Although Christobel cancelled our subscription to the Royal Yachting Association when I decided to close our membership down over their total indifference and lack of care regarding the extreme shortage of bottled LPG and Butane gas cylinders of the most common used sizes over past two or more years, the quarterly magazine continues to arrive. I suspect it’ll not stop until the spring-time renewal period.
anyway, absently leafing through before chucking into the recycle bin, I spotted this headline: ‘Your membership makes a difference.’
Courtesy of RYA.
Then further in I found a longer article headlined: ‘Your membership matters.’
Courtesy of RYA.
Of course, our experience of this self-congratulatory organisation is far, far different.
If the Royal Yachting Association REALY cared then the head honcho would have come back to me as promised by her PA earlier this year.
The front piece rattles on about lobbying (I sense ‘gravy trains’ here) assisting with proposed legislation – possibly the only plus – and all the benefit advantages of being a member with over eighty partners who would love us to entangle ourselves, none of which we have ever wished to us: I don’t want a Volvo, expensive insurance or stay at Portland House for instance!
I only ever asked the Royal Yachting Association to do something about the paucity of bottled gas. It affected many boaters and caravaners alike. They failed.
The second piece warbles on about getting the mist out of your chosen activity, inclusivity- which has been gradually covered more, but look at adverts for holidays and they are still showing blond he men and women on the whole – protecting freedoms ( severely curtailed for those unable to change an empty calor bottle over recent years), sustainability and growing together.
Excuse my language, but, Bollocks!
The Royal Yachting Association has not an iota of care for the common sailor. They are all about themselves, endeavouring to boost Royal Yachting Association membership and what they do for ‘the Nationals’, the Olympic team and other high profile events – largely based down south near where they hang out.
I’m not prejudiced. Observation is the key: I have been a member of the Royal Yachting Association for over four decades and I see what I see.
A straw poll of my club’s work party (sailors and motor-boaters alike) shows a dearth of Royal Yachting Association membership.
My RNLI winter 2022 magazines pitched up today in the mail. I was struck by he front cover headline on the ‘Offshore‘ section: ‘Fuel For Watersports – the food athletes and lifesavers choose’
Inside there is a rundown on the activities of three ‘Adventurers’ – Pip Hare, ocean racing sailor; Sian Sykes, SUP Adventurer and Activist; and Timo Mullen, professional windsurfer…
Where ‘Lifesaver’ comes in I couldn’t work out.
What the heck is the benefit of this article for the ‘common’ sailor, I am asking myself.
Section of magazine – RNLI.
These are sports professionals, far far away from the people who have a boat, canoe, paddle board or dinghy.
The only tangible piece of information was in a comment by an RNLI crew person who mentions the use of cereal bars. Well yes, they have been around for years and are used by everyday sailors, walkers and such. Even by people as a substitute for a proper breakfast.
Pip Hare adds electrolytes, multivitamins, supplements and minerals are added to specialist vegan dehydrated products to produce a meal…
Section of magazine – RNLI.
Sian Sykes talks of working with a firm producing specialist dehydrated meals too with a requirement for compostable packaging. Great, but I’d say a dehydrated meal aboard a cruising yacht was a rarity – unless of the pot noodle variety of snacks.
Timo Mullen waxes lyrical about not taking supplements, ‘I don’t take supplements or use gels, protein shakes or electrolytes…’ I feel a bit lost here, I have to admit!
In conclusion the article says: ‘The physical demands of your particular watersport will vary depending on its type, intensity and duration as well as your unique body…’
Christobel said, ‘I wish they’d write about ordinary things … I really can’t be bothered with this…’
Yes well, me too. I just cannot understand the relevance.
what I would call the basis of a nutritional meal after a good day’s sailing…
I was browsing in a second hand store while Christobel was chasing down ‘name’ skirts when I came upon this classic by Jack Coote, the inimitable author of the long standing bible of the east coast – East Coast Rivers.
