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Rose Narrowboats

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Rose Narrowboats last won the day on August 31 2017

Rose Narrowboats had the most liked content!

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  1. When we sold her some time ago she was powered by an ST3 (so 30hp and plenty of oomph) with a large front pulley and a 70Amp A127 with one of our own design Ampower Services alternator controllers. Central heating was by an Alde 2928 gas boiler, fridge (with freezer compartment in the top) was 12v. About four hours cruising a day was "steady state" in terms of fully recharging the batteries. She's clearly been modified (including the addition of solar) somewhat since we sold her though. I still regret forgetting to take the stickers of the side before we sold her.
  2. It's an old (obsolete) Shurflo one. The newer Shurflo ones, whilst looking different are dimensionally identical where it matters and much better designed. The one you have is held together by three plastic lugs, which go brittle with age and snap, causing the filter to quietly drain the contents of your water tank into the boat, so if it were mine I'd be changing it sooner rather than later, especially as it seems to be rigidly plumbed in which makes the lugs more likely to fail.
  3. Thanks for posting that Pluto - it's nice to see an article written by my Grandfather. In 2013 length inspections (on foot) were done quarterly, with an annual inspection done by boat with a senior engineer onboard. Several years ago (2016 IIRC) the frequency of inspections was halved with the exception of certain key assets.
  4. For the life of me I cannot see how you work out there is a paddle up at the tail of the lock? What am I missing?
  5. Yep - we had approximately 70 litres spilt into the cut* by a multi-user boat on our water point a few years ago, and that was exactly same reaction I got. In the end the EA said they'd send someone out - who never turned up - and we cleaned it up as best we could, but before it had fetched the blacking of some of our boats. I expect everyone passing hrough thought we'd done it. *Unsurprisingly this is what happens when you put your water hose into the filler clearly marked diesel, and then go below for breakfast.
  6. Ask 30 people, you'll probably get 40 different answers. Excel is very corrosive in my experience, but does burn well. Stoveglow is okay, Winterblaze is the best I've ever used: I get very little ash from it (but I've heard others say the opposite) and a very even heat. If you are rich and need smokeless, then try Homefire Ovals; anything smokeless I've ever tried needs the ashpan emptying twice a day compared to every other day with Winterblaze.
  7. Hence my comment about when they fall out of favour again We've been here before, but you seemingly can't stop people trying to re-invent the wheel. I do wonder if this is more to do with capacity than cost? It would be awfully embarrassing just as Bulbourne is redeveloped to have to admit that they shouldn't have closed Bulbourne and Bradley workshops......
  8. On the one hand I'm uncomfortable with the notion that a local authority can tell a navigation authority how to manage it's assets (how did BWB lose so many of its powers?) but at the same time there's no-one else to hold the current set-up to account. If steel piling is acceptable (though there were those in BW such as Peter White who hated it) then surely steel gates are acceptable - to a point. Likewise much original paddle gearing has gone (eg Coventry Canal bottom gates) with barely a murmur of protest I agree that it needs to be considered on a case by case basis. On some the lesser used bits of the BCN for example, I think steel gates and balance beams would be no brainer - at least until the phantom balance beam hacker trades his chain saw in for an angle grinder. Other places could be composite: wooden balance beams are much more tactile, and changing the balance beam is not a big job. I doubt many people would even notice the steel gate. Finally places such as Foxton should be kept as original as possible. I'd suggest that there should be a minimum of say one lock per flight or stretch of canal that is kept in original condition so that the original appearance and construction skills are not lost for the time in the future when steel gates go out of favour again. I'm not sure bouyancy is a major consideration on narrow locks - the cast iron ones on the Oxford work well - there just needs to be enough weight in the balance beam to er, balance it.... Anthony Grantham
  9. There were two pairs called Rose & Castle. The first pic Ray has posted is not the pair that operated on the Mon & Brec as they were full length.
