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Post by on Apr 22, 2024 8:50:16 GMT
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Post by Aloysius on Apr 22, 2024 8:52:24 GMT
I think at this point, . . and in light of the attempts by a cranky sad old twat to crayon all over the forum with boring shite and divert attention away from the many fart jokes to come, . . they don't call it repeating for nothing. Here comes the Ribble Stink :-
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Post by on Apr 22, 2024 9:03:11 GMT
'cranky sad old twat' isn't rude enough and lacks vowels.
cranky sad old verminous cunt?
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Post by metanoia on Apr 22, 2024 9:11:28 GMT
A new thread, perhaps - "Dribble Think"?
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Post by Telemachus on Apr 22, 2024 9:27:05 GMT
Sorry I misread your previous post where you mentioned penning out at Tarleton - I read half an hour after the ebb which I took that to mean 30 mins after the start of the ebb ie 30 mins after high tide. I have not been there, so I have no idea how much water is in the river at different states of tide.
But I see that is not what you said, sorry! An hour after half ebb - so with the times I mentioned that would be 14:00 departure to arrive at 19:30. This certainly makes it more feasible. I suppose one question that neither of us know, is how much depth there is around low water in 2024 - your experience is from a long time ago and you can bet that no dredging has been done recently, so it will depend on how much natural scouring takes place I suppose. Also around low water, how easy is it for an amateur pleasure boater to remain in deep enough water in the middle of large expanses of mud flats with fairly poor visual references?
In post < thunderboat.boards.net/post/395943/thread > I said " I'll deal with the other points you've raised after we've got your misconceptions about times for penning out at Tarleton straightened out.". It appears from the post quoted above that your misconceptions are far from straightened out, and you've yet to grasp the basic essentials of how to work round tides and tide times in rivers and estuaries. C&RT too, have little to no understanding of the basic principles and practices that really must not be deviated from or ignored. Lack of the necessary sound background knowledge, and being neither willing nor able to adapt to or make the best use of whatever circumstances and conditions prevail on the day is not a formula for the successful planning of safe and efficient routine tidal passage making. The two questions you ask above, and the answers to them, aren't applicable to planning Tarleton to Preston passages. The last couple of miles of the Douglas (Astland/Asland), on the last of the Ebb or around local LW, is no place for canal pleasure craft crewed by amateur part timers unfamiliar with tidal estuaries to be messing about. On mean tides or bigger, there's usually a fairly big fast moving tidal bore in the Ribble, . . comparable with the Trent Aegre from around Owston Ferry and on up to Gainsborough. There are also numerous sandbanks and shoals, many of which dry out at local LW, extending a good mile or more up the Douglas from Astland Light. The last few hundred yards of the Douglas, including the scoured out deepwater channel that runs close to the training wall, is almost like a mirror image of the Trent in the area of South Trent, North Trent, and Apex Lights. The question of dredging doesn't arise. The deepwater channel in the Ribble was dredged regularly when shipping was still using Preston Docks, . . but the lower reaches of the Douglas, all the way down to Astland Light, were always left to the process of natural scouring, in the same way the Trent is left to scour out the deepwater channel itself from Cliff End, past Middle Sand, to Apex Light. The only safe, practical, and efficient option for shallow draught pleasure craft making the Tarleton to Preston passage is to pen out into the river Douglas as soon as possible after arriving at Tarleton. This can be done at any time during the period of anything up to 16 hours out of every whole tidal day* during which there is sufficient depth of water in the lock tail and over the outer cill for them. Once in the river, they can, and should, move the short distance downriver to the boatyard, and wait on the boatyard floating stages in the river Douglas for the Flood (tide) that's going to take them up the Ribble and into Savick Brook. Making use of a few minutes out of those many hours of opportunity, by penning out into the river as soon as possible after arrival at Tarleton means, in effect, that you don't 'use up' any of one tide at all. It's the next tide - one tide only - that's taken up with the Tarleton to Preston passage. Unlike the ridiculous C&RT booking/scheduling arrangements that waste time, and one whole tide, by making you wait in the canal at Tarleton for the remainder of the day on which you arrive there, . . if you pen out into river as soon after arriving at Tarleton as you possibly can, then you're all set to catch the next