The book, Classic One-Designs, was published by Waterline Books in 1994. Sadly, Jack wasn’t to see the results of many years work: he died before final editing and publication.
All pictures with courtesy of Jack’s family and the publisher.
Front Cover.
The acknowledgements page laments Jack’s loss during the editorial stages of the book’s production: there wasn’t a complete list of contributors – so I will add my thanks too to those that were accidentally missed out!
The book covers a gamut of one designs from around the world. There were and are many, many, more, however his choice is pretty extensive.
Strangely, for it has become a world classic, the Mirror Dinghy wasn’t included. Of the type, the Cadet and Optimist were. The Optomist, of course, is probably the classiest trainer ever designed. On the east coast, the West Mersea cadet week brings ‘hundreds’ out onto the water with their attending fleet of parent trainers – they make a colourful scene.
A little story here: Whimbrel was moored in the Quarters between Packing Marsh and Cob Islands during cadet week. A line of ‘Oppies’ slowly made their way over a tide down the fleet. We were having tea in the cockpit…
One, helmed by a young girl called to her friend; ‘Clara’ why are you going faster? No answer. Question repeated to a ‘Samantha’ coming up on the girl’s boat and overtaking.
Now, the iconic sprit main was sheeted in tight. I’d heard trainers telling youngsters to ease their sheets … so I called quietly, let the sheet out. The lass looked at me, then at Christobel, looked around and esed her sheet.
The boat picked up speed… Brilliant!
One design classes began in various locations where yachting was taking place at around the same time. The earliest is said to be a Dublin class – Water Wag – in 1886. These boats were the means for the ‘average’ middle class sailor to get class racing against like minded sailors.
Broads One Designs – the ‘Brown’ boats, date from 1901.
The ‘Brown’ boats have the appearance of yachts of much larger size as raced by the rich of the day.
The Brown boat details.
This class of boat has continued to flourish in GRP.
A smaller boat by far is the West Wight Scow which came into being in 1922. They are based on a few boats that were sailing prior to the First World War. Yachting Monthly called it as ‘a cheap and serviceable little knockabout boat’. Yes, well, they’re still sailing!
West Wight Scow.
The two Royal clubs on the River Crouch produced two very similar craft, which in many respects is not very surprising: the river is the same for both sets of sailors.
The differences are minor indeed. This is true for another class I will come onto as well.
The pictures throughout tell their own stories. Anyone who has been on the River Crouch over a race weekend will have, like me, marvelled at these beauties…
Corinthians roaring downstream with a decent westerly behind them…
The Aldeburgh Lapwing class are known to all yachting folk who sail into the Ore and Alde. They’re often to be seen sailing over a summer weekend. The boat featured in a novel by Libby Purves – Regatta published in 1999 – a story in which a deprived child is given an ‘Aldeburgh Summer’ by a foster family. The book is brilliant…
These boats had a smaller rig for youngsters.
The boats often remain in a family for more than one generation, however, the class numbers have waned a little.
A class from the USA.
At first glance, these craft don’t look right, however they proved to be exceptionally popular and have survived for eighty years as a class racing dinghy.
The ‘Brittlesea’ One Design.
Off the River Colne in Essex sits the creek-side village of Brightlingsea. It is an old fishing harbour and the dinghy class that sprung out of the end of the First World War has many ‘fishing attributes’ – sturdy, wide firm bilges and of clinker construction. I just love to see these boats working out of the creek and then later back to their moorings.
Down on the Thames shore of South Essex, two classes sprang from the drawing board of Morgan Giles. The Thames Estuary and the Essex – belonging largely to the clubs of those names.
The three ‘Estuary’ designs by Morgan Giles.
The two classes were redrawn by Morgan Giles and the result was the Estuary One Design. Many of these are still owned largely at the Essex Yacht Club and are keenly raced.
It is rare to see one of the two original designs – one is known to exist at The Essex…
I don’t as a general rule lend my books, but I did this one to a chap, new at my yacht club, who was brought up upon the River Ore & Alde sailing a Lapwing. His father is seen in a picture and the chap’s own boat too… No. 5, I believe!
