A Cunning Plan! Boats for Sale The Mersey and …rnregister.org.uk/RNRN-82-WebSmall.pdfA Cunning...

Issue 82Summer 2014

The journal of the Russell Newbery Engine Owners & Enthusiasts Club

www.rnregister.org.uk

A Cunning Plan!Boats for Sale

Rally ReviewsFiddle At Your Peril!

The Mersey and Ribble Link Crossings

2 RNR Newsletter : Summer 2014

CONTENTSFront cover: Salthouse Dock Liverpool with 21 RN boats

[Kevin McNiff]Back cover: Rally Fun with Foliage Displays

[Bob Scott]

3 CHAIRMAN’S CHAT FROM THE EDITOR

4 O WOE! Monty Vann engine detective MEMBERSHIP MATTERS RNR PROPERTY UPDATE

5 VIEWS FROM THE TILLER AUTUMN GATHERING NEWS

6 EXTRA ENGINE COOLING Neil Mason’s cunning plan! BOATS FOR SALE (RN included)

7 TO FIDDLE IS FATAL David Bezzant explains FUTURE RALLY PLANS from the new really organisers

8 RALLY PHOTO CALL

10 MERSEY NARROWBOATS Ellesmere Port to Liverpool

13 RALLY REFLECTIONS Rob looks back over 17 years

14 YET ANOTHER RIVER CROSSING The Ribble Link by Brian Farrant

15 PUZZLE CORNERUnless otherwise noted, Copyright © Russell Newbery Register, 2014

Next editionAll contributions for the Autumn edition will be

gratefully received. Do not worry aboutformat — in true RN fashion the editorial team

can cope with [almost] anything!

Please supply photographs as separate JPEG or GIF files.

Copy deadline is 15th October 2014

WHO’S WHO

RUSSELL NEWBERY REGISTER LTD

President: Dr Ian McKim ThompsonVice Presidents: Lady Carol Stamp, Mrs Susan Gibbs,David Thirlby, David Kay Phillips, Allister Denyer, GrahamPearsonWeb site: www.rnregister.org.ukThe Russell Newbery Register is a non profit distributingcompany limited by guarantee.Founded: 1994 Registered in England No: 346943Officers:Chairman: Norman C Mitchellt: 01452 415420 [email protected]: Kevin McNiffm: 07866 424988 [email protected] (membership, finance): Rob Davies55 Noddington Lane, Whittington, Lichfield, Staffs.WS14 9PAt/f: 01543 432079 m: 07801 [email protected] Editor: Kevin McNiff [email protected] Production: Andrew Laycock m: 07870 294580Administration (merchandise): Neil MasonHillcrest, Chapel Lane, Westhumble, Surrey. RH5 6AHt: 01306 889073 [email protected] Organisers: Bob Scott and Andrew [email protected]: Andrew Laycock [email protected]

RUSSELL NEWBERY REGISTER PROPERTY LTD

A non profit distributing company limited by guaranteeFounded 2004 Registered in England No: 5316384Directors: Bob Ainsworth, Rob Davies, Dave Martin, Bob Scott.

Corporate Member

RN DIESEL ENGINE COMPANYProprietors: Dave Bixter (m:07812 039110) Deborah Bixter (m: 07966 403132)Showroom: RN House, The Locks, Hillmorton, Rugby,Warwickshire, CV21 4PP t:01788 578661Engineering workshop: 4 Oak House, Royal Oak Way North,Royal Oak Industrial Estate, Daventry NN11 8PQ t: 01327700023

Email: [email protected] site: www.russellnewbery.com

Field Engineers: Ian Crompton m: 07831 841108 Richard Milligan m:07973 826260

Stop PressPlease confirm your AutumnGathering entry and your

catering needs with Rob Daviesby August 31st!

Gathering Mobile:07854 040015

3RNR Newsletter : Summer 2014

Chairman’s ChatWe had great weather for our rally at “the Port”, anothersuccessful event and great to know we have a coupleof stalwart volunteers to arrange the next few yearsevents.

Liverpool is amazing! We jumped on a train fromCheltenham (Liverpool trains don’t stop in Gloucester!)and we met up with Ken and Mary Nelson at SalthouseDock. We dined Chinese style on the Sunday eveningand then crewed for them on Monday through AlbertDock and along the “gut” and up Stanley Locks. It is ashame about the shallow recently constructed channelbut the views of the buildings were spectacular (Paulineliked the Tobacco Warehouse!)

Thanks to John Sarkanen for his guide to the “Pool”, wehad a very pleasant couple of days there includingfollowing his good advice on where to eat. We can alsorecommend the Mersey Ferry trip and open top bus tour,especially if purchased together at the right time to takeadvantage of the bus use the next morning as well!

It all looks so interesting and inviting that we shallseriously consider visiting by water next year, going thelong way round via Wigan of course!

Looking forward to meeting up with you at Stafford BoatClub for the gathering, happy boating.

From The EditorWelcome to the Summer Edition which is, asusual, in full colour. This allows us to bringyou more photographs of the various eventsthat take place. The location of this year’sRally has given rise to a number of “estuary”trips which are of course covered in full!

It’s now “All Change” and we have two newRally Organisers for 2015 and beyond sowatch out for the announcement of nextyear’s Rally site in our Autumn Edition.Our Chairman has also announced that hewishes to step down at next year’s AGM so if

you are interested in the position, please letme know as Secretary of the Register.

