham, where the Railway Station has recently been re-opened.  This part of the canal provides an astonishingly pleasant and open walk along the towpath to the centre of Birmingham.

At Selly Oak itself, the canal is a receptacle for rubbish and a target for vandals.  Selly Oak is a part of Birmingham which has seriously decayed in recent years, and whilst awaiting redevelopment, is a reproach to the City.

It was hoped that by siting the Rally at such a spot the Society would once again draw attention to the need for improvement and that the sight of so many boats would make at least some people realise that the canal had a use other than as a rubbish tip.  The Rally was well attended by some 70 boats, and though there were almost no facilities for onshore entertainment, some hundreds of the public walked the towpath and inspected the boats, and watched the boating events.

By now the organisation of an Annual Society Rally was taking up an inordinate amount of the Society's time and placing a heavy burden on a few people.  It was becoming difficult to find people with the time and enthusiasm as each Rally aimed to be better than the one before.

In 1974 the Society organised a "Boat N Folk Festival" at Stoke Prior.  This was an ambitious event combining a rally of boats with outdoor entertainment on a scale not before attempted.  The large field alongside the canal between locks 23 and 24 and owned by the Harris Brush Company was lent to the Society for the occasion, and the Rally made financially secure by a guarantee from Messrs Bulmers Ltd of Hereford, who also presented a Trophy.  Two large marquees were erected on the field for Trade Shows and indoor events.  The Rally combined boat trips for the public, a sky diving demonstration by the Bulmer's sky diving team, and the Royal Navy's Recruiting boats "Cleopatra" and "London" were present.  Awards were made for the boat making the longest journey to the Rally, for the best Campaign Display, for the best Engine Installation, for the longest distance travelled on the Worcester and Birmingham Canal in a set time, for a Children’s Scavenger Hunt and for a Quiz competition.  The Rally Programme contained not only the Programme of Events, but also a short history of the Worcester and Birmingham and the Droitwich Canals.

Unfortunately the weather was wet and the outdoor events were not as well attended as they would have been in fine weather.  Also the site was some distance from Bromsgrove from where most of the public were expected.  Nevertheless, with the presence of nearly 70 boats coupled with the entertainments, it was certainly effective, though the financial results were disappointing.

The Society decided that the effort and time expended in mounting the Stoke Prior Rally was such that they could not undertake a Society Rally in 1975.  The next Society Rally was not therefore held until 1976, this time again at the Kings Norton Junction with the Stratford Canal.  This again was an ambitious affair, involving outdoor events in the large field alongside the canal between bridges 71 and 72, together with boat handling competitions, boat trips and other water events.  The Rally was opened by the Deputy Lord Mayor of Birmingham.  There was a good response from the public who were drawn to the Rally in large numbers.  Once again this part of the canal would form an attractive recreation area for the people of Kings Norton and Kings Heath.

In 1977 the Rally was held at Stoke Works.  The salt works there had recently been abandoned for fear that further pumping of brine would cause subsidence in the neighbouring area, and the buildings had been demolished.  There were the usual boating events and awards were made for the longest distance traveled to the Rally, for men’s and ladies' boat handling, for the best maintained and most safety-concious boat, for the best engine installation and for outstanding service to the Society.

After much discussion the Society felt that to have a successful impact on the public, Rallies in future needed to be larger then any one Society on its own could manage.  Hence in 1978 the Society did not have a Rally.  It is intended that in 1979 the Society shall have a combined Rally organised jointly with the Inland Waterways Association (Birmingham Branch) and the Birmingham Canal Navigation Society.  The Rally is planned to take place at the Walsall Town Wharf over the Sprinq Bank Holiday 26th - 28th May 1979.

Society boats have also taken part in a number of rallies organised by other Canal Societies, e.g. the Inland Waterways Association (Birmingham Branch), the Earlswood Motor Yacht. Club, the Coventry Canal Society, the Staffs and Worcs Canal Society.  These are listed in the “Calendar of Events”, and where the information is available the names of the boats taking part in all rallies and Cruises are listed in Appendix 7.

See note on Page 3 under ‘List of Contents’ – the Calender of Events and other appendices are only available in the edition held in the Society’s records.

CHAPTER 7   SOCIAL ACTIVITIES

Apart from the Members Meeting held monthly the Society organises a number of Social occasions which appeal also to the non-boat owning members.  A bonfire night was held in November 1969 at the "Fir Tree" Inn Dunhampstead by invitation of Mr and Mrs. Picken of the "Water Folk", and in November 1971 another bonfire night was held, this time on the Droitwich Canal following a working party.  Since 1970 the Society has held an annual Christmas Party at the "Boat and Railway", always well attended.

In July 1973 Mr Norman Terry, then a vice-president, held an "Open Day" at his home at Alvechurch in aid of the Shipwrecked Mariners Fund.  In October 1974 Mr and Mrs Lush invited the Society to a Barbeque at Stoke Wharf.  A highly successful "Cheese and Wine Party" was given by Mr and Mrs Darroch.  Mr and Mrs. Livingstone gave a delightful "Tramps Supper" at their home in Ullenhall in September 1976 and in 1978 Dr and Mrs. Rogers invited the Society to a "Railway Picnic" at Porters Mill Farm, the proceeds divided between the World Wildlife Fund and the Droitwich Canals Trust.