Yes, fabulous. Thank you Jack for putting this book together. It was a joy to read.
And too, it was a revelation to just see some of the little craft that were born during those far off days before the advent of GRP and the clogging up of this world with under-used craft of all sizes.
Gravesend Town Pier: a magical facility in the heart of ‘Old Gravesend’ where private pleasure craft, spritsail barges, tall ships, small commercial craft, the Tilbury Ferry and more besides have been able to berth.
The facility has been managed for Gravesham Borough Council by a private management team. Ownership has been held by the local authority.
Change is afoot…
Whimbrel approaching the Gravesend Town Pier a little before low water during July 2021, creeping up under sail. I was told it was the first time a vessel had sailed on! Picture credit: Gravesend Town Pier.
A little while ago a little bird told me about the prospective sale of the Gravesend Town Pier, as reported later in Kent’s local press.
In conversation I was told that Thames Clippers has had a clause since 2000 to operate a service west of the pier towards London.
For Thames Clippers – now read UBER! The group have been in long discussions regarding the facility’s future.
At the time, my correspondent feared for the onward availability to other users. They would include, Tilbury/Gravesend ferry operated by Richard Bain, other pleasure boats and private pleasure craft (us yotties). This would also affect use by spritsail barges too, with a possibility of putting a bit of a kybosh on the Thames match contestants visiting etc…
Never mind the annual visit made by the paddle steamer Waverley!
The Jante and spritsail barge Gladys on Town Pier in May 2022. Picture credit – Jason Arthur Photos – Gravesend Pier & the Boats Facebook page. www.jasonphotogrphy.co.uk
Anyway, for those interested, the story appeared in the Kent Messenger (Gravesend) back in the early days of this year. It was a great pity they used an old picture showing a bald headed pier without its modern pontoon end thus negating the strengths of this facility.
Then, ‘out of the blue’, a recent post appeared on the Gravesend Pier Facebook page telling of the pier’s imminent transfer to Thames Clippers – Uber Group – with great voicing fears for its loss to the community at large.
I thought surely not and there seemed to be huge gaps in knowledge, locally, about the ins and outs of this splendid facility.
It needed further investigation I felt, not just because for a number of seasons we (my wife and I) have berthed Whimbrel on the inside of the pontoon whilst transiting to and from London, and did so back in August of this year. Clearly we wanted to come back…
Whimbrel tucked onto the upstream end of the pontoon in August 2022.
The question ‘all’ are asking is essentially this: ‘Will yachts continue to be welcomed?’
My contact, one of the pier’s managing consultants (Gravesend Pontoon Ltd), said earlier this year that it was hoped UBER would allow the pier to run much as it had…
So before moving on, let’s look at Gravesend’s other piers, ignoring commercial ones upstream and downstream:
Royal Terrace Pier is used exclusively by the Port of London Authority.
West Street Railway Pier – demolished. Inshore stub remains.
The old Tilbury Ferry Pier – vehicles and foot passengers – demolished. Inshore pivot pylons still located just above Town Pier. Old access built over.
Pier located between Royal Terrace Pier and the Gravesend Rowing Club slipway.
Of the above, 2 & 3 are lost for any future use. And 1, the Royal Terrace Pier, is owned and exclusively used by the Port of London Authority’s vessels.
What about pier 4, located immediately down stream of the Royal Terrace (PLA) Pier? It doesn’t seem to have a real function – probably work boats?
View from Google Earth of ‘redundant’ pier…
The pier sits outside the flood barriers. Its access is from a yard with some buildings which appear to be disused. The Custom House sits at the road end of the plot and all belonged to the Excise Men until the building was sold for use as offices. I understand there are plans (2021) for conversion into flats. The building’s façade would at least be preserved…
Incidentally, the pier pontoon was refurbished around 2018 for a marine operator.