We have articles from two new contributorsand this is most welcome for me as youreditor, who is always pleased to receive anyand all pieces for publication.

Maybe our paths will cross on the cut or atStafford in September!

Hillmorton LocksDry Dock

Tel 07812 039110Over 60 boats painted

The very best QualityNarrowboat Painting &

Sign Writing Services

Call for a Quotation forPainting your Boat

–GBBS–


Membership MattersNew members signing up continue with the slow pace thatwe have experienced so far this year. So, if you spot anon-member RN do give them a nudge.

A warm RN welcome to:

Pete & Sue Purslow, Wootton under Edge.NB Sokai.███████████████████████████

Peter & Anne Binns, Macclesfield.NB Christina Alice. ████████████████████

RNR Property UpdateA brief update to all RNR members, following the PropertyAGM in June (RNRP members will receive the formalminutes separately).

The works in Daventry, owned by RNRP members, is stillin good order, with its value holding up despite the recentdifficult years.

Over the last year incoming money from members andRN Diesels (in lieu of rent) has enabled us to redeem theloans of most members who expressed a wish to havetheir money back for various reasons, primarily due to nolonger owning an RN. We now have only a fewoutstanding requests for loan redemption, and we hope tomeet those over the next year.

Saving the best news until last for all RN owners: theAGM confirmed we should extend the existing tenancyagreement with RN Diesels for another two years. Dave& Deborah are happy to continue with this arrangement.

The original purpose of the 2-year agreement, which thecurrent directors negotiated, was to try to provide adegree of certainty for both RN Diesels and all RN owningmembers in the Register. This has been successful, andthe payments by RN Diesels into RNRP have alsoallowed us to redeem other members’ loans. Overall, awin-win agreement.

Should any more RNR members want to join the RNRP“club” and own part of the Daventry works, please contactRob Davies (with your cheque book to hand!).

Having booked a berth I was looking forward to attendingmy first rally by boat and meeting like-minded people fora few days. As I was single handing I had allowed myselfplenty of time which was just as well. I was surprisedduring my trip at the number of people, gongoozelers andanglers wanting to look and chat about my National.Regrettably, Having reached Adderley Top Lock I realisedit was better that I miss the RN rally at Ellesmere Port andreturn home in three days rather than ten or more had Icontinued and attended.

Unknown to me at the time I winded, it would be fortunatethat I returned to base at King's Bromley arriving Fridayearly afternoon.

Having entered Tixall Lock, after a long hot Thursday fromBrewood, the engine stalled which was strange, it justdoesn't do that. I set the lock, opened the bottom gate, goton board and found nothing amiss in the engine hole. Fuel,water and, cranking the engine over, oil pressure were allas they should be so I wound the engine up and droppedthe decompression lever. The third time of trying it started.I put the first couple of times down to me being tired andfinding the cranking heavy going.

I moored for the night just short of Tixall Wide and after alate meal turned in and slept well. The following morningI was ready to go by eight o' clock. Into the engine holeand after the routine checks and starting procedurewound the engine up, dropped the decompression leverand it started as usual.

By mid-afternoon I was back at my home mooring atKing's Bromley Wharf. I manœvered in stern first andagain the engine stalled. This time trying to crank theengine over I realised something was wrong. I had myback against the engine hole side but, initially, I couldn'tturn the engine over but when it did turn it turned easily. Iwasn't trying to start it but trying to find what was wrong.A few minutes later when trying to crank it over again itwas all I could do to turn it. When it did it turned easily.

This was now serious enough to start dismantling theengine to investigate. After removing each component Itried cranking - each time it was initially difficult to turn butthen became easier. Cylinder heads off - tight. Pistons,con-rods and big ends out - big bearings are badlydamaged (see photos) but cranking is still tight. The oilpump was obviously working, I could see oil oozing fromthe crankshaft bearings. Flywheel off - still tight, propshaft and reversing box off - still tight. Timing case,starting mechinism and camshafts are all removed butI've still not found anything other than the failed big endsand the tightness was still there when they were removed.At the time of writing the cylinder block is suspended on aframe ready to be taken out from the boat exposingcrankcase and crankshaft which will also be coming out.(Photo right) Then the post-mortem.

As I mentioned earlier, it was fortunate that I managedreturned to base when I did. If, had I continued, this hadhappened when I reached Ellesmere Port for the rally itwould have, a) been extremely difficult to get Pinner backto base, b) I would not have been able to dismantle theengine myself there and c) storing the oily engine parts

O Woe!

would have been a nightmare.So, though she becameunwell en-route I'm pleasedshe was able to see the jobthrough to the end. I just hopeI can make her well again.


Autumn Gathering NewsRob Davies has reported on our Ellesmere Port Rallyelsewhere in the newsletter, so it only remains for me toremind you all of our Autumn Gathering at Stafford BoatClub [SBC] on 20th/21st September. Most of you will havereceived your invitation via email and I know that we arealready getting entries. SBC have waived any charge forhiring the clubhouse which is most generous and they arealso providing catering on Saturday evening and breakfaston Sunday morning. Trish will once again be collectingmoney in return for the “meal chits” on Friday afternoon orSaturday before noon. We need to give SBC an indicationof numbers requiring food [and any special dietary needs]by 31st August so please don’t wait until you arrive as it willbe too late! The closing date for “booking in” is also 31stAugust.

Neil Mason will be your harbourmaster as usual and willliaise with his counterpart at SBC to ensure you are alltucked in nicely!