Society outings usually have a canal interest or an interest in Industrial Archaeology.  In October 1970 a coach trip was made· to the Waterways Museum at Stoke Bruerne, and in April 1971 a visit was made to the Crofton Steam Pump, Sapperton Tunnel and the "Great Britain".  Similarly visits were made to the Ironbridge Gorge Museum in April 1973 and to the Tramway Museum at Crich and to the Cromford Canal in 1977.  Also in 1977 the Society arranged for a well supported trip through the Dudley Tunnel on the "Electra".  The Brecon and Abergavenny Canal and the Folk and Craft Centre at Wolvesnewton were visited in 1978 and this included a trip on a steam paddle boat on the canal.

Sponsored Walks have proved popular as well as an effective way of raising funds.  Sponsored walks in aid of the Droitwich Canals Trust have been regularly supported by the Society and have taken place in 1973, 1975 and 1978.

Perhaps fund raising efforts should not be counted as socials but the Society always secures a good attendance for "Bring and Buy" occasions, for Auctions of members surplus canal equipment end for Jumble sales.

CHAPTER 8   THE SOCIETY SHOP

The Society Shop started in 1969 got off to a slow start, not making any substantial sales until 1973-4.  At first, it confined itself to sales to Society members, mostly of canal literature, the sales being made at the monthly members meetings.  Maps and books on canals were the principal items.  It was regarded more as a service to members than a source of income.

A new pattern of activities commenced in 1974 when David and Sandra Radmore started taking the Society shop to the Rallies of other Canal Societies and to the Annual Rallies of the Inland Waterways Association.  At the same time the stock was expanded to include not only canal literature, but such items as painted canal were, windlasses, mooring spikes, protective gloves.  This resulted in a rapid expansion of sales, and profits of approximately £37 in 1973 jumped to £77 in 1974, largely as a result of attending the Inland Waterways Association Rally at Northampton.

Since then the Society Shop has attended every National Inland Waterways Association Rally, except for that at Peterborough, and the Rallies of many other Canal Societies.  In this task Sandra Radmore has been helped by several other members.  As s result the Shop has contributed regularly to the Society’s income and since its start the total profits made through the shop have amounted to nearly £420.

However, now that many other Canal Societies also run their own Shop, end because the cost of attending Rallies hoe increased, together with increased fees for exhibiting at Rallies, the income to the Society from the Shop is unlikely in the future to increase substantially.

CHAPTER 9   RESTORATION AND WORKING PARTIES

The canals were established originally by a Parliamentary Bill for each canal, and in most cases the right to navigate on this canal could only be extinguished by Parliament.  Hence although the canal authorities after nationalisation of the canals regarded their job as that of closing rather than restoring any waterways which could not be shown to be profitable, the Inland Waterways Association was able by legal and Parliamentary means to save many canals from immediate closure.  Unfortunately the Transport Act of 1968 made it possible for canals to be closed and abandoned without recourse to Parliament.  Hence one important means of opposing closure was lost.

By then, however, public opinion had been aroused to the advantage of retaining threatened canals for recreational use, and the waterway authorities had become more receptive to restoration or improvement by volunteers.

One example of such a change of opinion, could be seen with the Llangollen canal.  This, one of the most beautiful canals in the country, had been abandoned to navigation, although maintained as a water channel to feed the Hurleston reservoir and as a water supply to the City of Chester, taking water at the head of the canal from the River Dee.  Fortunately, and with foresight, the local engineer had succeeded in having bridges spanning the canal that needed rebuilding, built at navigation height so that maintenance could be carried out by floating equipment.  Meantime the Inland Waterways Association and other interested parties had mounted a National Campaign for the canal to be re-opened, and the 1968 Act actually restored cruising rights to the canal.  Since then it has been one of the most popular cruising canals and is indeed in danger of over use.  Efforts are now being made by voluntary bodies to restore the Montgomery canal, which joins the Llangollen canal at Frankton Junction.

The Lower Avon Navigation was restored and re-opened in 1961, the Southern Stratford-upon-Avon canal in 1964, and the Upper Avon Navigation in 1974. All of this work had been mainly accomplished by voluntary workers, and large sums of money raised for these projects, yet the cost of restoration was but a fraction of what it would have been had the work been carried out on a commercial basis.  Thus a route was completed which allowed boats to cruise a "ring" consisting of the rivers Severn, Avon, the Southern and Northern Stratford canals and the Worcester and Birmingham Canal.  This brought extra traffic on to the Worcester and Birmingham canal and led to the establishment of private companies building and hiring boats and providing mooring and other facilities.