This is clearly a wasted asset! A little project for Gravesham Council perhaps?
So: what is the future. Well, exciting news: I have it on very good authority that the future is far from bleak!
Hot from one of the managing team:
The pier sale has been finalised.
Terms of the sale require Gravesham Borough Council to carry out know repairs to the ‘iron structure’ then Thames Clippers assume responsibility. Responsibility of the pontoon has already been passed over.
I was told that Gravesham BC have never had much interest in the maritime aspects of structures and such – due to a lack of understanding perhaps – but have always wanted to see water-borne visitors to the town.
However, they have to fix what is outstanding!
The very good news, in my own words and understanding:
Thames Clippers/UBER wish for the current management team to continue as they have been. There were some safety related discussions, I understand. There was no indication given to me that the pricing structure currently in place is to be altered – as with everything, a rise must be expected.
It was made abundantly clear to me that their wish is for the pontoon to be used as before.
Private pleasure craft (Yotties) continue to be welcomed on the inner sidewith booking made through the normal channels.
Thames spritsail barges remain welcome.
Sailing ships remain welcome.
The ferry will continue to operate.
The Waverley bookings will be honoured and any Clipper ops will work round this vessel.
Their operations will only be from the outer berth.
Currently plan Spring weekend excursions/school holiday times.
I understand that Thames Clippers/Uber reassured the management team of their value and respect for the facility and want to extend reassurance to the maritime community of continued access to this facility.
Thames Clippers apparently only had one major concern and that was use by the small commercial vessels sometimes seen alongside…
So there you have it.
I am sure there will be more in the press in time, maybe!
The future is shining brightly…
Just be fully aware of the wash and drawdown effects from the Clipper Boats when out on the river and alongside.
Happy Christmas!
Addendum:
A member of the pier pontoon management team attended the open meeting on Monday 21 November on the pier held by Thames Clippers.
He reports: ‘Reception was held in the ex-restaurant end of Town Pier. All cleaned up and lit, with drinks and buffet laid on via Three Daws. Mr Colins (from Thame Clippers) gave an introduction address then questions were invited on a one to ne basis to TC staff. All very positive and reassuring.’
Many thank to management duo, who themselves have been ‘long in the dark’ in many respects.
Calling all classic boat owners! We’re looking forward to hosting next year’s Classic Boat Festival on 16-17th September here in Queenborough.
If you have a classic boat that you would like to get involved and showcase at our event, please contact admin@queenborough-harbour.co.uk.
We’re looking forward to welcoming you all!
Aboard Whimbrel, this last September, I had the honour (being on the outside of the Queenborough YC finger) of witnessing and filming the spectacular arrival of the Thames spritsail barge Cambria.
Huge tug ‘sits in the way’…
The Cambria had to negotiate past the huge steam tug Challenge and drop into her allotted berth.
Past the Challenge, now for the next manoeuvre…
It was a timeless operation under sail: the dear old girl does not have any other means of propulsion apart from the wind in her sails…
Almost there…
The mate threw a ‘shiner’ and a light mooring line soon made its way to a forward bollard on the pontoon…
Punters would not normally see this sort of action unless watching through binoculars ashore. Early arrivals for the jamboree are privileged…
The weekend was saddened by the death of HM Queen Elizabeth II on the Thursday evening, but as vessels were already gathered or gathering the event went ahead – no bunting was flown.
Ensigns were left flying, even at night, in honour of our late Queen, however, for 24 hours on Saturday 1100 to Sunday 1100 ensigns were fully hoisted for King Charles III.
Whimbrel’s ensign lowered for our deceased Monarch.
It was an exceedingly busy event for the crew of Whimbrel. People by Saturday just wanted to get out and do something and talk to other people. Sunday was just as busy!
The Mate showing people around on Whimbrel.
There was even a newly married couple seen clambering aboard the Cambria – luck old skipper Ruffles!
The groom eases his bride’s leg over…
There was though a dearth of smaller vessels. This has to be a priority for change.
