Post by TonyDunkley on Jun 19, 2020 10:24:19 GMT
In a CWDF topic entitled - "Narrowboat from South Ferriby lock questions" - these are the questions being asked :
"What's the best time to leave the lock at South Ferriby?
South or North of Read's Island?
Roughly how long to get to Keadby?
Is there a floating pontoon in the Trent at Keadby to moor up to for the night, or is it best to pass through the lock and wait until the next day?
How long to transit from Keadby to Torksey? Can this be done in one leg or is it best to stop at West Stockwith?
Any other advice and pitfalls to avoid would be gratefully accepted."
There is in fact something else, concerning the safety of the boat and it's crew, that the poster should be made aware of, . . and it comes under "other advice and pitfalls". Narrow beam canal pleasure craft are inherently rather unstable, and if grounded sideways on to a fast running rising tide, even for only for a matter of a few seconds, the probability that they will be rolled over by the force of the tide is alarmingly high !
Today's typical narrow beam steel canalboat is very definitely not the ideal sort of vessel for the Humber, or the lower reaches of the two rivers that merge to form it, . . the Ouse and the Trent, especially in the hands of anyone unfamiliar with these waters. Thanks to their design and construction - flat bottomed, square chined, as deep (height from bottom plating to cabin top) as they are wide, and generally with both cabins and hulls all made from steel - giving them a high Centre of Gravity, their transverse stability is seriously inadequate for situations which could well develop if they find themselves being pushed hard upriver by a powerful Flood tide in the vicinity of mud and sand banks.
Anyone inclined to doubt or question this should look up the report of the Board of Trade inquiry into the loss of the "Lapwing-C" on Whitton Sand, in the river Humber, in 1961. "Lapwing" was loaded with Gas Oil for Nottingham and had left the oil jetties at Hull early on a big Spring tide. When "Lapwing" passed the Tide Board on Chalderness Light it was read as showing that the tide had made enough for the tanker barge to take the short-cut across Whitton Ness, instead of going all the way round through the deepwater channel that in those days passed very close to the Northern shore at Brough.
Despite the depth that was believed to be showing on the Chalderness Tide Board, "Lapwing" grounded somewhere between Sister and Whitton Ness Marks/Lights, swung round athwart the tide and capsized. If a big tide in the Humber can do that to a loaded 16' beam x 7' depth (deck to bottom plating) tanker, . . it doesn't take too much imagination to figure out what big tides are capable of doing to a narrow beam canalboat of around 7' beam x 7' depth, and a mere fraction of the loaded tanker's displacement.