Other projects such as the restoration of the Stourbridge 16 emphasised the part that voluntary labour could play in restoration and improvement of neglected or abandoned canals, and the Society from the beginning recognised the great importance of such activity.  Its first organised working party took placeon the Upper Avon on 16th September 1969.  Thereafter working parties were a regular feature of Society activities.  A member of the Committee was appointed as working party organiser to arrange for regular working parties and to co-operate with other Canal Societies undertaking similar work.  Many of the monthly Members Meetings were addressed by people prominent in restoration work, such as David Hutchings and by speakers from Canal Societies specifically engaged in restoration, such as The Thames and Severn, the Montgomery, the Kennet and Avon Canal Societies.  As the movement grew so it required organisation on a national scale and the Waterway Recovery Group was born.  This group was able to acquire heavy equipment and at times to direct the efforts of hundreds of volunteers into a single project.

The Society's concern with the Worcester and Birmingham Canal had a precedent in action taken by the Inland Waterways Association well before the Society was formed.  An adjacent canal, the Northern Stratford, was effectively closed to navigation in 1945 when the drawbridge at Lifford Lane just past the guillotine lock and Kings Norton Junction, following damage, was replaced by a fixed bridge of such a height above water that boats could not pass.  It was not until 1950 after a national campaign waged by the Inland Waterways Association and considerable parliamentary lobbying, that the fixed bridge was removed end replaced by a swing bridge.

It was not usually possible for volunteers to undertake maintenance or engineering work on the canals under the authority of the British Waterways Board, but by reporting faults or matters requiring action, such as sunken boats or other obstruction to the channel, leaking lock gates, brickwork requiring repair, to the area maintenance engineer, the Society was sometimes able to get things done which otherwise would not have been done.  For this purpose the Society appointed "canal watchdogs" who regularly patrolled the canal and reported their findings.

The second Society working party took place on the Staffs and Worcs canal in February 1970.  Thereafter most of the Society's efforts were directed to neighbouring canals, with emphasis on the Droitwich Canal.  Work on the Birmingham and Worcester Canal was mostly confined to site preparation for the Society’s Annual Rallies, when towpaths had to be cleared and tidied up, moooring places provided, and the site off the canal made ready for tents, marquees etc.

It was natural that work on the Droitwich Canal should occupy a considerable part of the Society's attention.  From the first the Society had been involved in the discussions and decisions to restore this canal, had taken part in the formation of the Droitwich Canals Trust Ltd, had three Society members on the Trust’s Council and was engaged in fund raising for the Trust.  Working parties undertook every kind of task, clearing towpaths, felling trees, removing mud and silt from lock chambers, repairing brickwork on sluices, bridges, walls.  Gradually the amount of heavy equipment available increased, some recovered from scrapyards, some donated by firms, and some purchased by funds raised in the usual way.  Even a light railway was laid to remove the spoil from dredging.  The Society's involvement with the Droitwich Canals Trust is dealt with in Chapter 10.

In all, between September 1969 and the end of 1978, the Society took part in or organised more then 60 work parties, of which about 40 were on the Droitwich, 10 on the Stratford-upon-Avon Canal, southern section, and the remainder on the Worcester and Birmingham Canal and others.  A number were part of a "big DIG" as on the Droitwich Canal in March 1971, or again in October 1973, or in co-operation with other Canal Societies, as with the Sheffield Branch of the Inland Waterways Association on the southern section of the Stratford canal in November 1975 or with the Cambridge and Northampton Water Recovery Group in December 1975.

It has to be said that only a small number of members have the enthusiasm and stamina to take part regularly in these activities but the reward in satisfaction is great and the achievement out of all proportion to the number who take part.

CHAPTER 10   THE SOCIETY AND THE DROITWICH CANALS TRUST

It is not intended to provide a history of the Droitwich Canals and the work of restoration.  However, the close involvement of the Worcester/Birmingham Canal Society with the restoration and the formation of the Droitwich Canals Trust Ltd is such that any history of the Society would not be complete without reference to the Droitwich canals.

The Droitwich Canal from Hawford on the river Severn to Droitwich town was opened in 1771.  It was built principally to serve the salt trade from Droitwich.  It was 6¾ miles long with 8 locks and was designed to take barges 84 feet long by14 feet beam, carrying 80/70 tons of cargo.

The Droitwich Canal was relatively prosperous at first, but with the completion of the Worcester end Birmingham Canal in 18I5 and the opening of the new salt works at Stoke, much of the traffic was transferred to the Worcester and Birmingham.  In 1810 the Worcester and Birmingham had taken over the lease of the Droitwich canal and after completion of its own route to Worcester constructed a Wharf at Hanbury to serve Droitwich.  When the Worcester and Birmingham was in danger of losing their salt and coal trade to the railways the proprietors thought "their best protection would be a canal from Hanbury Wharf to Droitwich to Iink their line with the Droitwich Canal and cut out the land carriage between Droitwich and the wharf by which all coal and salt was transported" (Charles Hadfield 'The Canals of the West Midlands).  The Droitwich Junction Canal as it was called was completed in 1853; it was 1¾ miles long with 7 locks.

With the completion of the Droitwich Junction Canal the Worcester and Birmingham Canal Company increased the lock dimensions of the Droitwich Canal in 1854 to 77 feet by 15 feet so that the canal could take the 70 foot narrow boats working the Midland canal system.  In 1874 the Worcester and Birmingham Canal Company including its liabilities for the Droitwich canals was purchased by the Sharpness New Dock Company.