So, come on classic boaters on the Medway, Swale and all the little ports hiding therein: come and join in…
On a visit to Petworth House in West Sussex I viewed a painting by Turner depicting the ‘Confluence of the Thames and Medway‘ first exhibited in 1808.
Being a ‘celeb’ of his day Turner was oft sought after and he stayed at the house as a family guest on numerous occasions. There are a number of Turner paintings displayed in the house.
The house was the home of the Dukes of Somerset for generations until it passed to the National Trust in, I believe, 1947. The family remain the owners of various works and pieces of furniture. The Tate owns the Turner paintings, on the whole. The Government owns various pieces as does the National Trust, including the house…
Turner’s depiction of the confluence of the Thames and Medway – 1808.
I did the usual run over with the eyes, stood back and gazed for a little while soaking in the scene. Anyone who has departed from Sheerness Harbour in a bit of an easterly and sailed out into the run of the river as it flows – on the ebb – towards its confluence with the Thames, some three sea miles east, will recognise the turbulent scene with those short sharp choppy waters superbly depicted by Turner.
Before turning away and moving on … my turn was arrested by a buzz in my head about something that did not seem right.
I found a copy of the house’s art works. I read it with not a little consternation. I thought, ‘No you’ve got that wrong…’ what the art historian or whoever had written up on the work.
The art historian’s words of wisdom.
So, back to the picture.
The first thing I spotted was the sand bank on the left of the painting with vessels in ‘the river’ beyond in the distance. Now, if the artist was looking at Sheerness, then what was the sand bank to the east of the Medway’s entrance?
Sand spit can be clearly seen with vessels beyond.
Secondly, there is a run of high ground going from right to left, built up on far right past the stern of war ship and ‘green’ all the way to the left. There is no high ground ‘behind’ Sheerness.
My last comment leads me to my third point. There weren’t and still aren’t the range of buildings clearly seen in the distance, elevated above the water horizon at Sheerness. There are over at Southend and Nelson, when Admiral of the Nore, had his mistress ensconced in one to the west of the high street…
Close up of the shore beyond the war ship. Built up (above the sea level) to east – rhs – and ‘green’ hills to the west – lhs.
I spoke to the room’s warden and explained what I could see and how it is in reality, pointing out that I have lived and sailed in the area all my life.
I was assured that he would raise the matter with the duty house curator later…
Walking on and after entering another room in the ol’ Dukes palatial house, I remembered that I had posted some pictures on Facebook looking towards the Essex shore when sailing home this autumn.
Over the Nore towards Southend.
I backtracked and collared the room’s volunteer curator.
We ran through the pictures standing in front of the painting. If he wasn’t convinced in anyway before the proof in print certainly made him more so!
Coming in towards Southend Pier.
And then there is the good old map of course.
Now, I have bits and pieces of various maps and old charts of the Thames estuary gathered over the years and some years ago I was sent some bits of what is know as the ‘Dickens Map’ from the early to mid 1800s.
Section of the ‘Dickens’ map of lower Thames area, dated early 1800s. The pier was built in 1829.
The pier at Southend is shown as originally built in 1829, just 20 years after Turner’s painting. One only has to look at it briefly to see that in a line from Sheerness or even Mile Town across to Essex shore where Southend sits on the hill above the pier, there is the rather obvious area marked ‘The Flats’ of Grain Spit!
There are NO sand banks out to the east which are uncovered as the tide recedes. It is my view that the artist must have been on Sheerness beach to the east of Garrison Point in the area of Mile Town.
I rest my case…
Today, Turner could have painted an atmospheric of the gaunt masts of the Richard Montgomery rising above the swirling wreck wracked waters above the hulk just beneath the surface….
