alan_fincher

As others have already stated, the food in the Barlow used to be top notch. Better still, when we dined there for 3 successive nights, and had exhausted all the "veggie" option on the menu, the then chef came and worked out with us a made on the spot special to avoid us duplicating a meal. It used to be very good indeed.

Yes, we were not able to get the boats there this year, but did make it up on Saturday by car. We didn't see many "Forumites" but did spend considerable time with cheshire~rose and Postcode, and also some time with Starcoaster. I think we must have jus missed RayT. Whilst boat numbers were less than in some previous years, it was good to see several boats I have not seen at any historic boat event before now. I particularly noted "Elstree" which my brother's boats used to be regularly coal boating with in the 1970s. As far as parading went the winding hole at the Barlow seemed to be unusually silted, making turning more "interesting" for some of the deepest draughted boats. It's a shame that the Barlow has abandoned serving meals, although the Pizza van on Saturday was excellent. Had we been moored there all weekend I think we would have missed the serving of breakfasts and other meals through the day. But, all in all, thank you to Malcolm for hosting this unique event.

As far as CRT waters go, the annual lockage reports would probably be a fairly good indicator..... ....as long as historic reports could still b obtained.

I'm no expert, but doubt Sudbury has had its current appearance for 50 years. That would imply 1973 - probably not long after the trashed boats were removed from the Wendover arm. Whilst the shortening was probably carried out by British Waterways in the 1970s, the current cabin was not applied to it until after it had been sold into private ownership. I had a longish conversation with the owner that had it put on, and do understand why it is not strictly "Large Northwich"

Where people do this, simply use their boat as the "bank". Tie up to them, then clamber across in the way most convenint to you. I feel sure that if everybody did this, they would soon get the message.

So actually neither does it have to be a "large" boat, nor does it have to be a Woolwich!

You really couldn't make it up! OH has just been in conversation with a well known but also very hacked off fuel boater. He is making very slow progress behind a private boat which is sporting a pram hood. Apparently they are taking it down for each bridge they come to, and are then re-erecting it each time they are through the bridge hole. One can only assume they are using it to avoid putting on sun block!

On watching that right through, I suggest it is hard to claim that typical members of the historic narrow boating community are actually of sound mind! I particularly liked the Fuller twins in charge of the pump trolley and then later the double headed diesels. I think I knew which was roger, and which Martin, but I certainly am not 100% definite.

Ideal foe running your 12 volt electrics through! (NOT!)

Point of order! That's Kopex not copex!

What is "copex" please?

It's a good idea for your 240v cable runs not to look identical to your 12v (or 24v) cable runs. It is going to be far bulkier, and undoubtedly more expensive, using Arctic for low voltage. There is far more insulation both on each conductor, and on the overall cable than would be normal with the low voltage cable types. You would need extra space because of the unsuitable cable type. Arctic is always 3 conductors (I believe). You don't need the third (earth) conductor for low voltage use.

I'm not sure I think that is the answer being given. I think it is being descried as a Ruston box, internally very similar to a Lister Blackstone 3G, (but not actually a Lister box). Whether internal parts from one can be used for replacements in the other has not so far been stated. Even with very common Lister Blackstone boxes I'm not convinced spares are always commonly available. Both my Blackstone boxes have at times relied on second hand part to effect a repair.

Absolutely! To me it seems fairly obvious that the water which you are attempting to "squash" between the boats will attempt to push them apart. I can't rally visualise how passing close together could ever suck the boat towards each other. Only if you are very unlucky about who it is that is coming the other way!

That's not right, surely? The PRM hydraulic box uses engine oil. Some time back PRM started specifying ATF in the manual box, but I'm not aware of them having made that change for the hydraulic one.

IMO I don't think it is great to have a stern bearing that doesn't hav a remote greaser capable of holding a good supply of grease. If you really do only have a nipple to use for putting grease in, I think that is really quite unusual.

Despite my frequently declared love of Vesta, I am happy to confirm that any sale was not to me!

Id be more concerned about all that "SHOUTY" text" that implies that the vendor is looking for something other than a straight you agree a price, pay it, and it is yours. No doubt Mr Lauder thinks he has been clear, but I can't help thinking I can't be the only one who doesn't really understand what he is suggesting (or why?).

If you want to have the best chance of coming up with accurate research, it pays to be super accurate in anything you say yourself. The first of the canals as we now know them in Britain were not until late 1750s / early 1760s. I therefore can't see that the family you describe could have been a canal boat family 60 years prior to the coming of the canals!

