davidg

The Stour Valley goes under the top of the 13 & the Birmingham Suburban (New St - Five Ways) goes under the W&B just before Salvage Turn.

Also one under the Chester Canal at the bottom end of the Christleton pound.

(Shameless plug) Several forum members will be in Cropredy on Saturday with the Adderbury Morris Men. In order, at The Green Scene(10.30am), the Brasenose, the sports club and the finishing at the Red Lion around 1pm. Incidentally, the sports club generally has several varieties of Hooky and they do (relatively) cheap carry outs to take up to the field.

There are reasons why it isn't a good idea as already outlined, but this isn't one of them. The field only sees about 2V normally as it is supplied via the warning light; if the battery voltage was dipping to 2V when the starter was operating then the starter motor might be having issues.

I think you'll find the pic is of Peta, 23, from Essex, now Mrs. Mark Cavendish. And please don't ask who he is or I'll get cross.

Mike, it is an AS2, but minus some pretty important bits in the photo, as I said earlier. David

More like "not quite an Armstrong Siddeley" as it appears to be missing flywheel, flywheel housing, feet (marine or otherwise) and that's just the obvious stuff on this side. 'Josher'..........hm.

Andy is correct, the offset load test determines the maximum number of people, you can add people until you hit the maximum heel angle (12deg I think) or downflooding occurs. They have to be fairly lardy though as multiples of me (~70kg) wouldn't be enough for the offset load test, 85kg seems to be the magic number.

Not quite. The boat in its original form (without the bulge in the middle) used to be tied up round about Nelson Lane in Warwick, this is in the mid 80's, and would lean over quite alarmingly when you boated past, being quite unstable and tied up with some bits of old washing line. No idea who built it but the outrigger story was around then. The bulge in the middle was added at WFBCo by Ken Freeman (unless my memory is playing tricks) and the boat disappeared up the arm where the then owner lived on it for a while. Sorry for taking the thread further off topic.

Archie should be along in a minute to comment on this photo:

I believe the story behind Clypeus is that when it was rebottomed by BW at Gloucester they wanted to do it under cover and the shed would only accommodate half a boat so they cut it in half, rebottomed one half, then the other and then joined the two halves together again, not very well. Being on the G&S straightness didn't matter that much and it was just a piece of plant.

That's out of date now - the cabin in front of the engine room has gone blue and the handrails are oscillating between red & grey.

Don't think this one has been mentioned yet: . Much altered from when it was a BW workboat as in the previous thread: http://www.canalworld.net/forums/index.php?showtopic=58000&hl=antlia#entry1099028

I should point out I turned the inlet strainer for the generator round when I saw it was facing the wrong way. That's what you get for letting welders fix it on.

The problem is more often in finding boat owners willing to pay to have it done properly: You can have a new wood bottom & keelson, galvanised bolts (cheesehead bolts anyone?) etc. after we've cleaned up & restored the chine angle or we'll rip the bottom off & weld some plates to the chine angle. Same applies to new steel versus wooden cabin, riveting etc....How much do the options cost? Which brings me on to: That would go down well with boatyards trying to make a living out of restoration work, having to compete with a heritage boatyard subsidised by donations, premises, etc. I'm sure Dave Linney and Dawn are well aware of problems going down that route.

Pretty much standard operating procedure if not going up Hatton was to drop the passengers off at Coventry Road, then take the boats up to the Cape for water and maybe to Saltisford to wind before meeting the passengers at the Cape,

Way too small.I think (without looking it up, haven't time) it is one of the SWB88 family.

I had "bothered to read the previous posts" and know you were referring to Tucana. I was merely citing Greenock and Barnet as examples of two vastly different jobs done on the same type of boat and pointing out the costs of these are not the same.

"where on earth do you spend another £49K?" It is interesting when people quote figures for the costs of restoring a boat to working trim to consider what sort of job is being done: one could have, for example, a big Woolwich motor with a new rivetted engine room, wooden back cabin, wooden deck & cants, wooden gunwhales round the back cabin & engine room (Greenock is the example I have in mind) or you could take a big Woolwich & put a new steel cabin & engine room on with little refererence the how the boat looked through its carrying life, take Barnet as an example. Both are valid things to do, but the amount of time involved in one is very different to the time (and therefore cost) of the other. Take making a new mast: do you have the old ironwork? Is it useable as it stands with a quick wirebrush & a coat of paint? How long does it take to make the ironwork for a new topmast, do you for instance have a supply of luby pins lying about? What sort of timber is being used? You are painting everything inside and out aren't you? If you have to make the ironwork it it will be a much more expensive job and to say it should cost £x to make is pretty meaningless without considering what sort of job is being done. "Base purchase price was £1.00 off British Waterways plus five years prior lease at £5 per year." This raises another interesting question as to what weight should CART ( &BW before them) attach to securing best value when disposing of assets. These boats were public assets and when chuggers are roaming the towpath asking for donations should CART be giving them away.There is clearly a market for them among the historic boat community and as Groucho Marx said "they ain't making any more".

Brinklow Boat Services have a secondhand TP alternator for sale, taken off a boat which was burnt out when virtually new. The control box was fried in the fire (it was inside the cabin) but the alternator was untouched as it was in the engine compartment. Should add the fire had nothing to do with the TP, it was caused by drying timber next to the solid fuel fire. PM me if interested.

Around about 1h30min breasted up with a heavy arsed Josher (Gambia, or possibly not) and twelve motivated kids, only using one engine. A well known boat builder will tell of bringing Plover & France down in 1h 15min, but that was using both engines so JP5 power as opposed to JP2 power. Happy days.

"Nelson's water tower is along the hedge line by the buildings mid picture LHS. The little picture symbol is where the tower still exists" The water tower is at 52deg 16'42" N 1deg 21' 20" W, clearly visible on Google earth as the circular structure in the wood to the right of the right hand end of the water filled Long Pit. The railway bridge is at 52deg 16' 50" N 1 deg 21' 13" W and the arm runs to opposite the hedgeline on the towpath side of the canal. I've spent many a happy hour exploring the remains of Nelson's works and pits, if you know where to look the remains of the locomotive shed for the Pecketts can still be found. There were still a number of of turnouts from the narrow gauge railway system in the pits, and one outside the loco shed. Unfortunately a lot of the site was fenced off by Rugby Cement(who bought the works from Nelsons and closed it down shortly afterwards) a number of years ago so access is no longer possible. There was another narrow gauge railway from Griffin's Lime & Cement works (the chimmney on the off side by the third lock down Stockton) which ran under the A426, one end of the bridge is still visible as is the cutting the railway ran in - not to be confused with the much larger LNWR cutting. Griffin's was used as a railhead for Napton brickworks, the bricks being taken round by boat and transhipped at Stockton. There were also extensive railway systems associated with Kaye's cement works, at the top of the arm at WFBCo. and Greaves, Bull & Lakin who had the works at what is now Dowdeswells, by the bottom lock at Stockton. Most of Greaves, Bull & Lakin's pits were landfilled and have now disappeared, though one remains and Kayes is still actively quarried, the clay now being taken to Rugby by lorry.

"There's a strong possibility that Rose are in a bit of profit ''at the moment''" Having seen the damage to one of the boats involved today I seriously doubt it.

"The only other existing pairing of unconverted Big Woolwiches I can think of is the one I mentioned, namely Greenlaw & Bordesley" Close, but I think you mean Greenock Alan.

Do you have a battery charger and was it on at the time?