Little Ship, Big Story is subtitled, ‘the adventures of HMY Sheemaun and the amazing stories of those who have sailed on her.’ I came by my copy direct from the author, as a gift, for the enjoyment he and his wife have had through reading my own titles, here is the story…
I was attending the Queenborough Classic Boat Festival this September just gone (over the period of mourning for Queen Elizabeth II) and was berthed on the Queenborough YC pontoon. The engineless spritsail barge Cambria approached during the afternoon of the Friday before the event – which I filmed.
The Cambria had to pass a wide beamed steam tug and ‘drop’ onto the pontoon. It was brilliantly achieved by skipper, Ian Ruffles.
Within moments of her coming alongside a lady padded along the pontoon to Whimbrel, clutching a book. The lady, Maura Pell, came aboard asking if I could sign a copy of one of my books. Then, as I had a few copies of my last work aboard (Rochester to Richmond) she purchased a copy of that too.
The following day, Saturday, Moara returned with a present from her husband, Rodney, owner of the motor yacht Sheermaun which is based at Ramsgate. Inside the cover Rodney wrote a short but touching dedication – ‘To Nick Ardley who writes so vividly. Best wishes, Rodney Pell, Sept 2022′
Thank you Rodney, and Maura too…
Dedication from Rodney Pell…
Continuing from the Friday. After Maura was ‘dragged away’ left – she had a taxi to catch for she’d been doing ‘cook’ duty on the Cambria – by Ian Ruffles, Ian told me that he’d had palpitations as he cleared the steam tug and thought Whimbrel was on the main pontoon. He soon realised we were tucked in at the outer end on the Queenborough YC section. Chuckling, he said, ‘I had visions of crushing you to matchsticks…’
It was then I told him I’d filmed Cambria’s whole approach and berthing. The Cambria’s mate later said I must have had strong nerves. Heck, I knew we were safe!
Cambria looms above us!
So to the book:
Front cover with its long sub title.
The book is published by the Conrad Press, 2019. ISBN: 978-1-911546-46-7
See: www.conradpress.com
Rear cover with the blurb.
Rodney tells an engaging story of this little ship (Not one that went to Calais) from her birth to his acquisition. One is engaged from the beginning until with a potted run down of what he has done with her with various crews made up of friends and family.
The vessel seemed to have a run of owners after her build in 1935 with the Ministry of Defence (Navy) ultimately owning her for the longest period during the greater part of world war two, until 1950 when a period of stability of ownership came about.
The depth of detail Rodney has unearthed is fascinating and so very interesting. Pictures from the daughter of the first owner, right through.
The tales of the little ship’s life during those long wartime years between 1939 to 1945 and onto the Transport Department when sold out of service in 1949 held me riveted, devouring page after page, not wanting to put it down. Fortunately, convenient breaks helped: we were away sailing while I read much of the book!
The Sheermaun’s war years were largely spent in the Thames. She was based at a facility by Cliffe Fort on the Kent shore in Lower Hope Reach. From there she patrolled the Lower Thames watching for parachute mines and checking on the movement of vessels – many of which were spritsail barges. Nothing moved unless allowed. Nothing moved through the defence booms running from Shoeburyness to Minster on the Isle of Sheppey unless permission was given. Nothing moved unless the correct signal flags were flown…
Her waters were the waters sailed by all of those that sail the Thames estuary now and a remarkable lost history has been unearthed with this little ship’s story. It has helped me understand little bits of this and that which has teased my mind me for many years.
The Sheermaun was on station when the American liberty ship Richard Montgomery grounded and split, sinking on the edge of the Grain bank. She has a reputed remnant of around 4,500 tons of ammunition aboard still…
The Richard Montgomery’s masts seen from Whimbrel in July 2022. They are soon to be removed as wreck is disintegrating…
One of the details I found almost personal was the dishing out and collection of flags for vessel clearance purposes that took place. One of the inportant functions of a host of such craft.
Apparently barge skipper’s would rant at the instruction to ‘heave to’ – in a barge! When my parents purchased the spritsail barge May Flower they found a flag of unknown origin with her papers.