This is also my last event as Rally Organiser and I ampleased to report that Andrew Laycock and Bob Scott haveagreed to take over the reins. Those who were atEllesmere Port will also know that Rob is standing down aswell and we both feel that this an opportunity to take afresh look at the Rally format. Some new ideas havealready been talked about and I look forward to attendingas a “spectator” in the future and be able to take part inworkshops etc.

I would like to thank everyone who has helped me with“organising” over the last 4 years and especially those whoprovided workshops and presentations.

View from the TillerThoughts, comments, opinions from our Man at the Helm

Having just completed our post Rally extended cruise, viaLiverpool, I thought I would share some observations withyou.

Firstly, the track: CRT has, initially, carried on where BWleft off and inherited all that that implies. However, it is ‘outwith old and in with the new’. In my experience it can takea generation to change the culture of an organisation. Wehad the pleasure of meeting Richard Parry at our Rally andI believe that it will all happen at CRT sooner rather thanlater. After 12 months in post he has recently announced afairly major structural change. In my professional life wepracticed MBWA – Management By Walking About – littleif anything is achieved by sitting behind a desk all day withyour head down. Richard admits that a day and a half isabout his limit for desk work, the rest of his time follows theMBWA principle. However, it will take time but we lookforward to new horizons.

One of the major perennial problems is maintenance andrepairs, has been for a long time and, by definition, maynever be fully up to speed. However, things are improvingand we have already witnessed speedy resolutions toproblems on the Southern Oxford earlier this year. One ofthe main ‘inherited’ problems is that of reed growth in themain canal bed. We have all seen it where the growth hasbeen allowed to proliferate to the extent that, in places,navigation is reduced to a single way. Clearly this cannotbe allowed to continue but, if the growth had been clearedbefore it got a grip the cost etc. would have been negligible.Prevention is better than cure etc. Now, when they have totackle it, and they will have to sooner rather than later, thecost will be considerable. The Staffs & Worcester canalbetween Stafford and Great Heywood has some primeexamples, not only reeds but a distinct lack of towpathedge cutting. That is a separate debate but this stretch ofwaterway is lamentable, with the bottom too near the topalso. By contrast, the canal from Liverpool to WatersMeeting is a good example of what can be achieved interms of towpath maintenance etc. So I am optimistic that

we will see continued progress from CRT in the comingdays.

Over the years and from generation to generation fashions,attitudes, technology et al change, moving with the timessome call it. The approach and habits of people on boatshas certainly changed. Boats also, nowadays there is verylittle DIY fitting out done, professional builders abound. Thefitting out is very sophisticated and includes all mod cons.Interior standards and demands are so much higher.

Navigating practices have changed somewhat too. Boatsare adorned with fenders which could be a potentialproblem in locks and many don’t seem to have a tick-oversetting to use when passing moored boats. (Hireboats stilldo in most cases!) Queues at locks used to be somethingof a social/communal occasion with ‘crew’ membersgathering to help each other through. Now, often, the lockwheeler will stand by their waiting boat until it is their turn.

Lately I see that, although a very very tiny minority, moreboaters are sporting life jackets, once a must only on rivers.I stress that these are merely observations and in no wayam I casting judgment. [Following a death recently inHarecastle Tunnel, the coroner has written to CRT on thisvery matter. They are mandatory through StandedgeTunnel. Ed].

Finally, I wonder if the novelty and ‘love affair’ with canals,seen over the last 10/15 years, is on the wane. I say thatfrom the standpoint of the number of boats currently forsale, even RNs. Also, I tend to think that in the last coupleof years the number of boats on the move has not beenquite as many as in previous years. It is certainly a buyersmarket but maybe it is just simply that with over 30,000boats on the system, the greater number of boats, thegreater the turnover.

Have a good road.


Extra Engine CoolingNeil Mason explains how Alice Maria kept her cool

Following the Mersey crossing (with a big thanks to Kevinfor organising) I was asked by other members what thepipe hanging over the stern of my boat was and then couldI do an article for The Newsletter.

I have a 2 pot engine and havechanged my gearbox to 1 x 1 ratio.Following this I have tried variousprops with it. At present I have a 17x 21 prop which will run at around500/600 RPM for general canalcruising. The engine will run up toa maximum of 700 RPM on anormal canal before it starts tosmoke due to displacement ofwater, but all that does is givemore prop wash. The skin tank isa little small and so above 640RPM the temperature will creep upto 80 deg. Normally that is fine andjust by dropping the revs back itwill cool down again. Knowing thatthe Mersey crossing would require full power for some timewith possibly no chance of dropping the revs back, I wasconcerned that the engine would overheat.

Thinking aboutextra temporarycooling I hadthought ofconnecting anolder vehicleradiator into thesystem but withpipework and a fan

it took up too much room. Instead I settled on connecting awater to water heat exchanger (this came from a normaldomestic combi boiler) into the existing system just beforethe gearbox heat exchanger, so the existing coolant waterwould just run through one side of it. On the other side of itI was to use raw water from the canal to cool it. I had an olddomestic self-priming water pump that had a small leakfrom the seal which for this purpose would not be aproblem, so on the suction side I used a 12mm clear plastictube with a piece of filter pad fixed over the end, whichcould be dropped over the stern when required. The outletside of the pump sent the water through the heatexchanger & discharged over the side through aconvenient hole back into the canal. With a switch in thesupply cable I was able to turn it on as required when theengine temperature rose to just over 70 deg., that wouldthen drop the temperature back to 60 deg. While in deepwater on The Mersey I was able to get the engine speed upto 850 ish RPM, so it would certainly overheated.

