While berthed at the Tide Mill Yacht Harbour in Woodbridge this summer, I took the opportunity to have a look at the archaeological replica of the ship found at Sutton Hoo on the cusp of World War Two. The ship is as near as it can be to the original, however, apart from iron rivets there was only the ship’s imprint left.

Interestingly, there is to be (possibly started) a new dig on the site to open it up for a ‘modern’ look at what was covered over after the excavations that took place at the end of WW2.

I visited the yard where the new ship is being constructed in the summer of 2022. At that time the team were building a midship section as a construction trial.

Ditch-crawler reflects on a new build Sutton Hoo long ship…

Earlier post from 2022.

The vessel is in a shed on the site of Whisstocks Yard close by the Tide Mill where there are now eateries, cocktail lounges, ice cream parlours and an open space commemorating the yard. But, one shed was reserved for some form of waterfront activity and this is where the Sutton Hoo Ship’s Company was set up some years ago.

Above is a general view of the ship under construction.

While I was in the shed an archaeological shipwright was using a faring axe to fine down a plank which had been split from a log a few days previously.

I chatted to a chap who was either sweeping shavings or ensuring visitors kept within their allotted space – I said that the construction was unchanged in its main essentials to this day: my own vessel was of clinker construction. Chap said that wasn’t possibly the case … I tried to explain, but got no further, moving on muttering quietly…

I then chatted to another member of the day’s team and that person understood!

Log outside the build shed which was being used to split off planks.

There has been a raft of articles in the yachting press about the project and one, I remember, had a discussion about whether or not the vessel had a mast all those hundreds of years ago. Many of the experts believed not. Others believe she must have, which is where I fall: she would have been expected to travel long distances and what is the point of rowing when a fair wind and sail could do so at leisure. No signs of a mast were found at the initial dig.

A closer look at the planking up. Note: although an archaeological construction, temporary fastenings were being used to secure planks until the iron nails and roves were fitted.

I found myself eventually talking to one of the more senior project team. I asked what the immediate post construction plans were for the vessel, I then asked what then, and, on into the future.

I was told that initially they would learn how to operate the ship under oars – I hope they talk to other such groups, gig rowers and even the Gloriana Royal Barge project (on the Thames).

As to the future, there seemed no definite plan: health & Safety precludes the taking out of ‘passengers’ and such.

Were they going to fit a mast? No definitive answer there either.

I shall follow this interesting project more closely as the build nears completion and will surely be on the River Deben again soon to see her.

I just hope that she doesn’t just end up as a statice exhibit, soaking up fresh rain water, setting rot to work away at her…

It was a fascinating visit and to watch precise work with tools that are still recognisable for what they are. I’ve used a ‘modern’ adze, chisels and spokeshaves. Those distant shipbuilders would recognise our tools for what they are – not sure about routers and electric planes!

Go and look before she is completed. Woodbridge is good for a day out!

The barge-yacht Tiny Mite had been put on the market back in 2020 due to the then owner’s age related health issues. The old girl was out of the water a ‘jolly long time’ during a very long refit when she finally went back in. During 2021 Tiny Mite was lifted ashore by the Leigh Motor Boat club’s yard team as the poor thing was taking in water.

Soon after her relaunch and rigging out.

I was contacted by a friend of the owner about her sale and it was said that ‘they’ wanted her to go to a good home. My advice was to allow her to go to the highest bidder: the old girl needed attention. That advice was ‘pooh poohed’ However, look what happened…

Older post with links:

Ditch-crawler looks into sale of the barge-yacht Tiny Mite…

During walks along the downs and around the seawall bordering Two Tree Island I often stopped and looked at the gradually worsening state of the little barge. It was sad to see, but is something so often seen when a owner just doesn’t want to let their baby go. The time will face me at some point, but I have drilled myself for that day!

Picture from 2024.

During this summer I saw a huge number of similar craft, but whilst on an overnight stay at Halfpenny Pier, Harwich, the mate and I walked into Dovercourt for a few stores – where we found both poverty and a very nice top rate bistro-cafe and delicatessen which seemed completely out of synch with the world around it – be that as it may, Dovercourt waterfront is very different to the down at heel town’s high street.

On the way back, I spotted the familiar sight of the Tiny Mite’s sawn off transom in the front garden of a property on the edge of Harwich town itself.

‘Bloody Hell,’I said to Christobel’s astonishment.

I pointed and she immediately recognised the object too.

Clearly the old girl had suffered the fate of a chain saw. A day or so later on a ‘barge’ facebook page an advert of bits of the Tiny Mite were shared from an ‘ebay’ page.

As seen on a front drive…

It was an extremely sad sight to see but nonetheless, it wasn’t completely unexpected for after a sale of the barge-yacht to a new owner, nothing, but nothing happened. Her bow opened up and there was a length of rot in her midships area near forward end of her starboard leeboard.

More recently, walking past the Leigh Motor Boat Club, I spotted her spars in a pile still sitting on the hard standing next to the chocks that once supported the Tiny Mite in her last berth.

Tiny Mite’s spars… Note the mast case too!

Those spars may have a use, but I suspect a bonfire beckons…

Christobel and I have an abiding memory of Tiny Mite coming down Hadleigh Ray from Benfleet one glorious Boxing Day. It was in the days of 35mm cameras and mine had been left at home so there is no pictorial record. The Tiny Mite had a bit of sail up but also a giant red ensign was flying too. It was glorious.

The event is recorded in my book, ‘Salt Marsh & Mud…’ in the last chapter, Festive Cheer.

We are both glad of that memory.

The subject of ‘end of life’ problems associated with pleasure craft has been in the news in recent times. I had an article in an East Coast magazine around fifteen years ago about what I perceived as a growing problem, especially around the dumping of unwanted little ships.

During the summer days of sailing, I often wander the yards to look at what boats are for sale, being worked on and those in the lay-up places awaiting their fates.

Above is a view into the inside of an old fishing vessel that had been used as a house-boat at West Mersea. The Maylandsea yard I am berthed in, gradually reduced her down towards the waterline then put her on the slip for final cutting up. Metalwork was recycled and much of her timbers were burnt. The yard has another awaiting same treatment. I was told that breakage costs for one of these was £20K!

Companies have tried various forms of recycling experiments from chopping up and mixing into a road surface mix to the complete chemical breakdown of components back to base ingredients. Some success in the laboratory was achieved but scaling up was stated to be a huge problem.

Meanwhile I have noticed a growing number of ‘clearances’ within that corner of so many yards were old boats linger.

This old girl at Titchmarsh Marina had been hauled out and had her hull stripped back, however, on close inspection the hul was seen to be absolutely riddled with rot. She was clearly awaiting her final fate.

In many respects, old wooden craft can be sawn up and largely burnt.

What is certainly happening is that old boats are stripped of metal work and equipments which go into recycling.

