Derek R.

Yes, no one has suggested it was or is, but a similarity was drawn with the number of 'dings', that was all. Having established what Ships Telegraphs are and how they work (thanks radiomariner), and that we do know why the Titanic struck ice and why it sank (should have gone by canal), that there was a small turbine driving a central screw (non-reversible and working at 9psi), we end up with no-one knowing about any bell codes to canal steam boat enginemen, and a doubt that they existed at all. Quiet they may have been, but voice alone amongst industry and the voices of others would not suffice when distinct engine orders were needed. So for my money there were bells, and there must have been a code. Derek

Ooops! Yes! Can't count! - 180° Derek

Begging pardon, but that is incorrect. Two blasts indicate a change to Port, i.e. when approaching another vessel and intending to pass Starboard to Starboard. Four short followed by two short indicate a 360° turn to Port, four short followed by one short a 360° turn to Starboard. Some more HERE. Derek

I cannot remember such details from my trip on the Waverley, and my video of her has no sound of the telegraph. However, I do have some of the LORD WARDEN, a cross Channel ferry of the fifties, and a Southampton tug CALSHOT. With twin screws, there are twin telegraphs, and unless manoeuvring they are moved together as required. The number of 'bells' are inconsequential to the order, and are more a sound signal for 'Attention' - action and response required. The number of rings from Stop to Half ahead on the LORD WARDEN was about four, and the answering telegraph from the engine room was four plus two - along with the engine room repeater pointer copying the bridge telegraphs action. The tug CALSHOT had its telegraph moved from Stop to Full Ahead and sounded only one bell. Now it may be that sound was dubbed after the shots were taken, though with the Skipper calling orders on deck simultaneously, it did appear genuine. The full range as seen on the LORD WARDEN Full; Half; Slow; Dead Slow; Stand By; Stop; Finished with engines; Dead Slow; Slow; Half; Full. But there was no such telegraph on the canal steamers, just a bell, and a system of so many 'dings' for; Stop; Ahead; Astern; and maybe faster and slower. Perhaps - as on buses - one bell for stop, two for go. Maybe as river sound signals for engines astern is three blasts - three dings might mean Astern. But that has not covered all eventualities. Listening to PRESIDENT ADAMANT to moor, two dings can be heard, and the engine is run astern briskly. One ding gets slow ahead. It would be nice to know the whole range of signals, whether they were standardised, or made up between regular crew. Derek

Not being familiar with the workings of President, or any other steamer where bell codes were used between steerer and engine driver, can anyone tell me if there is a standard code for bell signals, and if so what? I have a sudden attack of steamitis. It comes and goes, but revived of late with some delving amongst canal steam tugs of a little more than seven foot in width! Several Moons ago, I obtained plans for a monotube steam generator, and details of a short stroke, double acting, compound(?), 90° 'V' twin cylinder steam engine manufactured in the Isle of Man, that took up little space, was completely enclosed IIRC, and put out 36hp at - well, I can't remember the rpm, 3,000 comes to mind, but that seems far too high, 300 maybe. Anyway, my pipe dream was to install such a set up into a narrow boat (naturally). And equally naturally, I didn't. Derek

It looks fine, except I need to pump five gallons. Of course, I could do that in relays, and in effect that is a similar system that I use with rubber vane pump attached to an electric drill. The tricky bit is actually getting the skinny tube down through a cranked filler neck. Ideally, it needs to be permanently in-situ and not reliant on more aparatus to be stored. Seems a good option though. Thanks for the tip. Derek

Some 'laws' go beyond the pail. In the end, if a person is disabled to the point of not being able to help themselves without assistance, and it is beyond any practical and physical means for them to board a vehicle that to all intents and purposes is neither practical or economically viable to provide disabled access through historic means or otherwise, then the disabled person is at a disadvantage which whilst the person themselves may well appreciate and accept, the 'law' and its creators in all their fine highness have failed to do. I'm thinking of starting a wheelchair access campaign for Everest (Some - in all seriousness - would!) - if you can run a railway up Snowdon . . . No fun being disabled - my back is out right now - grumpy is an understatement! Derek

I've never known why Tycho's PD3 has no sump pump. Perhaps someone had a problem in the past and hoi'd it away, which leaves draining the sump a real 'Ho-Ho-Ho!'. Clearly it needs a sump pump - without, the temptation to leave old oil too long in is too great. I'm thinking an entry into one of the bolt on plates might be an idea, but would appreciate any better ideas. Derek