Having put this on the boat I may well leave it for the timebeing, so if anyone would like to have a look come and seeme.

Boats for Sale ~ RN engines inclusive

Kyle57ft Malcom Pearson tug with fit out by Graham Booth.RN DM2. Owner Brian Jarrett is downsizing, not leavingthe cut - details next edition! £62,950.Full details at www.greathaywoodboatsales.co.uk/

Fanshaw’s Bounty62ft traditional narrowboat with RN DM2. 4 berth built1990. £35,950.Full details on www.newandusedboat.co.uk

The static National 2DM in the main hall at Ellesmere Port.[Andrew Laycock]


To Fiddle is FatalMarsh Warbler’s RN was one of the last out of Dagenham

I have a friend who helps me with computers, who keepsasking me why I don’t just press a button and find out. Well,that’s just what I used to do 25 years ago with my RN, butI am no form of an engineer, and anyway “It’s the duty ofevery wealthy man to employ the services of an artisan”.

So when I had time to spare while Rosemary went to thesupermarket while we were moored at the entrance to theKennet and Avon in Reading many years ago, I thought I’dhave a go at increasing the oil pressure, which wasn’t then,and never was, a problem.

I had no idea what to do, but it seemed obvious that Ishould undo the multisided nut on the bit that sticks outunder the pressure gauge. This was easy, once I learnt thedifference between a locking nut and others. Within a fewturns all seemed to be going well, until, with a bit of a sting,a small spring, and a very hard ball bearing hit my arm. Ohdear!

Now nearly all RNs I have ever seen, except that in Fragil,seem to have some oil leaks, and mine was quite near thetop of the class. Allister had promised to improve thesituation after 2 nights accommodation and keep at theGloucester Rally, but he never got round to it. I had learntthat the easy way to keep the sump tray reasonablypresentable was to scatter sawdust from our ample supplyfrom home. A lovely smell.

But this mixture was about 3inches deep, and it took somesorting .Moving it all into bucketsand anything else to hand, I soonfound the spring (45 Minutes) butafter 2 hours, no sign of the ballbearing. On the return of anincreasingly impatient crew (“whatdid you need to that for?”) Itelephoned Barry Cickmore atVero late on the Friday afternoon,when he very obligingly agreed topost one to the nearest Chandler .This was wonderfulservice. Miles better than some others used to experience.

Of course, you will have already guessed that I wasn’tallowed to give up the search, and after another hour or so,duly had a eureka moment, and we were able to continueour cruise, rather quietly at the stern of the boat, having setthe oil pressure, and tightened the nuts.

I was very pleased that my 80 year old Aunt was with us.She was a splendid peacekeeper.

For years I kept the spare ball bearing, for which I thankedBarry.

Future Rally plans — have your sayRegister members may have noticed the lack of responsesto Kevin’s request for a replacement rally organiser(Newsletter 79, Autumn 2013).

The simple reason was lack of volunteers!

So, when the subject came up at the Register AGM at theEllesmere Port rally, there was a moment of stunnedsilence. Or rather, a dramatic silence until Bob Scott and Istood up.

In truth this was a little pre-planned. Neither of us want tosee the main social event of the Register come to an end.So we have taken on the organising, at least for the nextfew years.

There are one or two conditions. Firstly as neither of ushave joined the ranks of the retired, we have limited time toscout out new venues. So the next few rallies will be eitherat venues we have used in the past, or will be at sites nearto our bases in Warwickshire.

We have some ideas for changes, but these will beevolutionary not revolutionary. What we would like is tohear from the membership, particularly those of you whohave not attended a rally before or last attended a fewyears ago.

Some things to consider are:wIs early June a good time - should we have the rally earlier,or later? For example in the summer school holiday period.wShould we have more extramural activities? That is, itemsnot related to boating or engines. For example, visits to

nearby attractions such as National Trust properties orheritage railways. Or presentations like the Spice Trades atEllesmere Port.wShould we have more or less workshops?wShould there be more “unstructured” time during the rally?wShould the rally fee vary according to number of crewmembers? (Is the fee too cheap or too expensive?)wWhat sort of entertainment would you prefer - especiallyfor the Saturday evening?

Bob and I were impressed with the support andencouragement from the members at Ellesmere Port -thank you to those who have already offered to help. Wewill be in touch soon.

The big question I suspect most of you have, is where is therally next year? Just now we are not in a position to say,however we are investigating a river site at a well knownWarwickshire town. An almost certainty in the next coupleof years will be a Black Country rally, maybe at a site wehave not used before. Another “virgin” site may wellmaterialise for 2018 - and that is in the North East (well atleast in the North East volume of the old Nicholson guides).

Please let me and Bob have your views and opinions andmore importantly offers of assistance. Contact details areon page 2, email to [email protected] is the bestmethod as it comes to both of us.

PS - Please return any name badge holders to save purchasing anew stock for next year. Thanks.