I was recently told that to dismantle an old Thames sailing barge and transport waste to a special site where ‘tarred wood’ could be disposed of was calculated to cost around £67,000… Once upon a time these old girls were sat in the saltings and allowed to gradually decay. It was a good end for they provided a home for so much of natural life. as well as perches for bird life.

At the Suffolk Yacht Harbour I found a host of craft sitting awaiting an owners decision, it seemed, whilst others were in process of demolition. The old ‘Fifer’ above had a indented rotted keel unable to carry the vessel’s weight. Her planking was rot riddled, yet, her insides, looking through a hole, were in great homely condition!

Above, ballast keel removed and cutting up well advanced: there was no sign of the rest of her.

The problems… It was a wonder she stayed afloat. My finger went through the wood by waterline.

At Felixstowe Ferry an interesting use for an abandoned GRP yacht has been found. A sheltered seating area has been created, however, this is only a small step: eventually she’ll be chopped up as her major half has clearly been.

The waterfront at Wivenhoe is littered with abandoned craft rotting away at ‘their moorings’ and over the years I have watched the gradual degradation taking place. One has recently been removed to make way for a different vessel. There are several clinker yachts, one of which was a Brightlingsea built folkboat, pictured below. the other two are of similar design.

Abandoned vessels cannot just be dismantled for there will be an ownership somewhere and it could pop out of the woodwork at any moment. (excuse pun…) Various legal requirements have to be dealt with, but if money is owed, a lien on the vessel can be issued. The property is then transferred to recoup monetary loss, which could include removal…

Across Europe the problem is immense. It has been calculated that around one million disused craft are awaiting their fate. In N. America, the Federal administration made funding available for bodies to clear waterways of abandoned craft…

Meanwhile, whatever yards do, I just love to poke around these old girls…

It is something all boat owners may need to think about.

It is a problem. A growing one.

Social Media can be a good medium for sharing information and living history, however, as I have found out, not everyone shares one’s passion for disseminating that information. Jealousy or something akin to it causes people to ridicule those that can be bothered.

Well, last week, this happened to me.

I received a series of messenger messages from a ‘representative’ with an increasing level of criticism and ridicule over a ‘few’ comments (tongue in cheek ones when I looked back) I had made. There was no ‘well done for all the fantastic pictures and information spread over around 130 posts during previous two years or so – absolutely none.

I was to correct myself: a cohort of ‘east coast bargemen’ were becoming fed up with my on line space.

Now, surely, if those people whoever they are have anything interesting to post, they are at complete liberty to do so…

Tied in with this I was ‘ordered’ to ‘support all barge organisations and not just one’ – this was after saying that I would not pay to go on one site as I (and Christobel) gave a not insignificant amount annually to a particular charity. This was personal and it hurt, deeply. It was the straw that broke the camel’s back…

I messaged one of the site’s moderators and got a ‘I am sorry about that…’ response. Not what I expected, so after a couple of days thought I took myself off.

Before I did that though, I trawled my posts and deleted some 110 informative ones but left anything I had posted about the Sea Change Sailing Trust.

I knew that if I submitted a post about leaving it would probably be blocked, so I found a short one still in my account to edit…

Original post was one I sent in about my mother’s tool box which came my way, it was full of barge sail repair stuff and other bits from the past.

So, this is what I added, with minor edits to read properly:

Due to the fact that a ‘cohort of east coast bargemen’ find my comments and posts bumptious, overbearing and just too many, and that I’m too averse to nit-picking, I have been reviewing my future here.

Also, I ‘must not’ post anything I see as it could cause ‘damage’ to another’s posts on completely separate site, I have been further considering my pathway ahead.

That was a blatant attempt to censor me. Note: this is against the ethos of the said group.

I was also told that I should support all barges, which I do (pretty obvious from my posts), however my point was that I had stated that I was not willing to fund other groups when I and my wife already support one to a steady and not insignificant amount.

For those that don’t know – we have both supported the Sea Change Sailing Trust financially, for a little short of two decades.

We are not rich.

We both enjoy giving this support, not just because of the barge alone, but for the work they do.

That last point really upset me, badly. (Christobel was furious)

The group which was the Cohort Mouth Piece’s specific concern, unknown to him, had had my utmost moral, written and financial support (trips), and too of my family, for many years during Edith May’s rebuild and afterwards on paid trips. I admire immensely what Tiller & Wheel have achieved from those early days.

Even then, I was still supporting another financially with occasional donations at the time. Plus being a ‘Barge Club’ member – now stopped for a few years.

So: what to do.

Ignore it . No.

After a couple of sleepless nights, I decided to leave the group.

I can only hope that amongst the ‘experts’ out there, there is someone who has the balls to challenge incorrect historical points: on facebook, they become fact.

Thank you to those that have corrected me in the past – especially to the lady with her ‘wreck’ info providing updates to my knowledge.

Following on, I deleted around one hundred and ten (110) posts of barges under sail, film clips, renovations, barge remains in the saltings and out on lonely mud flats and more besides.

A large number of my comments were also removed.

FAREWELL…

P.S. the tool box was given to the Sea-change Sailing Trust.

Do you know, after five days, I found I haven’t missed it and am again relaxed.

During the summer I flatted Whimbrel’s battery after leaving the nav lights on during a passage that began in the dark. The boat runs on only one battery of 85 Amps. It is backed up with a battery booster engine start module which is maintained in a state of charge. The supplier was very helpful with my pre ordering questions too. (Advanced Battery supplies of Stockport)

The old battery was two years beyond its guarantee date and was a standard marine/caravan multi-use type commonly found at chandleries The new one is also multi-use but has a stated five year guarantee. We’ll see.

I discovered too, around the same time, that our plus twenty-five year old solar panel appeared to be non functional. I checked its output on a sunny day – nothing, it had failed!

A new battery was ordered, received and fitted at the end of August. Investigations into a new solar panel opened an Aladdin’s cave of wonders to choose from.

I alighted on a unit sold by Seasolutions of Chichester (sold by others too) as a unit stated to be fitted for marine use and could be fixed to the cabin top – it being a semi-flexible unit.

After a run of clarification questions, it was ordered.

The unit has a 20 W output and comes with a regulator to protect battery from over charge. It is from the low output end of the range. We now have two additional green led’s (one winking) lighting up the main cabin. A piece of tape will be called for. Why is it they are so bright?

A cable run and location for the regulator were worked out after some thought, rather than a cable snaking across the cabin top. Once done, I measured what length of flashing was needed to hide cable – my home stock was dry, so I searched for some angled batten which was ordered – not quite what I wanted, but it worked! Its stated use was for floor edgings to skirting boards… Once varnished, the colour proved to be a good match.

Note the angled flashing to cabin side corners of structure.

Above is an end of flashing and the cover for junction terminals.