Do I take it we are talking of this: http://news.bbc.co.uk/1/hi/uk/8361059.stm Speaking of money wasted, The Tax Payers Alliance are offering a free book for a limited period 'Britain Without The EU' http://www.greateudebate.com/order/ Derek

The continuity is infamous, along with 'Painted Boats', but huge fun, and at times when most of the general public knew little or nothing about canals or life afloat let alone what was where. The Eric Sykes character cracks me up, and Ronnie Barker - and Hugh Griffiths give brilliant performances. Still available on VHS. Derek

That figures. On occasion I drive buses manufactured in the 1950's, there is no available access for a wheelchair, though all are welcome if they can get on board - with help if necessary. These are on occassions when a full days public service is given covering historic routes - 'Running Days' - and whilst no fares are collected, and no charge is made for travel. They are well attended, and while some disabled are unable to board, their pleasure is in seeing and hearing the vehicles they once travelled on regularly. I would have thought (and thoughts bear no relation to any legal entitlement) that if a vessel was being used to convey the public for a 'reward', the some kind of disability access was needed, however, the 'Historic' element - as Patrick mentioned - may well be there to bring a little common sense into a world of bureaucracy gone mad. Derek

Some tantalisingly distant views of the old basin buildings in that Aylesbury clip - covered dock, warehouse, office etc. Derek

I did hear say, and it might be just a tale, that when Waterways were looking to replace their National's & RN's, they took the opportunity to make good a stock of delivered but unused PD2's that were intended for landing craft - the latter being no longer wanted - and that's how a lot of boats ended up with the Petter, that they were never directly ordered for the boats, but diverted from their original destination. Anyone else heard that one, or was someone yarning? Derek

Couldn't tell you which one, but it'll be one of the Bridgewater tugs. They were wide beam with wheel steering, originally steam powered. Derek

We had a PD2 which came out of a ships lifeboat. We put it in Yarmouth in around 1987, and after freeing the rings up which had stuck in the grooves through lack of use, we stonked all over the cut. Whilst hand starting was a two man affair, on the button it would fire up directly with no fluffing or coughing - any weather. Straight through pipe made some lovely syncopated rhythms through Blisworth, and we could be heard coming! I had heard that oil pressure needed to be watched, as if there was a leak in any of the external oilways - and the cooler joints could be weakened if the cooler was not secured correctly - pressure would go down and a messy engine would ensue, as the fan would blow oil all over the shop, and Petters like good oil pressure. Never had any problems. In fact, we were surprised to hear from an ex-boatman at Sutton's that they had any reputation for broken cranks at all. He said some didn't like them because they were noisy engines being air cooled. Someone in Gas Street said they were nick-named 'Chip Fryers' because of the shape of the air cowling, but it never fried anything for us. Several people gave different theories as to why some broke cranks, but we never had any trouble at all. Nice engine, if a pig to work on due to the ducting. We sold Yarmouth in 1992 having been around the system, over the Pennines twice, tidal Trent, Lincoln, and up to Chester and back, along with the usual rallies and shuffling about we did when living aboard. Then within six months of the new owners boating - the crank broke! What did he do that we didn't? I'll never know, but I did always make sure I turned it over a couple of dozen times before starting from cold to get oil up to the valve gear. But I cannot see that would have made the difference. But PD2's are not the only engines to have broken crankshafts. Would I have another? I've got one! But a three pot. Shhhh! Derek

As does every Court, due to the defendant being held under Statute Law - Maritime Law. A lot of 'strange' place names are corruptions from another language. Sometimes from an incident, why Moose Jaw in Canada, or Medicine Hat? Maybe in pioneering days someone found a big Moose jaw at that place and the find went around, then picked up when describing an area to go through. Maybe there was a fella renown for curing ailments, and always wore a big hat. Why are some fields called Long acre - because they are. Without maps, and literacy, what is seen and described means all. Derek

But the Celts came through France on their way to Cornwall, Wales, etc. having originated in Eastern Europe. Derek

