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Going back to the OP's original question, I don't think anyone has mentioned this useful guide published by the IWA Sustainable Boating Group: https://waterways.org.uk/wp-content/uploads/2023/08/An-Introduction-to-Electric-Narrowboating-Issue-1-1.pdf

You might be surprised! They don't take up an awful lot of space in an EV and, for those with range anxiety , they have become a 'must' in the winter months I understand!

So start looking at marine heat pumps now! Beacon Park Boats – 01873 830240; www.beaconparkboats.com – have an example in a hire boat and they are a very forward-thinking company: this example from their hire fleet is electric btw. They are about twenty minutes away from Goytre Wharf where the Abergavenny & Monmouth Canal Trust, mentioned above, have their electric trip boat moored. I've visited both organisation (twice) in the last year on fact finding missions and both are helpful and knowledgeable.

A couple of things to throw into the mix: i) I was recommended by Keith, of Crowther props, to leave a space of at least 10% of prop diameter between the underside of the uxter plate and the prop tip. ii) When Keith retired his goto recommendation was https://clementsengineering.co.uk. Vicprop is a good starting point but no substitute for experience in interpreting a program's output. iii) If all else fails, consider a four-bladed prop.

The Edinburgh-based Sorted Project offer the 2-day RYA Helmsman's course for £250 per person – either 2 or 3 people and no VAT. Should be enough over to fund a weekend break in the city as well!

They perhaps hadn't visited Blue Lias Road Bridge 23 at the bottom of the Stockton Flight. Or else something has moved .........

Thank you for sharing that. It's both interesting and definitive and should save future argument and debate.

And, hopefully, they've not minded re-valuing it in the light of your investment. To me it's purely a value thing and not a safety issue.

So my only reason for a conversation with my insurance company at renewal (fast approaching) is that the value of all the off-grid kit now on board has increased the overall value of the boat considerably and I'd like to be in a position to claim in the case of, say, damage or theft. Consequently I'd only mention the replacement of 5 LAs with a dozen LiFePo4s because of the significant increase in value. Then there's the panels, MPPTs and a master and slave pair of inverters in place of the knackered old 2 kW square wave jobby. The (professionally installed) wiring is pretty extensive and employs a couple of Lynx Distributers and a Lynx BMS all controlled by a Cerbo GX and touchscreen. A wee bit frightening when you start totting it up costwise ... rather than that I have any concerns about it going BANG!

Who do you insure with?

I thought this worth a 'watch' if only to get an insurance company's take on lithium (and associated kit) and to get a feel on how they are going to relate to what is effectively a systems revolution (from an insurance perspective, anyway!).

Love that verb!

I don't think there's ever been a need to be fair to Sterling ......

I'd be right in thinking you don't have a LA/LiFePo4 hybrid set up though? Victron quote 89% efficiency for their 30A Orion DC-DC charger.

So I think you've just worked yourself round to a hybrid LA/LiFePO4 set up: lots of YouTube videos out there to expand on the concept, largely dominated by a guy called Clark on a sailing boat called Temptress. He has an axe to grind/product to market (called a Bank Manager) and a lot of what he says is okay (to the point of being almost seductive). However, when the BSS finally gets round to embracing lithium technology – and everything that goes with it – don't be too surprised if hybrid systems of a similar nature get more than frowned upon.

If it's any help, Shoreline specify a 10mm2 cable for a 10m run (that would be for each cable – pos and neg!).

Just exploring my options but as you say mounting in the swim makes most sense. With the present prop shaft arrangement I already have a thrust bearing mounted on a vertical plate approximately where the front of your motor cradle sits. Therefore, ideally I'd probably mount he motor just ahead of that which more or less corresponds with the steps down into the back cabin: space to potentially lose a Lynch motor(s) and belt drive cradle. I take it the new motor you mention is a single unit? Ballpark price figure would certainly be helpful.

What's the likely ballpark figure for motor and controller?

I'm more than happy to take your word for it and grateful to be able to share in your experience. You've demonstrated that in my case direct drive isn't a viable option (which is exactly what I wanted to explore, if only to eliminate) and confirmed that the only realistic way forward is belt drive. Thank you very much for moving my quest forward in one giant leap! 5". That sounds like a good engineering solution. Thank you.

Even at 22 1/2 tons and a 2' 9" draught I can do bloody quick too! I just have to rev the engine above 1000 rpm!!

Same ballpark. It's Ford-based Beta Tug putting out 35 HP and 105 ft lbs of torque. The prop is a Crowther 'high performance' model matched to the boat and engine by Crowther's themselves. Think something slightly north of 22 x 22! As you'd expect from Keith, it's a spot on combination and replaces a 22 x 20 affair which never made the engine work proper hard. That's my question, precisely magnetman and for all the reasons that you've gleaned! The other route is the one that peterboat has ( and is) travelling and CL's latest offering does excite me. Much as I'd like to eliminate the drive belt, I can see its advantages, both as a fail safe mechanism (possibly made redundant by CL's new controller design?) and in the case of my installation, allowing me a greater choice of locations for siting the engine. Yes, I do have an engine room but that's going to be re-purposed (sort of) and I do have concerns about the lateral forces on an electric motor front bearing imposed by an 8ft prop shaft and its two UV joints. All comments on these points much appreciated.

Thanks for that, Ian. I'd be very happy with 3 kW at those revs. I still need to get my head round thinking in terms of power/voltage being proportional to rpm as you point out ... I'm getting there slowly! And yes it is: I'm a paid up member of the large/slow/efficient brigade!

Which motor did you settle for in the end, Ian? If I follow the direct drive route where I am looking at around 350 rpm on the prop from a 15 kW constant output motor, are there viable contenders out there? That would be to avoid gearing the drive down via a belt, Lynch-style.

That's what you're running, I assume (in a widebeam)? How many KWh does that draw at sensible cruising speeds in deep water? I'm looking at something in the order of 15kW continuous and 30kW peak.

Thank you.