The cable was brought through the hatch runner and sealed.

The cable was fed through a drilled way in hatchway beam and the u-loop covered by a cap, leaving everything neat and tidy.

The capping now also acts as a hatch stop as. This arrangement has avoided a cable passage through the actual cabin top. The capping will likely have to be removed when I next wish to remove the hatch.

For interest, the capping was made from a piece of scrap iroko (as junction cover was). Follow the evolution below!

Ends glued in ready for shaping up, sanding and finished with several coats of varnish.

I rarely if ever throw away a bit of ‘useful’ wood. The piece was once was a cable cover to our long defunct Pilot Gas Detectors – very expensive units against common household carbon monoxide alarms available which have an internal battery and lasts seven years. The gas alarm is a ‘caravan’ unit costing a third of a ‘Pilot’ and is standing the test of time!

Although the unit fitting instructions allowed deck contact on a curved seating, I sat it down on 6 mm thick cork strips set in the fixing compound supplied. The instructions with a ‘plan’ stated that an air gap was preferred to allow heat dissipation. I decided to peg the outer ends with screws. (Info said unit was pre drilled, but wasn’t!) but a wide edge clear of the solar works was available, as seen.

The panel info said it is able to be stood on and has a non slip surface… I shall avoid – boat crews note!

The new battery is now sitting at 12.8 volts on cabin indicator on my last visit to Whimbrel.

Oh yes, the two sailing lights have also been fitted with led lamps, greatly reducing the power demand too – not worried about masthead as engine would be on if on. These were obtained from ‘Boatlamps’ on line – correct type lamps for bi-colour and stern lights must be fitted as advised.

Gota just remember to switch off!

Gereat!!

The Good.

Aboard Whimbrel, we have a Whale Flipper manual fresh water pump serving our domestic tap. The first pump fitted in 1983-4 lasted absolutely years. The next less so and so on. Yes, Whimbrel is used more in a year during last two decades than in her first ten years or so (I was away at sea), but problems reached a head a few years ago.

I fitted a new pump complete and it leaked. Strangely, not from the base seal, but apparently from the casing. I took the pump off and opened it up. There was a hair-line crack.

I took the pump back to the chandlery that supplied it – they told me to take a jump: I had opened it up…

I jumped up and down and got no where. The chandlery did not receive my custom for over five years, however, after a change of staff, I have gone back and one person ( a nice chap) who was in store that day is always attentive!

I bought a new one elsewhere.

However, after a failure of the base seal on a new pump last year, I resealed it with some sealant. The seal had been nipped in assembly. We were away sailing so had no choice. I managed to get a pump from Faversham Chandlery during our travels. That repair lasted a year, more or less.

Why the seals fail can only be because of the very narrow sealing faces, whether the manufacturing process has been pared back, I don’t know.

The other problem with the pump is the operating handle/shindle – it is made of aluminium and it corrodes/wears around its body seal. The corrosion can be seen in the picture below.

Anyway, this year I wrote to the manufacturers in Bangor, N. I.

Blimey, I got a positive response.

I sent pictures and receipt details (kept in new pump bag aboard boat and other from file when I got home) – chap could see pump was not in a bad condition. (I have never had to renew the innards of these pumps)

The upshot was I got an apology for the ‘troubles’ and a thanks for informing, but best of all, I received a bag of assorted seals and most importantly a number of body seals.

A GOOD end to a little saga, but I do feel Whale need to look at their manufacturing quality … why can’t the operating lever be stainless steel? I asked the question.

Another good while away…

While away I was aware after leaving the navigation lights on all day that Whimbrel’s battery was not so good. I also discovered that our solar battery charger ahd failed – new ordered, received and preps in hand to fit.

I tried French Marine for a battery – semi can’t do attitude emanated from a response inquiry, so I went on line and found a supplier with same amp hour/size with a five year guarantee. I ordered it and it arrive at home in three days – could of had delivered to Brittlesea Harbour! Anyway, the old one held up… if volts dropped, I made sure to use the engine!!

The company, Advance Battery Supplies, of Stockport, were very helpful with my queries. Thank you very much indeed…

The Bad!

Whimbrel is fitted with an ‘RM’ manual toilet, pictured below with the seat and lid I manufactured during the first Covid lockdown..

Over the years it has proved to be reliable and easy to maintain.

Over the past few years, I had to re-seal the bowl base and I renewed the pump complete, as the sum of various parts was around twice the price! Last year I had to renew the pump spindle top seal due to leakage. The spindle appeared to be okay.

Early this year, I did the same repair but couldn’t see anything wrong with the spindle. The seal failed quickly – these are ofthe ‘Gako’ lip seals with a helical spring.

I gave the spindle another (good) look with a bright light. Aha; there was a bit of crevis corrosion in the surface in just one little spot. This was clearly enough to destroy the seal…

Now, years ago, I never had to renew a spindle. I used to purchase new pump plungers and O-seals and renew the pump base seal and non-return rubber. as the years have dribbled by, there has been a noticeable falling away of the standard of spare parts and with my ‘pump complete’ – it is difficult to make out where these are made, but one could take a wild guess…

While in Suffolk Yacht Harbour in early August during a ‘bit of a blow’ we enjoyed a walk out towards The Trimleys from the marina. Low and behold I spotted Seamark Nunn (Chandlers) passing along the high road in Trimley St Martin. I have used them for around a decade and a half for the RM toilet spares and considered their service to be good.

We went in and they had a pump spindle complete and a seal in stock. Theses were purchased and I ordered two additional seals: I had a butchered overhaul kit aboard.

I received an email the next day telling me that the parts would be delivered (to home address) in two weeks. I emailed that it would be fine.

We got home. NO SEALS!

I emailed. No Response.

I emailed again, AND AGAIN!!

My faith by then was utterly destroyed. It was six weeks since ordering. And worst of all a total silence from this firm who like to boast of their superb record.

Then, yesterday, after sending that last email (un-acknowledged, as all have been) in which I laid out my thoughts in non complicated language, a Post Office email informs me that a parcel was to be delivered today. Can’t be larger than a jiffy bag for two ten pence piece diameter 6 mm thick seals… (postage was as much as one seal!).

They arrived. No explanatory note inside.

I sent off an email explaining that good manners forbade me from not thanking them but at the very least I had expected some sort of apology…

I am not holding my breath.

Another supplier will be sought in future.

So, be warned, customer loyalty has no value whatsoever, shop around, but most of all, if you get bad service tell the buggers.

Don’t use Seamark Nunn.

Wandering around Robertson’s Yard above the Tide Mill Yacht Harbour I met a bevvy of clinker craft that for sure have seen better days.

Sadly, I know one of the vessels, a Finesse 24, last seen several years ago in a mud berth in the yard. The yard has undergone some development and modernisation since that visit: the mud berths, in amongst an area of budding saltings with rotting old mooring stagings, are now hard standing.