Both the Droitwich Canal and the Droitwich Junction Canal were abandoned in 1939, and in 1941 the Sharpness New Dock Company removed some of the gates on the junction canal for use on the Worcester and Birmingham canal and stanked off the canal at its junction with the Worcester and Birmingham.

An unusual feature of the abandonment was the acquisition of the canals and their lands by the Droitwich Borough Council.  Thus arose a situation in which two abandoned canals became the responsibility of a Local Authority.

The Inland Waterways Association had been campaigning in the 1960's for the restoration of the canals and as a result the Droitwich Town Development Committee had conducted a survey and report concluding that despite the difficulties and cost, restoration could be cheaper than other alternatives, and recommended the formation of a Charitable Trust to restore end manage the canals.

The Worcester/Birmingham Canal Society, was fully aware of the situation and the immensely attractive opportunities that would be opened by an alternative route to the Severn river, coupled with additional mooring facilities and the possibility of a Marina in the centre of Droitwich town.  These two waterways were "adjacent waterways" to the Worcester and Birmingham Canal and were by the Constitution of the Society, proper objects for its attention.  At the Society’s first Annual Dinner in March 1970, Mr Gwilm Rhys of the Droitwich Planning committee urged the Society to take an active part in any restoration scheme.  This was followed in October by an "Open Forum" when Mr Gwilm Rhys, supported by personnel from the Borough Engineers Department again spoke to members.

A Droitwich Canals sub-committee was subsequently set up by the Society, with Mr B Seekings as Chairman.  The Society magazine the "Fifty-Eight" for December 1970 reported that "the Committee of the Worcester/Birmingham Canal Society have decided that it should give full support to the Droitwich Development Committee with their proposals to begin reclamation of the Droitwich canals."  However, the Committee and the members of the Society were by no means unanimous about the best way in which the support should be given.  There was a considerable feeling among some members that the Society should not become too closely involved, since it would mean n diversion of effort and resources from its own canal, which should take priority over any restoration project. There was the view that the Society should play a leading role, not necessarily as part of a Charitable Trust, but in the establishment of one.

Another possibility canvassed by some members was that the title of the Society should be altered to read "The Worcester Birmingham and Droitwich Canals Society" and should undertake full responsibility for restoration and management of the Droitwich Canals.

In the event the view that the Society should take a Ieading part in the formation of a Charitable Trust and should give to the Trust the maximum of support possible, prevailed.  In furtherance of this policy, the Society organised its first working party on the Droitwich canal on 12th and 13th March 1971.  This was the forerunner of many working parties in which members of the Society took part, either wholly organised by the Society or on occasions by the Droitwich Canals Trust.  By the end of 1978 the Society had either organised or taken part in 40 working parties on the Droitwich canal.  These working parties will continue until the complete restoration is achieved.

Previous to the first working party there had been a Sponsored walk in aid of the restoration on 28th February 1971.  Further Sponsored walks in which the Society took an active part, were organised in 1974 and 1976.

Meantime, Mr I Bruce, a member of the Worcester/Birmingham Canal Society's Droitwich Canals sub-Committee, in conjunction with the Droitwich Town Development Committee, had asked Dr Boucher, the hon. engineer to the Inland Waterways Association, to report on the cost and possibility of restoring both canals.  Dr Boucher’s report was favourable despite the difficulty caused by the fact that a part of the .junction canal had been infilled and sold by the Droitwich Borough Council, and the additional problem caused by the construction of the M.5 which cut across the line of the junction canal.

In May 1973 the Droitwich Canals sub-Committee of the Inland Waterways Association (Midlands branch) prepared draft memorandum and Articles of Association of a new company, "The Droitwich Canals Trust Ltd.".  The first meeting of the Promoters of the Trust was held in June and the first meeting of the fully constituted and incorporated "Droitwich Canals Trust Ltd." was held on 1st October 1973.  Of the four Directors mentioned in the Articles of Association three were members of the Worcester and Birmingham Canal Society, viz, Mr N Sinclair, Mr N Q Grazebrook and Mr I Bruce.  Mr Grazebrook and Mr Sinclair were also members of the Inland Waterways Association (Midlands Branch) Committee.  Mr Sinclair was appointed Chairman, an office he still holds, whilst Mr Grazebrook was to become the Secretary of the Trust, and remains so, whilst Mr I Bruce remains a Director and Council member, and represents the Worcester/Birmingham Canal Society on the Trust.  Nominees of the Droitwich Borough Council, Droitwich Town Development Committee, Droitwich Rural District Council and the Association of Worcestershire Parish Councils, were also appointed as Council members.  On the re-organisation of Local Authorities in April 1974 the nominees of the Droitwich Borough Council and the Droitwich Rural District Council were replaced by nominees of the Wychavon District Council.

The Public Inaugural Meeting of the Trust was held at the Winter Gardens Droitwich, on October 23rd, when Mr Robert Aickman spoke.  Some 200 persons were present.