8 RNR Newsletter : Summer 20148 RNR Newsletter : Summer 2014

Just Chilling out…

These two pairs always turn heads

Decorative Ropework

Ukes revisited

Fun with foliage

Harvey Andrews

RALLY PHOTO CALL 2014RALLY PHOTO CALL 2014

9RNR Newsletter : Summer 2014 9RNR Newsletter : Summer 2014

These two pairs always turn heads

Richard Parry CEO of CRT with Rob Davies

Cylinder Heads with Neil

Ian Crompton gives an

insight into filters

The Search for

pepper

Felt Birds

Harvey Andrews

Well I want to chilltoo!

RALLY PHOTO CALL 2014RALLY PHOTO CALL 2014


Mersey NarrowboatsI had wanted to hold the 2014 Rally in Liverpool as my

“swansong”, but realised that the logistics of arranging thein and out passage, plus probable venue hire costs, did notmake it a viable event. When we settled for Ellesmere Portas the chosen site, I thought we might organise a trip viathe Mersey to Liverpool and then exit using the LiverpoolCanal Link. Bob Scott had agreed to assist with thecrossing since he had made the trip twice, though in theopposite direction.

After initial expressions of interest were received inNovember last year, I made a start on the project. First upwas to get as much information from others who had donethe crossing and take it from there. CRT and Peel Portshave put together an excellent document covering thepassage from Ellesmere Port to Brunswick Lock in bothdirections and we were to rely on this during the planning.I also made contact with Mike C Carter, the local IWA man,who had organised many of these crossings and wasplanning one the week of our Rally. The message was clearfrom both – the trip could only be made in ideal conditions,which were good visibility and a wind speed of force 3maximum. We would have to “punch the tide” on the way toBrunswick Lock and it can run up to 4.7 knots at full flood.The plan was to arrive at the lock at close to High Waterwhen there was a “slack” in the flow.

I established an email group to share planning informationwith and this proved invaluable in ensuring everyone hadthe info at the same time. The timing of our trip was to bethe week after the Rally and, as mentioned above, a fewdays after the IWA crossing. I had already liaised with MikeCarter and our convoys would not give clash for mooringspace.

Work started in earnest in January. Liverpool Canal Linkbookings had opened and I set out our plan to StephanieLyons, the booking administrator at Wigan. Initially it wasvery open ended “maybe 20-26 boats, all coming over toBrunswick Lock on 16th and 17th June...weatherpermitting!” She block booked moorings and I then askedeach “convoy[ee]” to make their own application for bookingand exit dates, since not everyone had time to stay the full14 days allowed. As the weeks went on we were able to finetune the numbers and we even had the block booking heldopen in case we had to delay our river crossing for anyreason. During this time we were even able toaccommodate an IWA boater who had been unable to getonto Mike’s convoys.

Alongside this, contact was made with the Manchester ShipCanal [MSC] to arrange the necessary permissions to usethe canal which also requires a seaworthy certification byMike Carter – no not Mike C Carter! The former is known atEllesmere Port as “Mersey Mike” and did our seaworthychecks 4 years ago when wewent up to Weston Marsh. Wealso had to make bookingsthrough Brunswick Lock withLiverpool Marina. The marina isused by seagoing craft arrivingand departing for the Irish Seaand beyond, so our timing was tobe critical to avoid hangingaround in the tideway. Mike C

Carter gave me the contact details for a pilot who waswilling to provide this service on both days with acontingency of the Wednesday. There was also thebooking of CRT staff to unlock Whitby Lock and CheshireWest council to swing the bridge to allow us to get in!

For both MSC and Mersey transit, a list of “must have”items not normally associated with the tranquility of thecanal system was drawn up. Life Jackets for all crewincluding pets, fully charged mobile phone and preferablyVHF radio, extra length mooring lines and a loud horn. Aswe were in convoy and not in poor visibility, correctnavigation lights were not necessary. Above all, eachboat’s ability to maintain headway would have to beconfirmed. At this point one or two hopefuls dropped out

and one boat arranged for anengine swop as they haddifficulty maintaining decentheadway on a canal! I thinkmost arranged to have theirengines serviced/fettled bytheir favourite engineers.Diesel tanks checked forsludge and spare belts forwater pumps and alternators.

The variations in power output of convoy boats could be thesubject for a further technical article. Suffice to say that noteveryone could achieve or maintain the designed 1000RPM performance. Cooling capacity, prop sizing, gearboxratios and even exhaust systems all played a part in itsomewhere! Neil Mason devised a cunning plan, featuredelsewhere in this edition. The initial concerns about facinga 4.7 knot flood tide were downgraded to 3.5 knots, thoughboth convoys had to be out of Eastham Lock earlier thatoriginally planned due to commercial traffic constraints. Soif you can get 5.5 knots out of the engine, headway of 2knots was achievable and practical for the day.

Apart from the Thames Barrier trip last year, this was to bemy first real attempt at a river crossing. I started to read alot about tides, wind, surface pressure etc. to gain abackground and understanding of what we were toundertake. This was against the background of last winter’sstorms. As the books state, narrowboats are inherentlyunstable and basically unsuitable for wind in excess offorce 3. We did have in our convoy some skippers whohave endured force 4 and excessive wash from other craft

Tidal flow as seen against amid river buoy.

Monday morning - almost dead calm in the lower basin at Ellesmere Port. The convoys assembled. [Andrew Laycock]

Impeller in need of achange on Galliard.


and this knowledge would help them and us in general. MyIFA is a keen offshore sailor and gave me much advice andpointed me to an app called Navionics which was mostuseful in understanding admiralty charts and reading tidepredictions. In particular the difference between springsand neaps which also determine the speed of the tide aswell as the range of water displaced between high and lowwater. We were going out just after a spring tide!