Robertson’s was very much a ‘boat-owners’ yard, perhaps it still is but the office is now a swish modern affair much removed from its predecessor!

I spotted a Kestrel first.

The poor old girl was clearly brought ashore for a refit, a refit that died a death, something this boat is dicing with.

The old bird is no longer the flyer she was…

Close by sat two vessels side by side, gloomily overlooking the coming and going of the tides.

One, an open boat, clearly has limited time left.

Within, a veritable wild garden grows…

It’s neighbour sits neglected and unloved but could be rescued.

Closer inspection shows the ravages of time and lack of proper maintenance, but…

Above are two views of a once sweet little gaff cutter.

The last of the group I visited was a Finesse 24, a boat class close to my heart (as readers will likely know). As said, I last saw this boat around three years ago, maybe longer, but I have known her for very much longer and watched her gradual decline. She has probably had several owners during that time.

Two general views…

The general views say, ‘not so bad…’ but when I looked closer, I loosed a huge shudder…

I shuddered hugely…

The area focussed in on was typical of the numerous failed and failing areas around the boat’s exterior.

Leaving the yard, I spotted the office door ajar so popped in. It was manned by a svelte young lady who smilingly listened to an ‘old buffer’…

I intimated that I thought the boat may have changed hands, but no: the lady said a name I recognised as the owner. My thoughts were, ‘what the hoody heck is going on…’

I was told the owner visits and does things. I was lost for words, thanked her for the information and bid the lady adieu…

Sad, so very sad.

It has been some while since Whimbrel has ventured north beyond the Blackwater estuary apart from a ‘raid visit’ to Harwich with my eldest brother when I’ve in England from Canada last year.

Last year we went south and up the R. Thames to St Katherine Docks. We had a fabulous time spinning around the lower waters that we know so well.

Our first two years – how time flys by – has been very happy indeed. I know we’re paying for services (not that we weren’t before) but it really has been problem free and totally without stress. We treat the yard, it’s staff and facilities in a manner we wish for ourselves: the manager Beccs said to us – you care… people I have chatted to don’t really have much in their complaints boxes!

A case in point was the rapidity of our ‘emergency’ lift out last year for prop key renewal. Our first on the hard antifouling session was also trouble free with no hassle.

Any way, we got away, first with a cousin and my youngest brother, departing from Maylandsea an hour after high water. Thus was a ‘delivery cruise’ up the coast to Harwich areas.

At West Mersea, my youngest brother enjoyed a sail in Twitch before a capsize in shallow water – he was smiling and baling when we brought Whimbrel along…

The saga provided entertainment for a number of boaters. A good start!
The weather for the weekend was a little ‘iffy’ initially for a gander up the Wallet, however, forecast improved giving a SW 4-5. It made for a great sail and fast passage from West Mersea where we’d moored overnight to Harwich’s Halfpenny Pier.

The Alma was booked for our supper.

Whimbrel was joined by the ironpot Thistle on Halfpenny Pier.

Our last day was a short hop to the Walton Backwaters to meet The Mate at Titchmarsh Marina.

Interestingly, at Halfpenny Pier, a lovely old motor boat came in – a classic from around 1962, a Fairy Huntsman. The owner told us that it had first been owned by a chap who led the Council of Europe in late 1960s. He had a ‘spying’ job during WW2 and Ian Fleming based James Bond on the chap – the boat was used in a Bond film…

The boat, Europa II still had letters for the House of Commons YC…

So, now that the mate is back aboard we are pootling around between Pin Mill, R. Stour and Backwaters having a bit of fun and togetherness.

Next weekend, Whimbrel hosts another family group comprising of my sister and two good friends. Christobel goes home with a week of days out planned. She’ll soon be back.

Down the early morning sun leaving Pin Mill.
It is great to spread Whimbrel around the family, but that is how it should be…

My site crashed for a while, well, it wasn’t the hosting but the WordPress element. Probably my fault for not updating as and when I should! Anyway, it is fixed – so I’m back.

Although I say our season is well established, those that know us will be aware that we don’t have a sailing season as the whole year is used, thus enjoying those glorious days outside of the summer period giving in many respects greater satisfaction.

A sail off the mooring on a sunny but chilly winter’s day with the sun playing with the wavelets kicked up by the breeze is just lovely. Then, on our return, the yards Bistro serves tummy warming tasty soups to drive off any chills…

We had a couple of ‘weekends’ out in May before getting down to the antifouling and varnishing of transom, rudder and shearstrakes. The picture above shows me sailing Twitch in the Mersea Quarters on a glorious early May day.

Christobel checking over her superbly executed work… Note the gleaming varnish!

Tide creeping up…

My seventieth birthday was approaching and I had booked for us both to spend nearly two weeks visiting Jersey and Guernsey. Within 36 hours of our return we were away for a few days aboard Whimbrel.

Even in Jersey there was some varnish to look at!

Thinking about a place nice to eat on my birthday, we booked a berth at Shipways Yard in Maldon. For the rest of the time we pottered to West Mersea and Brightlingsea where two friends invited us to a very pleasant evening supper in their lovely home at the eastern end of Brightlingsea – Hurst Green. Thank you again!

Now, with Whimbrel stored with basic foodstuff and other sundries, she is ready for the first of her family visitors. A cousin and my youngest brother are due for a weekend shortly, with an end destination in the Walaton Backwaters. Following that, another comprising my sister and two great shipmates, Hannah and Steve. The Mate returns in between and after for our prolonged gandering.

The weather has been up and down, dry on the whole – in fact too dry for the good of the ground! – with either too little wind or almost too much. On our most recent short cruise, we began by motoring, yes, burning diesel from Maylandsea to Bradwell before a breeze filled in from the east. Ths really got up giving us a romp across to Pyefleet.

Our return thrash from the Mersea Quarters (yesterday). It was chilly-ish out on the water but as we entered Lawling Creek, th heat and sultriness hit.

Roll on for warm and pleasant sailing over the coming months…

To all you other yachting folk alike, whether motor boaters, dinghy sailors or sailing cruisers, I hope you’re all in the groove too.

P.S. I’m still getting my head around this new WordPress system – on my iphone, I couldn’t get into the edit feature. It’ll gel, eventually!

Every spring for as long as I can remember, I have brought our life jackets home from Whimbrel for a clean and service.

We keep two spares for people coming aboard for day sails or for longer.

I wipe the outer covers using a scourer and cloth using a spot of lemon surface cleaner and anti-bacterial type fluid mixed together.

The gas cylinders are inspected along with the actuator units. The latter, I was told by an ‘expert’, will last a year beyond date safely. Sometimes the change by date falls in the year!

The jackets are inflated by filling via mouth piece and left for twenty-four hours. Rarely have I had one that loses air of any consequence.

