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Rose Narrowboats

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Rose Narrowboats last won the day on August 31 2017

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  1. I've never heard or seen anything to suggest that working narrowboats passed each other in bridgeholes. I'd imagine the wide boats when laden would have been a lot slower through most bridges though as there's very little room for water to move round them. The modernisation work done by the GUC in the 1930s was funded by government money, which ran out before the job was completed. As a consequence there were many sections where the channel was not regarded as wide enough for loaded wide boats to pass, and one bridge in B'ham (before Sampson Road Depot) which was too narrow. BWB ran some further trials in the 1950's and reached the same conclusions.
  2. True, there's the road layby at the north end to set the crane up next to. I'm too law abiding, obviously!
  3. No it wasn't....Are you thinking of the the fact that part of the Coventry was built by the Birmingham & Fazeley? There's no way a wide beam was craned in at Colehurst Farm - Les Wilson's RB22s are long gone, and I don't think you'd get a wide boat over the bridge. He only ever lifted boats for himself, generally empty shells, anyway. Cranage is generally a bit of a no-no round the old power station at Hawkesbury due to the overhead cables around the substation on the off-side. To have been put in here it would have been over my dead body, and I'm still typing, so I'm struggling to think of anywhere sensible to put a crane to lift any boat, never mind a wide beam in on this length.
  4. There was a station boat which when it ran as the butty of a hotel boat pair was named Ellesmere. (FWIW the motor was a modern boat called "Brackley")
  5. A boat arrived at our waterpoint last week and asked for diesel. It was a turnround day so I explained that unfortunately we were unable to assist, and why. I also eplained where the next retailers were heading south. The response was abrupt, followed up by making a complaint to another member of our staff who, not being halfway through stripping the blacking off a hull, looked cleaner and therefore probably more important than me. They then proceeded to fly their drone over our premises without consultation (which I believe is a breach of CAA regulations) and also well within 50m of the railway which is definitely a breach of CAA regs. As they left they started filming themselves on the stern deck. Othe than that they had an attitude which implied they were in some way special in a celebriy kind of way and that normal rules (presumably including GDPR) don't apply to them, I had absolutely no idea who they were until I watched the video at the start of this thread. I'll have to watch the next episode now to see if we're featured and how dramatised the unavailability of diesel on a Monday morning can be.
  6. The actual ratio is irrelevant - the fact it was underpropped for the ratio is what matters. Most of our boats are fitted with 3:1 boxes; it's more fuel efficient and there's less shaft & stern bush wear, but they're not revving their heads off at cruising speed. Sound does play a big part in perception though and of course everyone is building things as quiet as possible. Back in the good old days it was noticeable that you were far more likely to get shouted to slow down with a 3-clyinder Lister than a two-pot even if you were doing the same speed. I imagine (if any ever makes it a viable proposition on the inland waterways) that the problem will get even worse with electric boats as the only sound they'll hear will be their breaking wash We have a data logger under development which will also have the function to put on a red light, followed by an annoying squawking if the revs are left to high for too long, however that feature is useless for anything other than the day boat, as there are plenty of places the rest of our fleet gets where the use of higher revs is entirely justified, and on occasion essential, e.g. the Soar, Trent, Severn, Avon, and Thames.
  7. The decision to outsource the shell building was, according to Julie at the time, simply because Pete had had enough of doing steelwork.
  8. A bit more BMC trivia: The Nuffield Mini tractor (designed by Harry Ferguson) was originally launched in the early 1960s using the 998cc A series based engine - the diesel version producing a heady 16 horsepower. The model was called the 9/16 (9 forward gears, 16hp) but it very rapidy became apparent that the A-series lump was up to the job and the tracor was slighty re-engineered to use the B-series engine in both petrol and diesel form. The diesel version was rated at 25hp, and known as the 9/25. In 1969 the Nuffield 9/25 was rebranded as the Leyland 154 and now quoted as 28.5hp. I cannot find any difference in the parts books, workshop manual or the fuel injection pump setting data to account for this change in hp, so it might just be a different way of measuring the output (maybe the marketing department did it instead of the engineering dept?) Nuffield tractors were produced at the Bathgate factory of BMC (later Leyland) until 1981, but for quite some time before that they had also been produced by BMCs Turkish subsidiary under licence, and at some point in the late 70s Bathgate stopped making the 154s altogether and they were imported from Turkey. Before Leyland sold the business to Marshalls in 1981 the Leyland 154 had been discontinued and replaced by the Leyland 304, which was basically the 154 back end now mated to the BMC 1.8 engine. Marshall continued to sell the 304 until they left the tractor business in the mid 80s but the tractor continued to be built until 1989. It was the factory in Turkey that provided the new engines (both 1.5 and 1.8) to the marine industry in the UK. Calcutt were still importing the 1.8 into the late 90s. The rest came from Sherpa 200 vans which were still quite easily obtainable. I know several hire fleets that used to marinise ex-van engines, which had a different version of the CAV DPA injection pump with a mechanical governor rather than hydraulic governor found in the tractor (and industrial engine. The 1.8 was superseded around 1988 in the Sherpa by the Perkins Prima which whilst on paper was a much better engine, turned out to be a diaster in delivery vehicles which spent a lot of time idling as they glazed the bores. A friend of mine had a fleet of Sherpa milk floats, and after many hilarious tow starts down the road in clouds of smoke at 4am the newer Perkins powered Sherpas were rapidly disposed of and they went back to the BMCs. When they ran out of bodywork (as Sherpas tended to), a number of those engines went on to new lives in a local hire fleet (not mine).
  9. I've got an Einhell 36v one (it uses 2 x 18v LI-Ion batteries) It's not a Stihl by any stretch, but for the amount I use it it's much less hassle than storing a petrol one, never fails to start, and the batteries last longer than I have ever needed to use it for. Keep an eye on Toolstation - they often have the 4A/h batteries on offer at two for £59.
  10. There are photo's of two boats in that gallery one of which is a Springer, but not the one that is now yours.
  11. I don't think it is - the RY-131 and RY135s had no lift to the counter, and were basically transom sterned with (generally) a cut out for the rudder and the corners rounded off - that looks more like the back end of a conventional narrowboat to me.
  12. If a flight of steps is now really regarded as major investment, I genuinely fear for the future upkeep of the canal network.
  13. There's one on the CRT archive of her at Bascote in 1967 with the rear tank removed, but the forward part of the hold still decked over, so I'd guess that's just prior to the conversion going on?
  14. The conversion was put on by John Henderson, who was the BWB Hillmorton section carpenter. I believe he bought her direct from TCO and sold her around 1975. I have seen a picture of her with the conversion on moored below Hillmorton Bottom Lock, but I can't think where at the moment....
  15. 2) is the tricky bit and as a result my mother has the unlikely distinction of having worked a horse through a lock to a place where the nag could be got out after she'd fallen in.
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