  10. It raised a few eyebrows at the time amongst other operators, but then the whole hotel boat industry pretty well imploded around that time anyway with most of the pairs stopping and the old hands moving away or giving up. Sad really - it was the last commercial activity keeping proper pair boating skills alive and it just faded away almost without comment.
  11. Tsarina was built by John Pinder and originally powered by a steam plant which only lasted lasted one season before being replaced by a Lister SR3. Tsarevna was built by Hancock & Lane and due to the original choice of engine for Tsarina they traded as the Steam Charter Co. The chap who had them built had worked for IWHC on Snipe and Taurus, hence the similarities between the pairs. Andy and Christine Newman bought them in 1982/3, took the SR out and replaced it with a 2-cylinder H series (HA or HB) and ran them in their company (Charter Cruising Co) until sometime in the mid-late 90s. They didn't stay in trade for long after that (I seem to recall the new owners offered a vegan only menu which was a very quick way of getting rid of the established customer base!) but IIRC they spent some years moored at the top of Hatton after they ceased trading. Edit to add: The postcard in Matty40s post shows them still with the name of the first owner, Steve Rees-Jones, on the butty back cabin.
  12. This is exactly what we saw on a number of workboats built in the late 70s/early 80s which we were surveyed here. About half had been epoxied from new, the rest had been blacked, and one of them had much love since. The epoxied ones looked quite good at first glance, and the blacked ones quite scruffy. However the epoxied ones were peppered with deep pits and needed extensive steework. The blacked ones, whilst having a a very uneven surface had generally lost no more than 0.5mm and were fit for further service. Despite this, the owner opted to have them epoxied...... I think steel quality is the most important factor. As I'm typing this my feeet are being kept by a 1/4" thick steel baseplate that is 50 years old attached to iron sides that will be 85 years old at the end of this month. The last survey found nothing worse than 1.5mm seep pitting in the baseplate. When it finally does need replacing I'm thinking about trying Corten. From a cost benefit point of view I suspect that it is generally not worth spending the money trying to prolong the life of the baseplate by coating the underside of it, but concentrate instead on keeping the inside of it dry. I have seen a lot of boats which have gone from the inside out - particularly ex-hire boats in the area around the bathroom.
  13. Parts for the 4900 are starting to become hard to get. I reconditioned two for my own boat last (the first one lasted over 40 years, so I reckon two should see me out...) but in both cases the shafts were worn, and they are no longer available as a spare from Jabsco so we machined some up. They have a carbon ring rather than conventional packing in the gland - that was still available last time I checked. Early versions of the pump have replaceable bronze bushes in the end plate and main body for the shaft and a brass wear disc behind the impeller, so as long as you know someone with a lathe they are repairable almost infinitely. Later ones don't have the bushes - but can always be bored out and have them fitted. Watch out for cracking on the inside face of the endplate - I think they suffer from it if they've been run dry and got too hot.
  14. A good friend of mine bought the back end of Ariel from Ed Mortimer when he was at Macclesfield and that was the point the boat was cut just ahead of the engine room - the straight bit of sides ahead of there, which was more like 15' from memory and the pointy end (applied by BWB at Northwich IIRC) Jona decided weren't worth having as the top of the hull had previously been cut down to the top guard and needed refooting. The back end went to WFBCo for the attention of Mr Priest, but Jona didn't go ahead with it and eventually sold it back to Ed who had Graham Pearson rebuild as it is basically is today. As for the "middle bit" Ed decided to put a motor back end on it - which was built by Mike Heywood, not WFBCo as the advert implies - with the intenton of using it as a workboat, and called it Belgium. The next owner decided to rename it Ariel.
  15. All the injector pump spares are still available - however at the cost of them very few people will spend the money on a properly reconditioned pump. The so called "reconditioned" pumps commonly available for around £300 pounds are no more than a clean, new seal kit and calibrate as best as possible given that most of the moving parts are now well past their wear tolerance. Some work okay, some don't. The water pump situation has improved now - I think all variants are available as pattern parts. I doubt (even given the availbility of the fuel to run them on) Kubota's will be around in 50 years time as they are just not as rebuildable as the BMCs are/were.
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