The seams, webbing and whistles are inspected before the fun of squeezing all the air out takes place.

This year two of the actuators were in need of replacement.

I have purchased these from chandlers in the past, not always being satisfied with the life time left on them. Going on line was interesting with dozens of chandleries and other on line outlets offering replacements.

Trawling through I came across Marine Warehouse of Swansea. They had a raft of offers, depending on the stated/stamped life left on the device.

See: www.lifejackets.co.uk

For around six quid a unit with at least a year could be chosen, and so on, up to units that must have recently been manufactured. These were stated to be February 2029!stamped.

I ordered two in a jiffy…

A few days later they duly turned up, in a Jiffy Bag!

Now, I wonder how many of us check the time on items being bought.

Some while ago when purchasing new lifejackets, I asked for updated actuators as the fitted ones barely had eighteen months of life!

As I say, I have purchased an older unit, but I was stuffed, having a life jacket that had self inflated and an immediate need for new cylinder and actuator kit…

Marine Warehouse seemed to be the only supplier giving life dates of items being purchased by us, the consumer!

Perhaps chandleries need to be more honest about this aspect…

How many sailors clean or wash and reproof their boat’s covers?

Looking at craft seen around me and on my yearly travels, I have say that it’s likely to be not many, but I may be wrong…

Let’s face it, cockpit covers, sail covers, other sundry covers and sun protectors all cost money.

Modern washing machines have low temperature washes, well below maximum that cover material can cope with. Also, there are gentle wash solutions available. I used a proprietary hand wash liquid soap in the machine.

The cockpit cover easily fitted into the machines cavernous drum and a 30 deg C wash selected. The same operation was carried out for the sail cover and cabin side protection cover.

Proofing fluid can be obtained from camping type outlets or on line. It is a very ‘thin’ fluid and spreads as it penetrates the canvass. Once recoated, I hang items on the washing line to dry.

In the view below taken in a popular east coast marina, the ropes on the boat in foreground can be seen to be ingrained with green algae and the cover on a mizzen beyond can be seen to be similarly weathered. No care has been extended to either of these craft in this respect.

Ropes are made of the ‘same stuff’ as a lady’s undies and hosiery … they go in the washing machine, so why not a boat’s ropes?

Note: it would be best to thread the rope through metal eyes and tie off for a smashed glass door would invite some wifely wrath!

Every couple of years, Whimbrel’s halyards are run out using spare old ones and put through a wash, two if needed. I have just done the main sheet and end for ended it.

In the view above, the poor old boat (a Finesse 24) had been abandoned for a number of years but the state her covers are seen to be in, can witnessed around a yard or marina any time…

As said, these items are not sundries: they cost and by lavishing some love and care upon them their life expectancy rises greatly.

With the fair weather experienced in Essex at least, I was able to begin dealing with repairs to Whimbrel’s varnish work. Repairs were only needed to areas of cabin side beadings.

The flat surfaces have stood up to the winter very well and continue to look good. So, overall, I have been happy with my new coatings of Le Tonkinois varnish, first applied after our complete stripping off of forty years of coatings of urethane.

Although the autumn and winter in the Essex area has not been as wet as elsewhere, it has been damp with many overcast days, this is damaging to varnish and areas suffered.

The dry weather allowed day after day coats and visit by visit sections were nearing completion as final repair areas were hit.

Before I started I had ordered a batch of varnish from a different source from my usual supplier (UK distributor), but for unknown reasons I could not elicit a reply.

When the batch arrived it looked different. But that is another story. I ultimately obtained a batch from the normal UK supplier. The batch looked normal.

The cockpit is being over coated this season but beforehand a few areas of repairs were needed. I had done some of this way back last September and have already recoated the cockpit seats. If the weather continues along a fair path, I’ll have this done too.

On the final day of March we got ourselves over to the boat and got cracking, sanding, wiping and varnishing.

We sanded with 180 followed by 260 grade before brushing down and water wiping with a touch of degreasing gloop (sugar soap) in it.

Christobel had a break during the varnishing process for she ‘cannot’ do it!

We can’t remember getting this far ahead with full overcoating of the cabin sides.

Next job: cockpit overcoating…

We need a new red ensign my mate told me a while ago. The fly had been sewn up and the colour is badly faded. It’s quality is dubious!

‘It looked piddly…’ she said.

I had got a small 3/4 yard size last time…

So, I looked around the web. Most had no information regarding how made and details of material.

Jimmy Green did give some detail, but like many outlets had a high price…

Amazon had plenty of choice … some cheap printed types and others fully stitched and not so cheap. I went to web sites of outlets and finally began to get proper information. Some stated that they were made to UK Ministry of Defence standard.

Finally I alighted on Alpha Flags, see: https://www.alphaflags.co.uk/

The flag was described as robustly made in the appliqué style – all sewn panels – with a larger fly turn over (hem) with several rows of stitching…

It was described as being of good colour fastness too.

It was ordered on Sunday afternoon. Monday, I answered a question and placed the order, making payment. It arrived on Tuesday’s post…

A cracking service, without a chandlery mark up.

The mate said it was lovely and bright, as I pointed to the stitching…

Although we only fly the red during the ‘winter’ … only time will tell.

Recently news broke that Fairline Yachts was in trouble again. This was after a fall in sales from around £48M to around £42M. Another group had taken over the concern in between times.

The ins and outs of the pain being felt by investors is far above my head, but they know the risks… It looked like the company was heading for a winding up if funding or new owner could not be found.

They are described as ‘historic’ in terms of British Yachts. Really, when the company dates from only 1963!

The company was bought late in 2024.

Fairline Yachts in administration just weeks after sale

However, although initially it looked like the company was going to move onwards. This would have been good news for UK boating and leisure industry, but are their products really what the boating public needs: the craft advertised are bordering on ‘super-yachts’ and far outside the yachting norms.

And, what does £42M actually buy? How many boats does it represent?

Well, it adds up to very few craft: they are all big and damned expensive – up to a little under £4M.

Moving into 2025, within two months, the new owner enacted a winding up order and an administrator is now in charge…

If you look at the company’s history, they began with small run-about weekenders before gradually climbing the length ladder, until anything less than 40′ (other than a 33′ sports-weekender) was not catered for.

See: https://fairline.com/

In a news briefing it was announced that currently apart from a hand full of staff released before Christmas 2024, no one further had been laid off and work on orders was to continue whilst a future was looked for.

Meanwhile way down the line, the UK’s Caravan, Camping & Motorhome show is to reintroduce ‘starter boating’ in its format.

See:

Marine showcase returns to UK’s Caravan, Camping & Motorhome Show

Now, there is a market in this sector. One only has to look around the creeks and small ports that abound in our rivers to witness the phenomenal growth of canoeing, kayaking, paddle-boarding. In my own locale, large groups of ‘canoeists’ are oft seen whilst out sailing.