I have asked ‘the barge world’ about this but nothing came from it. However, I have since come across a world war two naval code of flags, of which I took a screen shot of a small section.
Section of WW2 naval code flags.
Below is the flag found by my parents – it is clearly a No.7!
So, were spritsail barges on regular runs between the east coast ports and the London River given coded flags?
I asked Rodney about this in an email. It would appear that there is no one left around who knows for certain. Rodney investigated the whereabouts of the records of the little ships of WW2 and as said in his book, it transpired that sometime in the 1950s the whole lot was destroyed – a wonton act of maritime vandalism, for sure!
The Sheermaun survived the war when so many little ships pressed into a service not built for did not. She has survived into this millennium and seems likely to make her centenary, not so many years away now.
In the tableaux of the vessel’s life there are so many little connections between people, events, and places that seem impossible, yet are true: Rodney painstakingly tracked them down. At times the connections are sad and thought provoking, others funny and light hearted…
Yes, a book for sailors. A book for those interested in history. A book for those who just like a damned good yarn…
Thank you again, Rodney…
One ask. It would be great if the Sheermaun could grace Queenborough , once a regular port of call 75 years ago, for a Classic Festival in the near future. Then I could visit!
For at least two decades, if not longer, there has been increasing numbers of glass reinforced plastic (GRP) which have either been abandoned in ‘out of the way places’ or left on moorings until the vessel either sinks or breaks free and washes ashore to be wrecked. Vessels were increasingly abandoned in boatyards, clubs and other places too.
As a subscriber to news from ‘Leisure Marine’ I was pleased to see an article covering the problem and detailing a possible way to alleviate it too, by reclamation and reconstituting the product – GRP.
Allied to this I had heard of a BBC Wales programme about the increasing problem of the abandonment of craft around the Welsh river estuaries. This theme was also carried in a BBC West production too.
London, the East, Southeast and others not so, from evidence of a trawl of internet. All sailors, coastal walkers and environmentalist groups could have pointed in a myriad of directions.
Locally, the Leigh-on-Sea saltings are dotted with abandoned vessels. One was set up as an art project – fine and dandy as that may have seemed, but its stem has torn out now ad the vessel’s mast is on the verge of collapse…
Hull of an old bawley placed in Leigh Saltings as an art piece.
The gist of the BBC Wales programme was along similar lines to what I have already written about. The BBC West programme home in more on the abandonment of old wooden vessels – fishing boat hulls – which still had antifouling present on their bottoms. The report stated tat TBT (Tri-butyl-tin) was found. Now that compound was discontinued and banned years ago…
That aside, wooden craft in the main provide a home for a myriad of marine life and perches for birds and even feeding stations. Eventually, the hulls decay returning organic compound back to source. Bottoms disappear into the mire and rot more slowly.
Of course, GRP is a totally different kettle of fish. Rotting is almost timeless, and here is the problem…
The foreshore under the National Trust woods downstream of Pin Mill Hard. Old Thames barges and other craft rotting away slowly. They were placed here to consolidate the foreshore to protect woods from sea attack… Steel mast and wheelhouse should have been removed from old fishing boat!
In the yard at Titchmarsh there has been a plethora of old vessels suffering neglect and abandonment. The proprietors have spent time and money stripping old wooden craft, breaking and burning them. Whilst a GRP boat can be stripped, it cannot be burnt!
Awaiting her final ignominy…
Wooden hulls can be easily, if expensively, stripped of metals and non burnable products and be cut up and burnt. This is not the case, other than stripping, for GRP hulls. Landfill has been the only option.
Two abandoned GRP vessels in a patch of saltings up Paglesham Creek. Another lay sunk just to the right.
So, what is to be done.
Well, a British company – consortium – has come up with what they believe to be workable solutions. It is described as ‘high-level composite waste processing, recycling and reuse’ as described by James SAcott-Anderson of Blue Composites.