Found it! Credited to, and copyright of, Peter Thomson LUBRICATING OIL DILUTION IN LISTER ENGINES Introduction The range of Lister engines including LD, SL, LR, SR, HSR, ST, HA, HB, HR & their water-cooled variants all have the fuel equipment contained within the engine. Any leakage on this equipment will result in the lubricating oil being contaminated by fuel oil causing increasing levels in the engine - possibly with serious consequences. Although it was generally accepted that the engines would survive running with 65% dilution, the possible result of this could be that the crankshaft would dip into the increased level of oil causing excessive crankcase pressures, erratic running, stalling on tick-over and, in extreme cases, possibility of the engine running on its own lubricating oil and becoming uncontrollable. There are three main areas where leakage can occur: 1 Low pressure feed sources 2 High pressure sources 3 Low pressure leak-off sources Section 1 - Low pressure feed sources 1:1 Leak on fuel pump diaphragm 1:2 Damage to fuel feed rail 1:3 Leaking dowty washer between fuel feed rail and fuel injection pump 1:4 Leaking bleed valve on fuel injection pump 1:5 Loose element securing screw at rear of injection pump Section 2 - High pressure sources 2:1 Worn fuel pump element - in bad cases manifested by fuel spraying from pump rack 2:2 Loose delivery valve holder 2:3 Damaged delivery valve holder seal 2:4 Loose or damaged injector pipe union to top of injector pump 2:5 Fractured injector feed pipe 2:6 Loose or damaged injector pipe union to injector 2:7 Loose or damaged union on injector 2:8 Cracked injector body 2:9 Leakage from injector nozzle cap nut Section 3 - Low pressure leak-off sources 3:1 Injector cap nut 3:2 Loose or damaged leak-off union on injector 3:3 Loose or damaged cap nut or nipple on spill rail assembly - often caused by over-tightening 3:4 Fractured or damaged pipe on spill rail assembly - also includes automatic bleed pipe extension to fuel injection pump & associated union (if fitted) Section 4 - Recommended Investigation Procedure to determine source of leakage All the above can usually be diagnosed as follows, with the exception of the lift pump - this is covered under section 5. 4:1 Reduce level of oil to mark on dipstick 4:2 Remove air ducting, cylinder head covers and fuel pump housing door. 4:3 Check that fuel pumps are correctly tightened down - do not tighten fuel unions at this stage. 4:4 Observe whether any fuel pipes are being chaffed by pushrods etc - bend to provide adequate clearance if necessary. 4:5 Locate & disconnect oil feed pipe from crankcase to valve rocker pedestals. This is located within the fuel pump housing and comprises a single small pipe connecting to a tee-piece. Place a piece of flexible tubing c. 1/8" ID over this pipe and redirect through convenient hole back into crankcase. 4:6 Thoroughly dry with tissue or cloth all potential sources of leakage as detailed above. 4:7 Operate fuel lift pump by hand & inspect all sources covered in Section 1. 4:8 Start engine & inspect all potential sources. Section 5 - Fuel Lift Pump 5:1 Remove pump from engine 5:2 Plug outlet from pump (usually 1/2"unf) 5:3 Connect inlet to pipe & container providing fuel at pressure - c. 3ft head should be sufficient 5:4 Leave for sufficient period to determine whether leakage is apparent. Section 6 - Rectification Procedures In most cases the cure will be obvious, i.e. tightening, repair or replacement of part at point of leakage. However, the following comments should be noted: 6:1 Do not assume that leakage will only come from one source - check all points as above. 6:2 Looseness of parts or abrasion will often give guidance to possible sources. 6:3 If delivery valve holder is loose (2:2), do not just tighten as this can introduce a 'twist' to the injector pipe. Disconnect injector pipe from Injector and loosen union to fuel pump. Tighten delivery valve holder - 35 ft.lb Align fuel pipe to injector & tighten to delivery valve holder - use two spanners to avoid applying torque to pump. Check alignment again and reconnect fuel pipe to injector. If this does not cure leakage between holder & pump, assume damage to sealing washer. This will require specialist attention - also applies to 2:1 6:4 When faults are located and rectified, reassemble engine using new joints etc if required, pump out contaminated oil & replenish with fresh oil of the correct grade & viscosity. BEWARE OF OVER TIGHTENING ! THIS CAN INTRODUCE FURTHER PROBLEMS Peter Thompson Marine Engine Services Ltd, Unit 3 / 549 Eskdale Road, Uxbridge, Middlesex UB8 2RT Tel: 01895-236246. Fax: 01895-813322. e-mail: Peter@marineengine.co.uk © Peter Thompson 2005

There is actually a whole host of ways with air-cooled Listers that diesel can end up in the lubricating oil. Somewhere there is an excellent article by Lister specialist Peter Thompson that takes you through a series of steps to diagnose, but a quick Google failed to find it for me - someone else will, I am sure find it. I don't know if anybody has yet spelt it out, but as the contents if the sump build up an ever increasing percentage of diesel, there is a possibility of the engine running away in uncontrolled manner which, in extremis, could result in a catastrophic failure.

I used to have quite a soft spot for TASMANIA - quite an admission, as I am firmly a "Grand Union" fan! But that was when it was much shorter, (probably 40 feet I think), and had a lovely old Lister (probably an FR2, though I might be mis-rememberng). Subsequent re-lengthenings have removed much of it's appeal for me and it is now too much new build, and not enough ex FMC horseboat. We spent a day boating alongside TASMANIA sharing locks with our FLAMINGO as we attempted the Rochdale from Manchester to Hebden Bridge. I have to concede that TASMANIA was a lot shallower draughted than FLAMINGO, and also narrower beam, so encountered less problems on a"difficult" canal. One oddity of TASMANIA, (obvious in those photos), is that the exhaust goes out through the hull side. It was the preference of the owner not to breathe in exhaust from a vertical pipe on the roof. However being on the wrong side in a shared lock was not present. Apart from which it just seems plain wrong. Absolute maximum 40 feet - given that Braine would often put an entirely new counter stern on, with little attempt to use as much original iron as possible, probably quite a bit less than 40'. If Pete Harrison sees this post, I would be grateful for correction of anything I have got wrong.

Spot on! I was coming down Hatton, and a single hander with a 70 foot boat, asked me if I would breast up, and tow him, so he was free to work gates and paddles. Bit he insisted on breasting bow to bow, creating the situation you describe. At that point I should have refused - as can be imagined it ended in tears!