One of the sailing clubs in Maylandsea has actively encouraged new memberships from this fraternity. It was something that developed in a big way during Covid pandemic.

Too little attention is paid to the small craft market. Whatever happened to the builders of boats of 18′ to 30′ that used to proliferate our waters? Some got just too damned expensive, like Cornish Crabbers, niche yes. £130K for a open plan 24-footer – madness!

The 1960s onwards into early 1980s was a time of huge increase in leisure boating and designers and builders ran with it. Many were poorly produced whilst others were heavy but there were also some great boats form Westerly, in particular…

My own came from this period, but of wood, starting at 21′ growing to 24′ and finally to 28′.

Then, I believe, the ‘big is beautiful’ ethos in marketing circles encouraged larger and larger craft. This destroyed that ‘starter’ buzz of working up through size with family and age.

However, there becomes a point when a large craft becomes a deterrent to actually going boating and one only has to look around yards and marinas to see this.

In my own patch, there are a couple of large yachts which are unused. One is coated in green verdigris – fresh water algae.

The yard and moorings are also filled with far smaller under-used or unused vessels – something else that is a common sight.

One wonders how many more craft are actually needed? What of those many thousands of unused vessels?

So, what is the future?

There are things, as all boaters know, that can be dealt with during the darker and colder time of the year. All that is needed is the ‘will’ and a place to do it.

I had no constraints for washboards and the locker door. but for the cockpit locker seat tops, an approaching week of ebb tides at the dark ends of the day was going to give me a window, so, I cracked on with the first items as they would not stop me using the boat.

A bit of dry and sunshine allows outside preparation like stripping and sanding and a shed or garage used as such is great for touching up, however, being ‘allowed’ to fetch bits into a conservatory is a boon for final coatings…

The cockpit aboard Whimbrel is due to be varnished this coming spring, so, the cockpit seat lids, wash boards and poop locker door have all been brought home and refurbished in advance.

The wooden bar I fitted across the aft uprights of the pushpit to support the lifebelt holder was also removed. Its coatings had degraded and it has suffered water attack. A complete strip and hard sand got rid of all stains.

It took a little while for the bar to dry out properly before it had a final sanding. Meanwhile, touching up several coats to bared areas on the boards was completed.

When the boards and hatch door were completed they were returned aboard Whimbrel and the locker seat lids came home – I had a week of ebb morning/evening tides to get done.

In between adding touch-up coats to the cockpit seat tops, the bar was given several coatings of epoxy.

The seat lids were in relatively good condition as I’d done some prep work back in the autumn.

The lettering on the lifebelt had degraded too. A simple job to redo…

Many, if not most boats do not have a name and a port if wished marked on the lifebelt carried aboard. I used to have ‘IYC’ but that lifebelt went into a skip upon leaving that place. I could mark it with ‘Blackwater Marina’ but it is a bit of a mouthful! On Classed vessels marking is a requirement and is something advised for smaller vessels. It is usual for the lifebelt to float free, eventually, thus providing a clue to a vessels loss, however…

As the locker tops were dished up, the bar received its last of three coats of epoxy. It generally took two days to harden sufficiently to abrade and then add another coat. I hung it from a curtain pole above a radiator finally! NB: a nail fitted into a drilled fastening hole nicely, giving a convenient hook…

The locker lids came ‘indoors’ for their final finish coat.

The wooden bar has now had three coats of varnish over the epoxy and tomorrow it will be returned to boat and fitted back.

Roll on some spring warmth to get at the rest of the cockpit, although some preps are already in hand.

It never stops…

I was alerted to the film, ‘The Long Memory’ by a fellow sailor during last autumn. I quickly discovered that it was based on a book by Howard Clewes, author and film script writer.

Howard Clewes was born in 1912 and died in 1988. His early life was in York – far from the silty Thames. He was a BAFTA award recipient during his career. As far as I can ascertain, The Long Memory was his only book to feature spritsail barges and the R. Thames.

The film was good, however, at the time the hacks tore into the ‘wooden’ characters depicted… The book is a fabulous yarn.

It is a story of a chap’s release from prison for murder. It was a murder he did not commit. The chap finds a home on a hulk amongst others in a graveyard The back story comes out as the book progresses with the character searching for the two people who’s untruths put him behind bars.

The untruths, wrongful corroborative statements that a deceased person was not who he was. As you will find, the deceased is later found alive and well in Shad Thames running a tug business and a racket besides.

The synopsis of the book is in a link within the link below:

https://en.wikipedia.org/wiki/Howard_Clewes

The so-called murderer was heir to a tug business based at Gravesend but he fell in with the daughter of a barge owner (once of a small fleet) who drank all the profits. The owner agrees to transport a bank robber on the run to a ship out in the estuary … and the tale unfolds…

For me, the main story was enthralling. It is a clever tale with the London River’s reaches weaving through it. Anyone whether or not they have sailed this waterway will be carried along on the flowing tides…

The book and film both open with the released prisoner (on licence) taking up residence aboard an abandoned barge (lighter) with a hut on its deck in ‘Morocco Bay’ on the Grain peninsular along the Blyth Sands…

There are evocative views purporting to be in either Egypt of St Mary’s Bay that were filmed in Bedlams Bottom where lighters and a few other barge types and the odd spritty or two were laid up against the sea wall.

I think St Mary’s is the place for a track runs out from a road across the low grazing marsh from High Halstow. It was extended at start of WW2 to a set of buildings housing men protecting a river barrier built here.

Having sailed those delightful waters at the foot of Stangate for most of my life and investigated the wreckage, now containing the remains of the famous racer Veronica, it was fascinating to see how it all was several decades before my own wanderings. Google earth clearly shows these vessel remains.

In the book, towards its conclusion (film differs), the main character is set down on the boom end from a river boat and he walked ashore into danger…

An arial photograph I found on a web site ‘beyondcanvey.wordpress.com’ which has come from archives clearly shows a building of some sort at the outer end at edge of the Blyth. The deep channel floating boom was tended by naval-ised fish-trawler types manned by probably men of the ‘way navy’…

The web page was interesting for the archive photographs (not referenced) and is worth a look.

Very few of the places are now as described by Clewes and used for filming. The eastern end of Gravesend has changed dramatically, as has Shad Thames and the area immediately upriver of Tower Bridge. The only areas that are still hauntingly wild and lonely are St Mary’s Bay and Bedlams Bottom where filming took place. The remains of wrecks are still there too…

Copies of the book are available on line, but check your local library as it may well be held in a reserve stock.

I have not tracked down which spritsail barge was used, but it was a yacht-barge, and no, it was not destroyed in the film!