A bit Unions - the 'democratic' way to lose work and trade, only bettered by government regulation. I don't know why, perhaps because I've just been digging and delving recently, but in complete contrast without unions to stand for them, the widow of the Captain of the Tilbury that blew up on the Regent's by Macclesfield Bridge when its load of gunpowder, petrol and tea took a spark (we assume) from the tug in October 1874, received £5 in full discharge against all claims against the company (G.J.C.C.). In compensation claims for damage to property of the surrounding area and rebuilding of the bridge, a total of £84,417.2s.0d was received. It took one year and eleven months for the widow to be paid that £5. Fourteen months after the Tilbury in December 1875, the company steamer Pincher suffered a boiler explosion with the loss of two engine drivers lives. Two months later the family of one of the dead claimed relief, and the Board directed £5 be sent against funeral expenses. Details from the minutes of the G.J.C.C. board meetings from Richard Thomas's website. Derek

Just to add, Some of the BCN tugs had a decent foredeck for placing Joey ellums on, Pacific and Bittell specifically. The thick timber ribs helped protect the deck plates and stop ellums from slipping off into the cut. The opening page of Canalscape London shows Buffalo hauling a train of gravel barges. Due to the compromised position of the tow hook right at the stern, there was a technique to towing that demanded some skill. Joe Hollingshead can teach. There was also - on the BCN - a technique known as 'stemming'. Basically it was push towing, but depending on the tightness achieved at the link, it was more like reversing an artic, with the driver facing the 'right' way (if you take my meaning). Blossom knows about that. Manoeuvring other vessels in the way River and Dock tugs would do from a slightly aft of midships towing hook was not possible due to lack of space on the cut, a shaft would suffice for that. There was less need of a foredeck for that purpose further south, though a good foredeck was a safer platform to get on and off, and gave more room to work from when tying to other craft. Derek

Uxbridge built! Nice bit of hammered flare to the metalwork, can just hear and smell the forge bellows, blows raining down, and hot metal. What nation this once was for creating strength with beauty. Little nooks and crannies still survive, but the apprenticeships and old boy's methods are slipping away in the mists. Derek

Is it still afloat? Hope so. Van and back trouble haunting me these past months. No, not dense Mark, I get into cryptic mode now and then. It was a bit of a philosophical question. People always want a bit more than they already have. Generally because they see it as some kind of status amongst peers. Under the current scenario my suggestion seems improbable if not impossible, but if money did not exist, and if you had all the time in the world, with the associated material and skills necessary, but more importantly - there was no-one else around to see your prized possession and handywork - would you still want 'that' boat if it was more than somewhere just to keep warm and dry? This seems a bit off topic, but BW in auctioning off their craft were originally if I'm not mistaken, unaware of any historic 'value' of some craft (that word 'value' is relative). When the bids went in and someone alerted them to the 'historic' context, the brakes went on and they became selective. There seems to me only one reason for that - an eye for an extra buck mainly - but also a little credence amongst those who sought to maintain some disappearing heritage - face saving (bit late). For them, it looks like a win - win situation, and probably is, though there may be more work to do for someone in an office somewhere. It all revolves around greed and fear. Greed for making a bit more, and fear of losing any. The 'value' of anything (above basic needs of food, shelter and warmth), is determined by the person wanting the item, and how he sees his status improve in the eyes of his peers. Friendship is something greatly valued. How many would turn up at a boat gathering - say Braunston - if no-one came with a boat? Quite a few - but as many? Perhaps a silly question. Friendship should be ongoing - as should boating! No fun Derek.

Gauging by the courses of bricks behind the can, it would appear to be about 12" tall and 6 or 7" across the base. I wonder how it got to Ohio.

If it comes with Monkeys to apply it, I'd say 'go for it'.

Devils advocate here. If you - or anyone had the time, and money did not exist or was not needed, you had the skills, but there was no-one else in the world to see the result of your efforts - would you still want to continue? I'd love Chiltern, it would feed my stove for the whole winter. Someone would buy the scrap metal and build a replica around it calling it Chiltern.

Wow! Those links bought some memories back! I remember riding the 'Caterpillar' too. Never was brave enough to try the Big Dippers. Dish of Mussels, slice of bread and butter, cup of tea, a ride on the Speedway, then off to catch the Pier train! Recent postcard courtesy of the Pier Museum. Some of the exhibits may seem corny, but in the main it's a fascinating visit - they've got the old pier railway signal box and sticks in there that you can pull off. Derek PS: Have you approached Laurence Hogg or John Huntley about getting your 8mm converted and on record? Just a thought.