Following the formation of the Trust, the Worcester/Birmingham Canal Society disbanded its Droitwich canals sub-committee and contributed £1,500 to the Trust, a sum which was later to be exceeded.  This money had already been raised by the Society in a number of ways, with the specific purpose of assisting the restoration of the Droitwich canals, principally by the 1971 Sponsored Walk and by contracting to the Droitwich Borough Council, for felling and disposing of diseased elm trees along the canal lands.  The first working party of the Society felling elm trees, was held on 1st January 1972, and the first contract was completed at the end of March 1972.  Two further contracts to fell more elm trees were subsequently obtained and the total revenue to the Society exceeded £2,100.

The Income received by the Trust was largely dependent on voluntary contributions, donations by charitable trusts, and by the profit made on special events.  Mrs Burman, also a Society member, became the first Fund Raiser for the Trust, and successfully raised large sums of money.  Nevertheless, as a result of the economic climate, the income was never sufficient to allow the work to proceed as quickly as had been hoped.  Land had to be purchased at Hawford to allow the eventual construction of new locks into the river Salwerpe, the old line of the canal at this point being no longer possible.  Recourse was made to the Inland Waterways Association who made substantial loans.

Opposition to the canal came from landowners along the line of the canal and it required much long and patient negotiation to overcome their objections.  Apart from voluntary work from many Canal Societies, organised often by the Waterways Recovery Group, help was given by the Army and more lately by two Job Creation Schemes financed by the Manpower Services Commission.

Work completed to date includes the cleaning and removing of silt from six lock chambers (nos. 1 - 6); repairing brickwork on 3½ locks; repairing 1½ swing bridges; dredging over four miles of the canal to its original profile; the erection of several thousand metres of fencing.  In addition an innumerable number of minor jobs have been completed and a large quantity of useful plant acquired, renovated and put into operation.

The decision to restore the Droitwich Canal before tackling the Junction Canal means that the full benefit to members of the Worcester/Birmingham Canal Society will be deferred for several years.  Nevertheless, when the through route to the Severn is completed, Society members will have reason for pride in the part they·have played in this courageous and ambitious undertaking.  Some members will even be able to point to a particular brick they have Iaid, a pound they have helped to dredge, e towpath they have helped to clear, a lock chamber they have cleared of silt.

CHAPTER 11  MR GEORGE DENNING BATE  B.E.M.

Mr George Denning Bate B.E.M. (1901 – 1977) was truly a man of the canals, and in particular a man of the Worcester and Birmingham Canal.  His grandfather John Bate, had a wharf and blacksmith’s shop where the rebuilt "Queen’s Head" is now, and was licensee of the "Queen’s Head" as it then was.  His father G H Bate was a carpenter on the canal and lived at Whitford Bridge Stoke Pound until 1917 when he moved to Reservoir Cottage and lived there until he retired in 1932.  In November 1929 George Bate had married Miss G N Lacey of Sagebury Terrace Stoke Works and they were living at a lock-keeper's cottage above the Half Way House.  On his father’s retirement, George Bate and his wife moved into Reservoir Cottage and were to live there until shortly before his death.  George’s father died in 1958 aged 92.

'George' as he was known to all of his work mates and friends deserves a section to himself in this history.  In his youth the canal was busy with trade, carrying coal, flour, sheet iron, china clay, rum, vinegar, salt, limestone (there were a large number of lime kilns situated on the canal) and agricultural products.

As a boy, he "spotted boats" as boys were later to spot trains, recording the names and registered numbers; in one day he recorded 75 narrow boats and at that time he remembers there were 100 "number ones" operating on the canal (i e boatman who owned and operated their own boats).  With the coming of the railway, and later of the lorry, trade declined until it practically ceased in the 1950's.  Then there was e real danger that like many other canals the Worcester & Birmingham Canal might be abandoned and closed.  But George was to live to see the revival of traffic in the shape of pleasure boating, and indeed with the restoration of the Southern Stratford canal and its opening to navigation by the Queen Mother on 11th July 1964, followed by the opening of the Upper Avon Navigation also by the Queen Mother on 1st June 1974, the Worcester and Birmingham Canal was to become part of a much favoured "ring route" taking in the Southern, Northern Stratford canal the rivers Severn and Avon.  It was typical of him that he did not despise this new kind of traffic but went out of his way to welcome it and to assist all who travelled on the canal, experienced or inexperienced, private owner or hirer.  This was not always the official attitude when in 1948 the Docks Inland Waterways Executive became with nationalisation, the new owners of the canals.

George gave his first talk to members of the Worcester/Birmingham Canal Society in September 1969, a few months after it was formed.  The talk was appropriately entitled "Fifty Years on the Waterways".  In October 1969 he was elected a vice-president of the Society, an office he held until his death.  He attended meetings regularly and from the time the Society's Magazine the "Fifty-Eight" appeared in April 1969 he wrote for it regularly.

In fact he was the most prolific and regular contributor with no less than thirty-seven articles and thirteen letters between November 1969 and March 1977.  But beyond the historical importance of the articles and his contribution as an active vice-president, he was valued by all who knew him for his humour, his craftmanship and his readiness to share his experience with and to give assistance to other people.