Apparently in 2019 it has been estimated that £29 million was spent on commercial landfill of marine waste – boats! Something largely unacceptable, surely…
The company is running a investigative programme with Plymouth University to break GRP back down to its composite components and reuse the separated products in ‘new’ GRP… It has been termed Deecom technology.
Scott Bader are in on the game – a company we all know as producers of the stuff we either have boats made from or use in repairs, etc.
Kevin Mathews, CEO at Scott Bader said in the Leisure Marine article the process ‘…separates everything out – so you get fibres, gelcoat, glue and resins.’ It is believed that much of the ‘regained’ material can be reused.
The success of this system could be the answer to End of Life control of what happens to unwanted GRP craft, and other products.
A solution needs to be found: an EU Commission recently found that up to 130,000 recreational craft across Europe (probably includes the UK of GB & NI too…) reach end of life each year. Staggering, but probably why we all see so many abandoned craft…
The document arrived yesterday – 6th October 2022 – and after down loading, it did not take long to run through what I asked for and see that all was well. Layout looks good too…
A page being cross referenced between edited on lhs and highlighted correction on the…
There were a few minor ‘house’ things I picked up on the way through…
There was a little fun too!
I was busy working away and a flourish of family messenger mail cascaded through blocking the corrections message bar!
I did send a message saying ‘go away…’ but it didn’t work.
So, the project is moving on which pleases me greatly for I was becoming a wee bit fractious.
The content has been cleared fitted for publication. Good news for a chapter deals with sailing in covid times.
Both sheet winches aboard Whimbrel were opened out, cleaned and re-greased earlier in the year. I found a couple of the springs to be worn and replaced from spares obtained from Barton years ago.
Whimbrel’s as fitted at build – thirty-nine years ago – bottom action sheet winches manufactured by Barton.
That was when trying to obtain a set of pawls! Barton had stopped manufacture of the bottom action winches, but I was sent a clutch of springs ‘found in a drawer’ by a chap who responded to my enquiry!
So, I made up two sets of pawls – 4 – one set to use and a spare set.
During the season, the retaining screw on my port winch came loose whilst tacking into the Medway and West Swale. The winch jammed as we were making the last tack. Sails were doused and we motored the short distance to a mooring where the fault was rectified!
Later, the starboard winch jammed. Taking it apart I found one of the pawls and its spring had failed. My spare set was fitted…
The mate and I decided that, with the general wear of the shafts, it was time for new winches…
Barton winches were chosen and ordered with a set of ‘floating’ handles!
New Barton winches – barrel retaining spring clip removed.Old winch removal…Securing screw holes for old plugged, new holes drilled and seat sanded ready for varnishing.
The new winches are held together by a spring clip on the top which is easy to remove but more fiddly to fit. When removed the barrel and roller nit lifts off.
Winch base and shaft unit ready to be secured.Base unit secured.
The winches came with a backing plate for securing through a substrate of fibre glass for example. I used these to act as pads which lifts the winch clear of seating chock varnish work.
Engaging the upper pawls before fitting the top covers and spring clip.
All that was needed after fitting was a sea test.
The ‘boy’ came out for a sail with his ol’ dad and I had a bit of a play whilst the boat was tacked about…
On the starboard side the lead is ‘correct’ in that the sheet tail feeds into the roller cleat. Note the winch handle under side deck… Two turns on the barrel did not cause jamming or over ride.On the port winch, the sheet tail comes off the inside and doesn’t ‘look’ right…
As the winches are not handed, the sheet tails come off on the barrel’s outside to starboard and inside to port.
Operationally, it did not seem to matter a great deal, unlike running sheet onto the port barrel, as the boy found out … commenting, ‘forty years of practice out the window…!’
I too had a ‘moment’ when reaching for the handle of a bottom action winch to tweak a sheet…
We’ll all get used to the change in time!
The winches have an optional self tailing device if desired. I’ve not gone for these.
The roller cleats need renewal too, however, with similar or traditional clam cleats as my neighbour’s Finesse 24 (Gypsy) has, I have yet to decide…