So we duly arrived on Thursday for the Rally and “MerseyMike” set about doing our surveys throughout the afternoonand into the evening when he finally caught up with RosinaMary in Chester! Rob and I collected the payments so as towrite one cheque for the MSC which had to be delivered toEastham by 0800 on Friday. We still could not guaranteethat the weather and commercial aspects were in favour,though the 3 day forecast did begin to look promising overthe weekend. A full briefing was held on Sunday attendedby all skippers and some crew. The convoy order wasconfirmed as were lead and tail end boats. The lead boatwould carry the pilot and each tail end “Charlie” was anexperienced offshore skipper. Emergency procedures wereexplained, particularly engine failure and man overboard.Communication methods were outlined with all VHF calls toEastham, Brunswick and Mersey Vessel Traffic Services[VTS] made by the pilot. After the Rally ended, the convoyboats repositioned in the lower basin ready for the off.

On Monday 16th, Alpha Convoy started transit of WhitbyLock to proceed to Eastham at 1100. Stuart called to saywe needed to be ready for a 1000 departure ahead of atanker. We were all down at 0955! Cleared by EasthamVTS, we left Ellesmere Port and along through MountManisty. The lock had been prepared for us and all weresoon penned in. A 5 metre drop to the river, the gatesopened and we were off. Stuart set a course to “rock hop”down the river banks and, with the GPS showing not muchheadway at times, his 50 years of experience found the

slack areas away from the main incoming flood tide. Weseemed to be getting ahead of the rest of the convoy but asmy plot shows an average speed of 1.5 knots it may havehad more to do with other tidal factors. As we travelleddown river, the tide was slowing as it began to reach HighWater but we would still have to cross towards Brunswickwith the “set” of the tide pushing us upstream as Galliardfound when she made “kissing contact” with the NelsonBuoy. At one point, Stuart did not have visual contact withall boats but a radio/phone call to Bob Scott confirmed allwere present.

With Brunswick Lock well in view and High Waterapproaching, the pilot suggested we stand to and let all his

“sheep” get in first. Trish was not too amused as we werenow in a slight pitch up and down motion! As it was a 9metre tide, the lock was soon turned around for us and inwe went. To ably demonstrate, the lock actually emptiedinto the marina! The final run towards Salthouse Dock wasnow a relatively tame event save for the windy conditionswhich always seemed to get up in the afternoon.

Next day saw Bravo Convoy having to leave 2 hours earlierfor commercial traffic and we nearly missed their arrivalwhen walking to the Lock to greet them all. It seemed thatdespite on the flood tide for longer, they made better timeon their crossing. We said our thanks and farewells toStuart the pilot and settled in for the stay in Liverpool with awell earned beverage or two at The Baltic Fleet!

There were no major dramas on either crossing. Due to aproblem with the VHF channel assigned to the convoy byMersey VTS we changed to another but the message didnot get across to Bravo and they did have comms problems.They also had to split to allow commercial traffic to pass.

Brunswick Lock can accommodate 8 full length narrowboats.Floating pontoons make the task easier.

The arriving of Liverpool! [Andy Todd]

All that space and you get so close to me! [Kevin]

Oh Buoy! [Brian Farrant]


And the proximity to Apsley of another boat lookedinteresting from the quayside! With hindsight, moreattention to keeping on station and not having crew on theoutside of the boat could have been better maintained.

I did enjoy the experience, both planning and boating, buthave promised to keep within the canal system now,however that does include the MSC if needed!

Thanks are due to all who helped make the trip possible andwe were especially pleased to present a small gift toStephanie Lyons when passing through Wigan. She wentthe extra mile to make our stay in the dock as pleasant aspossible, even giving her own time to come down oneevening and re-arrange the pontoon assignments tominimise disruption to us when other boats came in fromthe Link.

A piece on the Liverpool Link will be published in theAutumn Edition.

Ebony’s track downriver shown in

yellow

Ebony’s TripStatistics

- note average speed!

Safe at Last! [Shaun Lloyd]

Stephanie Lyons receiving acertificate and plaque from

Rob Davies on behalf of the MerseyNarrowboat crews.

Mersey Narrowboats were:

EBONY, GALLIARD, ALICE MARIA, BECKDALE H,JAIPUR, ANSTY ROSE, SERENDIPITY, HYALA,KASSELL, DRAGON, ORCHID II[IWA], LOTHLORIEN,BRUIN, ULTIMA, THULE, AMY, APSLEY, ROSINA MARY,ALBION, RED ADMIRAL, OLYMPUS, KYLE, SOKIA

The "Exclusive" plaque superimposed on the photo aboveis available to all participating boats and crew. If you wantone, please email Rob Davies ASAP. Cost with p&p is £7but we hope to have them cast in time for the AutumnGathering so you will save £1.50 post & packing if you arecoming!

[Kevin McNiff]


This year we wereback at the NationalWaterways Museum,Ellesmere Port for thethird time inseventeen Rallies.Seventeen! I reallythought that when Iorganized the first,way back in 1998, thatit would be a one off.Sixteen years laterand I am finallysigning off myinvolvement inorganising them.