George left Stoke Prior school when he was 13 to become a rivet heater at Stoke salt works.  In December 1915 when he was 14, he joined the Canal Company at Tardebigge first as he describes it as "general cook end bottle washer", and by cook he meant precisely that, for his first duty was to obtain and cook the meals for his mates when on a job away from base.  He learnt his trade as a carpenter under his father.  In 1924 he "paid his footing" after working on Kings Head locks, Worcester, treating his mates to a pint of beer in the Kings Head Public House, alongside the lock.  This was a time honoured practice on the canal to "mark the occasion of showing work ability (craftsmanship).  This was the equivalent of passing out of apprenticeship and of deserving the full pay of a qualified carpenter.  The gates that he made in 1924 were still in use in 1974, fifty years later.

George was a superb craftsman, and despite leaving school at 13 he was literate and articulate.  He had a remarkable memory and kept a diary throughout his working life.  The historical articles he published in the "Fifty-Eight" form a unique record of the Worcester end Birmingham Canal and of some of the adjacent canals.  It is doubtful if any other canal has had the lives and activities of the people working on it over the period 1915 to 1977, recorded as accurately and in such detail.  In fact since George also recorded and commented on the memories of the people he worked with as a youth, his knowledge of the canal well predated 1915.  Counting the time served on the canal by his grandfather and his father, George had access to 150 years of experience on the canal.  Altogether the Bate family served 157 years on the canal, George’s great-grandfather having joined the canal company as a blacksmith just before the canal was opened on December 4th 1815.  Had George Bate lived in a later age, he would undoubtedly have gone to University, but whether he would have been a happier or more "rounded" person is another question; in all real meaning of the word he was en educated men, educated in his craft, in his knowledge of people, in his love end knowledge of the countryside and of the wildlife in it, in his use of words.

George gave freely of his experience to Society members and to anyone who showed a genuine interest in canals.  He helped members who constructed and maintained their own boats; he gave practical advice on lock working and canal behaviour to the novice and experienced alike; he donated samples of his craftmsnnhip to the Society and to other charities to help in raising money; he attended Society Rallies and made a valuable contribution to the Society's efforts at promoting the use and restoration of canals.

Together with his colleague, George Collins, he gave of his experience to the restoration of the Southern Stratford canal, working with volunteers at week-ends until he had passed sufficient of his knowledge to them to allow them to work on their own.  He advised on the restoration of the Droitwich Canal.  Trusted by his working colleagues he was Secretary of Branch 5/54 (Waterways) of the Transport and General Workers Union for 20 years, was a Delegate to the Inland Waterways Consultative Committee and a member of the Inland Waterways Association.  In September 1967 he was presented with the B.E.M. by Mrs Barbara Castle, then Minister of Transport.

In 1947 he was offered a transfer to the Severn River Authority Maintenance section, but as they could not provide him with living accommodation, he turned the offer down, a fortunate circumstance for the Worcester/Birmingham Canal Society.

The articles written by George Bate for the "Fifty-Eight" covered such a wide variety of subjects connected with the Worcester and Birmingham Canal, that they cannot all be mentioned here.  A short list would include the fitting and making of lock gates, general maintenance, dredging, cranes, tugs and towing, tunnels, legging, horses and donkeys on the canal, the relative pitting of iron and mild steel boats, traffic on both the Worcester and Birmingham and the Droitwich canals, eels and fishing on the canals, (eels and elvers were caught in large numbers, and those below Stoke works were favoured as it was thought the salty water improved their flavour), canal reservoirs, breaches on the canal, pumping stations and water supply, water restrictions, steam and diesel engines, lock keepers and lock working, floods, the construction of Tardebigge Dry dock, experiments with tractors in place of horses for towing boats, ice breaking, wartime (first and second world wars), experience on the canal.

To anyone interested in woodworking on the grand scale, it was an experience to visit George in his workshop at Tardebigge.  There he shaped massive pieces of timber to form the gates and beams of locks.  Before the advent of the power driven circular saw, first driven at Tardebigge by steam and later by electricity, he could remember the pit saw.  He could shape large piece of wood using an Adze to an astonishing degree of accuracy.  He carried out ail of the carpentry jobs required for maintenance not only of locks, paddles, sluices, bridges and weirs etc. on the canal itself, but the numerous jobs required on the offices, warehouses, and cottages and other property owned by the canal company.  He loved to take the smaller pieces of timber and see them shaped under his hand into stools, coffee tables, cabinets, which he then gave away for charity. Anything that George made was to last and to Iook beautiful.

In September 1968 George retired from full time employment on the canal, but continued part time employment as a temporary lock keeper on the flight of 30 locks for another 7 years.  But he was not infrequently recalled to his old job when the main Midland workshops of the British Waterways Board had more work than they could manage, and as mentioned earlier, he gave help on the Southern Stratford Canal, later to become the property of the National Trust and advice on the restoration of the Droitwich canal.  As a temporary lock keeper he patrolled the 30 flight on the Worcester and Birmingham canal twice a day to ensure water levels, the correct operation of the locks and to give assistance to pleasure boats working the flight.