A link to a YouTube film:

https://uk.video.search.yahoo.com/search/video?fr=yfp-t-s&ei=UTF-8&p=film+the+long+memory#id=1&vid=5960526ac7bc87d155b9b97e3aa6081b&action=view

A fascinating and enjoyable read which can be backed up with the 1953 B&W film that evocatively captures the book…

A bit of a delight was found under our Christmas tree, a present from my dear mate, a book.

The book, Arthur Ransome Master Storyteller, By Roger Wardale, has been around for some while, however, it’s title hadn’t fell my way. Christobel said that she found it while we were away on holiday in Norfolk – I suspect it was at the Museum of The Broads…

Of course, like many sailing adults, Ransome’s books have been enjoyed many times. I have read most of the books about Ransome’s books, but not this one.

The book covers the works of Arthur Ransome, more specifically, the twelve about ‘his’ children and their exploits. It was published in 2010 by Great Northern Books and is still available on line.

There have been a number of Ransome inspired books. Christina Hardyment’s Arthur Ransome and Captain Flint’s Trunk looked at the supposed and most likely places the stories were based. Hugh Brogan wrote a biography of Arthur Ransome and also Coots in the North & other Stories, which has sections of unfinished or abandoned yarns. Arthur Ransome also wrote an autobiography too. Taqui Altouayan’s In Allepo Once details a time Arthur and Evginia spent with the Altouayan’s where the family lived for some years.

There was of course, The Racundra First Cruise book by AR himself, which many say cemented ideas for the Swallows & Amazon series. The old seaman who sailed with AR is remembered as Peter Duck…

Don’t expect to find much about Authur Ransome’s own boats – they do get a mention, especially Nancy Blackett (Goblin) as she actually featured in two of the tales. His second cruiser, Lottie Blossom, completed just before WW2 was hardly sailed by Ransome, whilst Peter Duck was built, sailed, sold and promptly repurchased – his boats are told about elsewhere.

Was the book worth a read? Yes.

Do I recommend this volume to anyone who has an interest in Arthur Ransome’s books? Yes, certainly.

So, Ransome fans, go get and enjoy!

The start of the year was punctuated for us by the failure of our propeller key making it imperative for a lift out. This was our first at The Blackwater Marina.

It all went swimmingly well and the team listened to my ‘foiballs’ about chocking up… Beccs, the manager, kindly gave me a telephone number for a metal fabricator up the road in Latchingdon and I had a new key made (milled) up by the elderly owner that evening, on our way home from the yard. See blog for the story!

At the time we had not yet completed our first year in the yard, nor have we yet carried out the antifouling and other annual jobs on the slipway yet. These were all completed (early) whilst out end February to early March.

We have found sailing from our berth and returning simplicity in itself – no traumas or difficulty has been experienced. Only a hard easterly would cause, or likely to cause, any problems.

On many Saturdays in the early part of the year, we walked local to the boat, or just Christobel, while maintenance was carried out – often the second, third or fourth varnish coat etc.

During the autumn especially, we have enjoyed morning sailing with a delicious soup lunch at the bistro bar. The quality of the fare offered here has radically advanced since a change of proprietorship. I am even considering it a venue for the 2025 Finesse rally!

It has been an entertaining year all in all.

All my siblings have enjoyed the boat from the mooring including a cousin and extended family. All have commented on what a delightful place we are now based. For one thing, there is absolutely no bloody ‘club initiated stress’ to cope with!

The year has brought warnings from the authorities on boat safety, especially on the inland waterways where accident, fires and death have occurred. The RNLI has had a rise in rescues inshore caused in the main by paddle boarders and canoeists. Both past times grew during the pandemic exponentially. Large numbers of both are oft seen in Lawling Creek.

Yachting (sailing?) seems to have taken a dive around the east coast, although when visiting a cousin in Tarbert, Argyll, during Clyde Tarbert Weekend, the number of craft participating puts the ‘south’ to shame, I thought. I sailed aboard my cousin’s yacht on a dreek day, but boy it was enjoyable. water depth was in excess of 110 metres – unheard of in my locale!

The Olympics took place in France this summer too. The much heralded and grossly over funded Royal Yachting Association’s Team GB did crushingly poorly… It was disastrous. The RYA should get back to what its core membership used to be – cruising sailors and get a grip.

My membership was terminated over the Calor Gas bottle saga: the RYA were outstandingly useless. Calor themselves saw the light eventually, announcing purchase of new bottle stock and a continuation of supply of both propane and butane in the ‘small’ cylinder. That was a definite positive outcome for the year.

The numbers of empty moorings – buoys and marina berths – has seemingly continued to rise, with a resultant increase in craft laid up ashore. The laid up fleet is huge.

Active boats seem crewed by ‘older and older’ crews. To many this is worrying, but I believe is symptomatic of the way modern life has evolved. The youngsters of today, on the whole, do not want the hassle of maintenance and the trouble of running – looking after – a vessel. The growth in companies offering boats for short term use – essentially hired – is spreading to UK waters. It is a bit like going to the gym: there is no commitment to the equipment or premises. It is a case of use and go…

Be interesting to see how this develops.

One thing is for certain, many yards cannot cope with much more in the way of laid up craft being parked up and leave space for maintenance of regularly owned craft.

Whilst on holiday in Norfolk, we visited the Broads Museum where craft are being preserved, and, on another day visited the Norfolk Boat Rescue Centre where craft are being repaired and there was actually a new build nearing completion.

Sadly, a few weeks before the end of the year it was announced that the internationally famous Lowestoft Boat Building Centre is closing. This is a huge blow to the training of new specialists in wood. There are yards specialising in wooden construction and repair, but the numbers of trainees any one yard can support cannot be a substitute: the number of yards themselves is not high.

This last autumn I have had to make a new main section to my Genoa whisker pole – made from laminations of spruce. Also, a new gaff for Twitch’e lug sail. Both were jobs well within my capacity.

So, we are moving into 2025. For me it will be a a bit of a year: I reach the young age of seventy in June…

And, we would both like to wish all readers of this blog a very happy 2025, whether sailors or not, be happy and content with life and live it as it should be. Go…

The cockpit sole boards aboard Whimbrel have needed to be stripped back for a couple of seasons. The paint layer thickness was becoming excessive (notoriously tough resistance to sanding!) and in places adherence was breaking down.

As an experiment, I had applied a single coat of a different non-slip paint from Teamac as I was increasingly unimpressed with either Hempel or International products. Quite frankly neither of them gave a respectable non-slip finish, even with added ‘sand’ in the mix.

So, after enjoying a sail on the day the festive tree was set aloft and considering ongoing forecasts we transported them all home.

It was an excellent pre-Christmas sail, with a kindly breeze allowing us to break away from Lawling Creek and beat up to Heybridge Basin before running back downriver.

Over Christmas the tides are all ‘wrong’ that is they’re early and late. The New Year period brings middle of the day tides … so, just enough time for the job!