So, what has changedover the years? Re-reading myNewsletter reportabout the first Rally,not a lot. Here are one

or two quotes from that report. Apart from the workshops,there was plenty of activity in engine holes and discussionover the finer points of performance and methods ofinstallation. The workshops were well attended, eachsession lasting approximately 1 hour. A Silk Paintingsession that started at 10.30 am on Sunday finallycompleted at 3.30 pm! I went on to say: I have to questionthe value of engine workshops. For eight years I haveboated in blissful ignorance with an RN that I thoughtperformed well. Now I am not so sure! Here is a quote froma note that Kevin and I received from Andy Todd after thisyear's event: "I learned so much about the engine over theweekend, I can now worry about all sorts of things of whichI was blissfully ignorant before" A little knowledge!

I think I am right in claiming that the workshop format hadnot been done before we did it and its popularity amongmembers has not diminished over the years. (I think thatthe ultimate compliment happened when IWA started doingthem at their National Rallies.) Apart from the skillsacquired they provide an ideal social setting, enablingmembers to enjoy each other's company. This year HelenDavies helped to create 'Fun with Foliage', flower arrangingwith a difference. Intricate rope work was led by Bob Myall,making felt toys with Lucy Mason and the annual sessionon Cylinder Heads with Neil Mason. The Ukulele Bandreformed and was directed by Fiona Lloyd and the OpenForums included Filters with Ian Crompton and the usualTechnical Forum with its panel of experts, our two FieldEngineers, Ian Crompton and Richard Milligan plus NeilMason. We were pleased to welcome Dave Bixter onSunday who, apart from joining the expert panel, brought asupply of oil and filters for us to stock up on. StephanieHorton, MD of River Canal Rescue provided us with astimulating session on their work in keeping us on the move.We were delighted that Richard Parry, CRT Chief Executive,joined us for a couple of hours on Sunday.

The first Rally was just on Saturday and Sunday. Now westart on Thursday evening and spend the next three dayswith our activities. A Noggin 'n Natter set the scene on

Thursday evening with an excellent Real Ale Bar (astandard Rally feature) provided by Andrew Laycock andhis Team. On Friday evening we were entertained to thedelights of spices with Rob Totterdell and Josh Gregory-Salter, The Spice Traders, from Fenny Compton. Saturdayevening brought a welcome return by Harvey Andrews withhis own style of music and words in the 'Folk' idiom. OnSunday the AGMs for the Property Company and theRegister were staged as usual. Sunday evening roundedoff the weekend with our usual RNR Ensemble, goodhomespun music and laughter.

Any other changes? We had 27 boats at the first event, nowwe average between 40 and 50 boats, which, in my humbleview, are about the right number. Much bigger and it wouldbe in danger of losing its 'coziness'. (Not that we would everlimit numbers unless mooring space dictated that.) TheRally itself is bigger in activity terms and now has a largenumber of members involved in staging it. We are gratefulto them all for their enthusiastic support. Very many thanksto John Inch, General Manager at the Museum andChristine Cunliffe and the Staff for all their help and support.Also, many thanks to the Boat Museum Society, notablyMike Turpin and the Boat Activity Group (BAG), for all theirassistance. Our Raffle and auction of a patchwork quilt,made and donated by Heather Lunnon, has enabled us todonate £800 towards the work at the Heritage Boatyard atthe Museum. The first Rally I organized myself with DavidBezzant as Harbourmaster. Also, I had the then Chairman,Graham Pearson, who did all the worrying for me!

So to next year. As he previously announced in the lastNewsletter, this was also Kevin's swan song afterorganizing 4 Rallies. Thank you Kevin, you did a great job -and an even greater job in organizing the Liverpool trip afterthe Rally.

Next year? When members were reminded at the AGM thatwe did not have anyone to organize next year's event,heads and hands stayed firmly down. If, a short while later,Andrew Laycock and Bob Scott had not jointly stood up andput their hands in the air, there wouldn't be an event nextyear.

So, fortunately, we can look forward to next year. I now lookforward to attending next as a mere 'punter' and, for the firsttime, experience what an RNR Rally is all about from the'other side of the water'.

Kevin and I haven't quite finished, we still have theGathering at Stafford Boat Club to see through. You havealready been notified and it is mentioned elsewhere in thisIssue.

The venue for 2015, and date, will be announced in the next(Autumn) Issue with the Entry forms sent out with the NewYear Issue.

Rally Reflections

[Andrew Laycock]


Yet Another River CrossingSo, how do you come close to topping a trip across theMersey in a narrowboat?

Don't get me wrong, the Mersey crossing will be an eventI'll remember for the rest of my years. The atmosphere aswe assembled in Ellesmere Port, the size of Eastham Lock,the width of the river, the effect of the tide on the boatsexiting the lock who were trying to shake out into convoyorder, the tide knocking us back as we crossed from southto north, the lovely weather, close shaves with buoys, reliefon making Brunswick Lock and to see its open gates andthe lack of anticlimax as we transited through the Liverpoolsouth docks to our moorings in Salthouse Dock - all werehighlights. To top it all we had glorious weather for our staysin Liverpool and our transits out along the Link both withtheir own memories.

I had booked to visit the Lancaster Canal for probably aonce in a lifetime trip; I have many more miles of inlandwaters to explore before I tie up Ansty Rose for the last time- the extended 60 foot Ansty Rose (Secretary and HarbourMaster don't forget to amend your records and add 2 feetfor fenders!) - so the north west might not get an earlyreturn visit.

My crew member for the crossing had to drop out at shortnotice so when Rosemary and David Bezzant said theyhadn't been that way I offered them the chance toaccompany me and they rapidly accepted.