In the "Fifty-Eight" for April 1975, George wrote of his life on the canals and of his retirement: "I have enjoyed the long active working life on canal maintenance.  It was not only a means of livelihood but became a way of life and almost a hobby over the years - witnessing the changing commercial life and seeing the ways of the boat people through all the changing conditions of an outdoor life.  All made it a vocation full of interesting opinions and thoughts ........ I am now enjoying my semi-retirement and the part-time job of attending to the water level requirements and reporting to the Section Inspector any unusual occurrences in the 30 locks and reservoirs.  This necessitates walking down the towpath .... It is a pleasant walk, especially in spring and summer, in the early morning with the sun riding behind you and shining on the vegetation of young greenery ahead of you, and all the different bird songs. Tbeir song and all the wildlife makes one feel a closeness to nature.  Under these conditions my favourite part of the walk is from lock 34 to 29.  Looking to the left there is the course of the brook in its gorge; the canal Iies high above this and one overlooks the trees in the steep valley.  Stand on the public footbridge at lock 33 and look ahead.  The view is wonderful.  With the sun shining from behind you it illuminates most of the Avoncroft Museum buildings and the windmill shows up well.  Another good view point is the embankment of Tardebigge Reservoir, with lock 50 below you ... Or in the evening to see the light come on in Bromsgrove, Stoke Prior and the moving lights on the M5 Motorway.  I thank God I have been privileged to live in these surroundings.  No doubt there are finer places on our Inland Waterways, but I am quite content to dwell here for the rest of my days."

It was just like George that after his full retirement in March 1976 and being largely confined to his home on account of his heart condition, that he should offer to step down from his office as vice-president.  The Society response was to make him an honorary life vice-president.  He continued to write for the "Fifty-Eight", his last letter appearing in the issue of April 1977 when he reflected on the increasing arrears of maintenance on the canal and the need for restoring the public right of navigation to the canal system.

It was typical of George to donate his windlass to the Society as a Trophy.  He wrote that it was .....”.... a pocket windlass, since the boatmen preferred e windlass that could be placed in the pocket on the back of the belt ...... it was made by my Grandfather John Bate at the Forge at "Queen’s Head" Stoke pound in 1880 and cost 1/-; it was used by my father George Herbert Bate and when he retired passed to me."  George suggested that it should be presented "to the member of the Society who has been the most outstanding in bringing the Society up to its present efficiency."  After further discussion with George it was agreed that the Trophy should be awarded annually to the member who in the opinion of the Society's members has done the most for the cause of the "Worcester/Birmingham Canal Society or in promoting the use, care, preservation and/or restoration of the waterways in general.  The Trophy was first awarded to Norman Cox, the Society's first chairman at the Annual Dinner in March 1977, and in 1978 it was awarded to J. C. Taylor, the editor of the "Fifty-Eight" since September 1974.

That George was not well, was evident even to members who were not personally acquainted with him, when he had to cease gardening and moved to a cottage at Tardebigge, for the garden at Reservoir Cottage had always been a picture viewed from the towpath and it was sad to see it revert to its natural state.  After n short stay in hospital, George died on 10th April 1977 and was buried at Tardebigge church.

George Denning Bate was a gentleman, loved by his wife and son, respected and remembered by all those privileged to know him.  All walked somewhat taller for having known him.

CHAPTER 12   A LOOK AT THE FUTURE

At the time of writing (December 1978) it can be claimed that the first ten years of the Worcester/Birmingham Canal Society·have been years of growth and that the Society has achieved a number of its original objectives.  It has acted as a successful pressure group, both at national and at local authority level.  Whilst remaining critical of many of the policies and activities of the British Waterways Board, it has on the whole established good relations with local officials, recognizing the financial and other restraints within which they have to work.  It has taken a meaningful part in restoration work even though the physical side of this activity has engaged only a minority of members; many others have worked in raising substantial funds, in particular for the Droitwich Canals Trust.  It has provided good entertainment for its members at the monthly Society meetings, social occasions and outings, and these are all well attended.

The Rallies organised by the Society have attracted large numbers of the public, many of whom would certainly not have otherwise realised the existence of the Worcester and Birmingham Canal or taken any interest in its future.  The Annual Dinner has been also a forum at which well known public people have spoken and have been well reported in the press. The "Fifty-Eight" has been the means of keeping members in touch with each other and with the affairs of the Society, as well as publishing material of more than local or ephemeral interest.  Through its circulation to libraries, local authorities and to the local press, it has increased public awareness of the value of canals for recreation, drainage, water supply, and where appropriate for the carriage of goods.

Despite this encouraging record, there remains serious questions which must be asked of the future. Any society can "run out of steam"' and become e cosy institution for a select (and self-selected at that) group of people having similar interests.  There are now at least 26,000 private owners of boats on the whole system, and an even larger number of people who holiday each year on hire boats. This phenomenal growth has been accompanied by a corresponding growth in facilities such as hire companies, mooring basins, boat building, all financed privately.  Yet the Society membership has remained almost static for the last ten years; it has lost almost as many members as it recruits.  Why is it that the Society does not succeed despite its good publicity, in attracting more of those who take their pleasure on the canals but do not contribute to their survival in the future?  Apart from a basic human aptitude to let the other chap do the work, it must result from a failure on the part of the Society and the canal movement as a whole to make these people understand on what a precarious basis the canals exist, and how readily the system could collapse and deprive them of their pleasure.