In many respects getting the boards home ‘early’ was more than helpful: it took longer to complete the project – I’m not one for shortcuts!

A heat gun and orbital sander came into their own as paint removal and preparation progressed nicely outside on two windy yet sunny days.

One of the things I have not done is to use a middle under coat between the silver primer/undercoat and non slip for we have found that deck paint does not adhere to coatings such as ‘oneup’ primer undercoat (made by International Paints).

I wonder if others have had similar problems.

I also wonder if the apparent incompatibility is due in part to the different make up of the paints. The aluminium primer/undercoat and non slip use a solvent thinners, whilst ‘oneup’ uses white spirit…

Some epoxy and filler repairs were needed to two of the boards as the ply surface had been torn by the heating and scraping off of the paint.

Words aren’t really needed as the pictorial flow tells the story, but not of the time and effort made!

Progress prior to Christmas was on course to allow shipping sole boards back aboard Whimbrel for a sail as soon as tide times allow.

Once the initial preparations were completed, it was a case of essentially a coat each day. The aluminium primer being quick drying allowed two coats on a day, which made life easier…

In the coatings completed view the course or roughness, if you like, texture of the deck coating can be seen. It is certainly effective when sailing and Whimbrel has some heel on her. With a single test coat previously applied, I did not slip on any subsequent occasion…

Time will tell!

There are many areas where a conservancy fee is ‘normal’ such as the Broads, inland waterways and river areas above the tidal limits such as the Thames and Medway in the south, but this news in the link below of what Peel Ports Clydeport wish to do is a bit of a shocker, or is it?

See:

Scotland’s recreational boating sector up in arms about Clyde boating fee proposal

The area ‘given’ to the Clyde Authority as it was instituted was very large indeed. It encompasses all waters from Kintyre peninsular to the Ayrshire coast, including the yachting centre at Troon. The private port owning company, Peel Ports, own this now and they have come up with a proposal to make a charge on all boaters within their domain.

It is the size of this domain with its far reaching tentacles that is infuriating boaters and others.

The proposed charges are within those levied down in England, on the River Medway in Kent. Circa £80-£100 for pleasure craft, annually. Note furor over the 2025 increases outlined below!

Something amongst the ‘stink’ of complaint seeped into my consciousness: there are conservancy fees around the United Kingdom.

Many coastal and river harbours are either privately owned, run by trusts or are instituted authorities. Some moorings are charged for, some not and anchoring is free. Fees are paid for marina style berthing and within that charge is generally an amount that is ‘a licenced fee’ which goes to whoever.

Down on the Thames estuary area of the eastern coast of England there are river fees in some areas, not however on the lower Thames waters below tidal limits.

On the rivers, Blackwater, Colne, Stour, Orwell, Deben and Alde, there is no conservancy fee or similar.

Brightlingsea charges for moorings within their harbour, but nowhere else within their remit up to Colchester.

The River Medway as a ‘harbour’ is owned by Peel Ports and an annual licence fee is levied on privately owned craft moored within their jurisdiction.

See: Medway Swale Boating Association web site.

Peel Ports announce shocking fees hike

Peelports Medway conservancy licences are increasing by a whopping 15% as stated by association webmaster’s post :

‘Peel Ports have acknowledged the need to make these changes and have today announced that dates that the conservancy fee covers will be changed to align with the typical boating season, i.e. 1^st April to 31^st March.  

The letter from the Richard Goffin, Port Director, is shown below along with the new schedule of fees. The conservancy charge from 1st April 2023 will be £105.23 and the fee for yacht club moorings from 1st January will be £125.18. This is an increase of 14.2% (RPI to October) and 15% respectively.’

Interesting!

On the upper River Medway above Allington Lock the river is operated by the Medway Conservancy and private leisure craft are charged.

See: https://www.gov.uk/government/publications/river-medway-registration-charges/medway-navigation-boat-registration-and-other-charges-1-april-2024-to-31-march-2025

Expanding on what previously stated, although there is currently no conservancy fee for the Lower Thames, there was a charge made to the yacht club on Canvey Island I once belonged to for forty years, for moorings.

The PLA levied a charge of approximately £110 for each mooring laid in the river or on the foreshore. Aligning with that club with drying moorings are levied also. The club I once belonged was charged a hefty amount for the club’s moorings and it equated to a similar amount per vessel.

The upper Thames beyond the Port of London Authority limit to Teddington Lock and beyond is run by an authority and a fee is levied.

See: https://www.gov.uk/government/publications/river-thames-boat-registration-charges/river-thames-boat-registration-and-other-charges-1-january-2025-to-31-december-2025

Both these southern conservancies (although the Thames runs from the mid-west) charge by a vessel’s waterplane area – as does the Broads Authority, I believe.

This is all very interesting and it is something not often talked about: people just pay, mutter into a foaming pint or a fizzing gin, grin and bear it…

Around the Thames estuary there is one river that does charge and that is on the River Crouch which is run by the Crouch Harbour Authority.

See:

Dues & Charges

Visitors to the Crouch Harbour Authority area do face charges, although I myself have never been charged…

See here: ‘ Visiting Vessels (Only applies to vessels coming in from seaward)
All visiting leisure vessels are entitled to one visit in any Dues year of up to 14 consecutive days free of charge before being charged for Harbour Dues.  If you are remaining in the river for longer than 14 consecutive days and do not intend to remain permanently, Short Visit Dues will apply.  Please see charges below.’

Short Visit Dues
Vessel Length
Feet	Metres	Dues
8.00 – 15.50	2.44 – 4.73	£9.00
15.51 – 21.50	4.74 – 6.55	£11.25
21.51 – 26.50	6.56 – 8.07	£14.00
26.51 – 32.50	8.08 – 9.90	£17.45
32.51 +	9.91 +	£21.95

These are the 2025 rates recently published.

Don’t stay around for more than two weeks…

So, for the Rivers, Blackwater, Colne, Stour, Orwell, Ore and Alde, this is something we currently are not saddled with, but for how long?

Back to the beginning of this post: googling the various rivers, it was clear that the issue is hot for the key words ‘Conservancy and fees’ brings up Clyde Ports…

Clearly, there can be no real gripe about being levied a charge within an area where efficient buoyage is laid and maintained by an authority. The entrance to the wider River Blackwater has been well buoyed by the West Mersea group of clubs and businesses – those yellow buoys with a black flags, local sailors know so well.

I have always assumed that Maldon District Council pays for the upkeep of buoyage in the upper reaches of the River Blackwater, from Thirslet Spit inbound. Whether or not this is spread over mooring charges, or licences, I do not know.

I will try to find out…

30 Jan 25.

Well, from owner of Blackwater Marina, the PLA pays for upkeep of buoyage to Colne Bar and Bench Head, the navigation marks to Maldon are maintained by Blackwater Conservancy (Maldon District Authority in effect). I got the impression that this could change…