The rendezvous was at Rufford. Rosemary and David werewaiting so we set off for Tarleton. The short trip wasn'tuneventful, a key left at the water point imposed a shortdelay as it was recovered and a wire framed, nylonreinforced compost bag wrapped itself around the prop. Iremoved what I could but had to admit defeat and call RCR.After explaining I had a Ribble Link crossing booked for thenext morning, Mark, the local rep arrived after a 90 minjourney from Macclesfield. After 15 minutes down the weedhatch he returned home. Great service. Whilst Mark wasremoving the compost bag the Tarleton lock keeper, Harry,phoned to ask if we were still planning to make the crossing.We confirmed and later tied up at Tarleton as the light faded.

On the morning of the crossing we went to see Harry, as wehad missed his briefing the evening before. We were toldwe were to be one of three boats and that the other twowould lock first. Off they went with us following 15 minuteslater. The tide was still coming in as we made our way downthe Douglas and as we turned around the Asland Lamp atthe junction with the Ribble we saw we had narrowed thegap between the boats considerably and that the tide wasstarting to turn and run against us with 3 miles to go to thejunction with Savick Brook and the Link.

Looking ahead, we saw one of the other two boatsbehaving oddly. The other continued past it so we thoughtthey had lost concentration and were correcting courseaway from the mud that was rapidly being exposed as thetide fell. As we drew near we were told their engine'scooling fluid had been lost after a calorifier connectiondetached itself and they had shut it down and chucked outthe anchor. The boat that went past didn't think they had anengine with any spare capacity; had we? It would meandiverting to Preston Dock (as the water would be too low

and the tide too fast to turn into Savick Brook without oneof us ending up on the sand bar at its entrance) and if wedidn't, not to worry as they'd call the lifeboat.

I can't honestly say my first thought was 'of course'! After amuttered 'bother' I called out "of course we can take you".The tide was starting to run by this time so I apologisedthere wouldn't be time to try to recover their anchor and thatI'd pass the rope I'd laid along the roof for such aneventuality to them (I do listen to advice!)

So we set off with Russell performing superbly. We hadtaken them in tow just after the point the 3 mile Perchshould have been so had just under 3 miles to go toPreston. My concern by now was would we make Prestonbefore High Water plus two hours and get into the dock orwould we have to tie up outside, probably on the mudovernight for 24 hours until the next daylight High Water? Ihugged the bank as close as I dared to avoid the worst tidalflow.

Andrew, in charge of the Link operation, phoned and saidhe'd work on a plan for us to complete our journey the nextday and reminded us that CRT couldn't be liable formooring charges at Preston. Preston Riversway Controlwere reassuring when we advised them we were divertingto Preston.

Preston Lock and Inner Swing Bridge

David Bezzant at the tiller


Puzzle CornerIt’s been a long time since diesel was this price!

But where is this tank located?

And it probably has more than just a bit of dieselbug!

To my surprise we were making good progress and coveredthe 2¾ miles in 75 minutes.

The outer lock gates were open and with relief we chargedthrough and into the inner lock on seeing the green lights.The gates closed behind us and the huge road and railbridge ahead of us was swung as the lock filled. Withinminutes we were tying up, and in a few more the crew ofthe boat we had towed in had invited us to have a meal withthem in the adjacent restaurant and, not to worry, they hadalready paid the mooring charges.

Time before the meal to sort out the return to Savick Brookand the Link. Thinking CRT Wigan would know the score Iphoned the office. The lady who usually handled RibbleLink matters was off sick. The lady who answered thephone wasn't totally familiar with the operation and said thenext day was a down day, and the next and the next… andthe next up day was over two weeks away! Incredulous (anunderstatement!) I quoted the well known John McEnroeexpression to her - "you cannot be serious!". After givingthe office time to formulate a plan and watching the clocktick towards 5pm I gave up and tried the Link numbers wehad been given hoping one was still manned. The first wentto answerphone, the second went to Andrew. He had aplan; we would go up the link after the down traffic hadcleared it. Preston Riversway would tell us when to set off,sometime after 1100hrs. I said we'd be ready at 1030.

A good evening was spent in the pub. The next morning wewere ready on time. We had found out that if the lifeboat

had taken the other boat in tow it would have to leave them,without an engine, at the dock entrance as it wouldn't haveenough water to get close. We also had a chance to lookwhere we would have tied up had we missed the lock times- two long chains down a high outer dock wall, the ladderseen had rotted at its base.

We waited for instructions. At midday I contacted Prestonwho said go when you like. We liked, so the bridge wasswung and both boats went out through all 3 open lockgates as it was High Water.

Andrew was waiting for us at the sea lock on the Link andtold us we had 30 minutes or so to wait for the tide to fallenough to permit passage under the low first bridge.

After a cuppa we were off along the attractive narrow,winding channel. Andrew and his assistant, Stephen, hadto secure the locks after us so were there to see us throughall the locks bar one. At 1530 we were going up thestaircase locks, backwards because of the tight turn below,clear minutes later and after expressing our thanks, turningon to the Lancaster Canal after an eventful and memorabletwo days.

And the Lancaster Canal? Well worth the effort.

[Who also took all the photos]Waiting for the bridge swing with all lock gates open at high

water

Turning into Savick Brook - at last!

A Cunning Plan! Boats for Sale The Mersey and …rnregister.org.uk/RNRN-82-WebSmall.pdfA Cunning...

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