The very growth in the popularity of the canals presents a real danger to their future existence.  More use means more maintenance and without that maintenance, let alone improvement, the canals will gradually (and in some cases quite quickly) become unnavigable.  More maintenance means more money, and what the British Waterways Board are now allowed to spend does not even cover current urgent requirements, let alone meet the £80,000,000 (at current prices) or so required to deal with the arrears of work, accumulated over many years.  Not only is the private boat owner threatened, but also all those firms who have heavily invested to meet the demand for recreation on the canals.

The problem can be seen on the Worcester end Birmingham canal.  With the opening of the Severn-Avon-Stratford-Worcester "ring", pleasure boats using the canal has steadily increased in numbers and put a growing pressure on the canal.  At the same time there are no longer any lock keepers and the maintenance staff that remains is but a fraction of whet is required.

During the dry summers of 1975 and 1978 the use of locks was severely restricted on all canals, restrictions which were particularly onerous on such a heavily locked canals as the Worcester and Birmingham canal.  The water shortage was much accentuated by the fact that reservoirs were heavily silted and could not hold their proper capacity, by shallow pounds between locks so that the pounds themselves ceased to act as a reservoir, by poorly maintained lock gates.  Closure for essential repairs have become so extended (with a few men, what used to be done in days now takes week) that cruising is now almost impossible in winter, and long cruises often difficult to plan even in the summer.  The need is to extend time when cruising is possible so as to prevent overuse in the peak holiday periods, not to restrict it.

In 1978 the Worcester and Birmingham Canal suffered two traumatic blows.  First the closure of the Alvechurch Aqueduct for repairs from 25th January to 9th October prevented any through traffic for the greater part of the year.  As soon as the aqueduct was re-opened the canal had again to be closed, this time indefinitely for repairs to the Kings Norton tunnel.  Then came a further blow when N.A.L.G.O. in pursuit of a wage claim, stopped all work by volunteers on the canal system, and by "working to rule" made it necessary for the British Waterways Board to lower levels throughout the system to a point when the canals became almost unnavigable to all but vessels of the shallowest draught.  Such problems of course were not peculiar to the Worcester and Birmingham canal; during the year both Netherton tunnel and Braunston Tunnel were closed, and there was a serious breach on the Coventry Canal[3]

It has become evident that once again the future of the canal system as a whole is at serious risk, perhaps even more serious than it was more than thirty years ego.  Since this situation applies with equal force tothe Worcester end Birmingham Canal, it has a special significance for the activities of the Society over the next ten years. whilst campaigning on a local scale for action by local authorities and for local improvements by British Waterways Board will continue to be important, the real struggle will be for the survival of the canal system.

The Society will first have to increase its membership from amongst those who enjoy the canal but do nothing to preserve its use.  Further than that the Society will, in common with other Canal Societies have to direct its activities more and more toward national channels, the press, T.V., radio and parliamentary representatives and Ministers of all Parties.

It is indeed splendid and rewarding to restore canals that have been abandoned or fallen into disuse, but they will become isolated waterways if the system as a whole ceases to function, or if we return to the "cruiseway" concept, where a minimum of routes are preserved for pleasure cruising only, and the remainder abandoned, or cut off from the main system, or weired for water supply and drainage only.  This was a danger it was hoped had been avoided, but now exists in reality.  If the means and will are not forthcoming there is no doubt as to the end.

The canal lobby is probably one of the most effective for its size, but it cannot compare with the strident road lobby, with its huge commercial backing and press support.  The canals are the responsibility of the Ministry of the Environment and not the Ministry of Transport: that fact alone should show how little they count in government thinking and planning.  It would be good if the canals could be removed from the bureaucratic nexus of government control and expenditure with its inevitable muddle and waste, but since there is no other possible way of financing them on an adequate scale, and since all public expenditure whatever government is in power will be subject to innumerable pressures, the Worcester/Birmingham Canal Society must see that its cause does not fail for want of presentation.  In this the Society can and will play as honourable and effective a part in the next ten years as it has in the past.  It is not a "Preservation Society" existing to preserve canals because they are 'olde-worlde', and quaint and may attract tourists, but a living pressure group to improve and develop a priceless asset which the country has been fortunate to inherit and can if sustained contribute to the country's future well-being and prosperity as well as to its environment.

 [1]*(1) for a full description of the steam wheel paddle "Phoenix" designed by Mr Uffa Fox, see 'Fifty-eight' No. 34 February 1972.

[2]For an outspoken comment on the neglect of the canal and its environs by the City of Worcester, see the Chairman’s Notes in "Fifty-eight" August 1972.  Later at the Commandery the City was to show what could be done by way of canalside improvement

[3]Since writing the dispute with N.A.L.G.O. has been settled but the damage done by the lowering of water levels will, take months to repair. A further serious blow to the Worcester and Birmingham Canal occurred on February l2th 1979 when Tardebigge tunnel was closed by a rockfall.