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GHL

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  • Gender
    Male
  • Location
    The North of England
  • Occupation
    Retired Marine Engineer

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  1. There is a lengthy but nonetheless interesting commentry on both the sinking and raising of this boat attached to this YouTube video : Sunken Barrow Narrowboat Finally Out (youtube.com) The author of the commentary, Tony Dunkley, is, for several reasons, almost certainly uniquely qualified to comment. Two of the more notable grounds derive from his almost lifelong experience of boating on the Rivers Soar and Trent - firstly, and beginning in the 1950's, as an 8 year-old lad enjoying rides with his father on the BW Nottinghm - Leicester grain traffic commercials, at that time using Nottingham Pans and BW's then new Bantam Pusher Tugs, one of which, "Will Scarlet" still remains in service with BWB's appallingly incompetent and corrupt successors. Secondly, and of greater significance, is the fact that by the early 1980's, and gained in no small part from raising a long sunken vessel in Nottingham, held by BW's Engineers, after their own multiple failed attempts, to be impossible, his professional reputation and work achievement track record as a commercial boat operator, contractor and marine engineer led to him becoming BWB's first, and for a time, only, approved and recommended contractor for the removal and/or salvaging of sunk, stranded or abandoned boats under the provisions of the then newly introduced Section 8 of the British Waterways Act of 1983.
  2. Almost everyone I have ever spoken with feels the same about the downriver passage to either West Stockwith or Keadby. The prospect of entering either of those locks with a powerful tide running across the lock entrance is not a pleasant one. Unfortunately it is unavoidable if the standard C&RT lock keepers advice on passage and locking times is adhered to. The timing of your entrance into either West Stockwith or Keadby is best by far if arranged to be at or very shortly after high water when the current in the Trent is either non-existent or very gentle and slow. I believe that the standard C&RT lock keepers advice on passage and locking times is worked out around the Trust's convenience and its employees working hours. It does not necessarily have to be complied with.
  3. That is not sensible or responsible advice. I do hope it is treated for what it is worth! May I ask what level and length of experience of passage planning/making, and working tides you are basing it on?
  4. I am replying to this topic to ensure that anyone who may already not know is aware that advice, practical assistance, and onboard pilotage services are all available from semi-retired tug/bargemaster, and former member of CWDF, Tony Dunkley, based in Nottingham. Tony is happy to provide a range of services from FoC advice on passage planning and making, via whatever means are most convenient, through to full onboard pilotage for the rivers Humber, Ouse and Trent. Tony Dunkley can be contacted via the Thunderboat Forum at < https://thunderboat.boards.net >
  5. GHL

    HELP!!!

    Tony Dunkley is a first class engineer, semi-retired now, but a lifetime of experience, and Works trained at Listers. You could not do better.
  6. Excellent advice on pilotage and tides in the Humber, the Trent and the Yorkshire Ouse can be had from a retired commercial barge and tug skipper called Tony Dunkley on the Thunderboat forum.
  7. GHL

    Gearbox identification?

    That is a very early PRM 100 fitted from new on a BMC 1.5 diesel marinised by J. G. Meakes.
  8. Directional stability increases with speed through the water requiring a greater turning moment to be generated by a bowthruster to achieve the same rate of turn than at lower speeds. The apparent reduction in bowthruster effectiveness at higher speeds is illusory. In reality it is that the fixed amount of side thrust (turning moment) is overcome by increased directional stability.
  9. No danger of that , but you might need to regrind the screwdriver tip afterwards.
  10. There are several ways to do this. If working on your own the best plan is to make up a pair of sprags out of two small offcuts of angle iron with the ends ground or filed to engage in the ring gear teeth and a hole for bolting them to the face of the flywheel backplate. Or if you have got someone with you and in a hurry get them to jam the end of a wide bladed screwdriver through where the starter fits and into the ring gear teeth.
  11. If the oil in your box is very dirty and it is a Hurth box it would be as well to flush it out with a fill of neat diesel fuel and a few minutes running in neutral followed with a 50/50 fill of diesel fuel and ATF and a few more minutes running in neutral. Drain off and re-fill with fresh ATF, and do not leave it so long between oil changes in future - Hurth boxes will sometimes develop a tendency to slip if left full of mucky old oil.
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