day's tide - one tide only - up the Ribble to Preston, . . at exactly the right time. Catching the Flood running up to Preston at exactly the right time - which is NOT possible if you follow C&RT's Mickey Mouse and potentially quite risky scheduling for penning out into the river at Tarleton - means that you'll have the Flood under you all the way upriver from Astland Light, and you'll be turning into the Savick Brook's Ribble outfall on a rising tide, which rules out any possibility of having to divert to Preston Docks Marina, and having to wait, . . and pay, . . overnight in there for the next day's first tide to get you the mile and a bit back down river and into the so-called 'Ribble Link'. * Average duration 24 hrs 51 mins. Ok so I think what you are saying is that instead of waiting for the flood to lock onto the Douglas, you lock onto it earlier, during the lengthy period when there is enough water to do so. You then can cruise down to the boatyard without having to punch the flood. From the boatyard, you still have to wait for the flood but of course it is earlier. You still have to punch the flood to Astland lamp, but it is obviously a shorter distance. So the saving comprises 2 elements, one being the earlier flood at the boatyard and the other being the shorter distance to punch the flood to Astland. With the flood being fairly short lived I guess it could well be that the flood has expired before you get to Astland lamp. But then that last point applies even more to departing Tarleton on the flood. So although it isn’t going to make a huge difference, even an hour earlier arrival at Savick is going to virtually eliminate the possibility of having to divert to Preston, and / or increase the number of days when the transit is feasible. The fly in the ointment being that there has to be space and permission to tie up at the boatyard. I doubt that would be free and the boatyard might not be prepared to guarantee space months in advance. I’m not sure how many boats typically make the transit, but narrowboats take up a lot of space even when rafted.
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Post by Tony Dunkley on Apr 22, 2024 14:54:46 GMT
I think at this point, . . and in light of the attempts by a number of the forum arsewipes to derail this topic and divert attention away from its purpose, . . it would be useful to repeat Post #1. Here it is :-
Much confused, uninformed and unhelpful content has been heaped on top of what was already a rather confused subject in the Winter CC in the NW thread -- not least of all, in the general lack of clarity as to what the Ribble Link actually is, . . and precisely where it begins and ends. It will, no doubt, come as a surprise to some that it does NOT begin or end - depending on the direction of travel - at Tarleton Lock, on the Leeds & Liverpool's Rufford Arm. It begins, or ends - depending on the direction of travel - at a Half-tide Barrier, approximately half a mile downstream of the A583 Blackpool Road Bridge, in what is known locally as Savick Brook -- a land drainage watercourse, with its outfall into the tidal River Ribble, that was widened and deepened sufficiently to allow the passage of small pleasure craft, . . in other words, 'canalised' by means of locks, . . and opened to pleasure craft traffic in July 2002. The other end of the Ribble Link - approximately 4 miles from the half-tide barrier/gate is the canal basin, off the Lancaster Canal, on the outskirts of the town of the Lancashire town of Preston. There are many questions to be answered with regard to how - to give it its full title - the Millenium Ribble Link is operated, maintained and financed. Is it feasible to increase the numbers of pleasure craft using it, for instance, and why is there a nonsensical obligatory one-way only working regime imposed on what is, when all's said and done, quite simply a 4 mile long, non-tidal, small scale canalised river/brook navigation ? Why does the Canal & River Trust [C&RT] - the navigation/competent harbour authority for the Ribble Link - impose such an amateurish, ill-conceived tidal passage planning/scheduling regime between Tarleton Lock, where the Leeds & Liverpool's Rufford Arm meets and joins the tidal River Douglas, and the half-tide gate/barrier, situated close to the A583 road bridge over the Savick Brook, . .where the beginning of the navigation - the Ribble Link - is semi-tidal for approximately half a mile before becoming non-tidal at Lock No.8 for the remaining three and a half miles to the canal basin where it joins the Lancaster Canal ? Why does the C&RT waste so much money every year by persisting with outdated and unnecessarily costly annual maintenance dredging methods on the Ribble Link in preference to adopting the much less costly, and more operationally practical and effective, plough dredging methods used nowadays by other harbour authorities and port operators to maintain berths and navigation channels at the required least depths ? Why, also, does the C&RT not supplement and thereby reduce the amount of maintenance dredging, of any sort, that's needed anually, by means of encouraging a marked increase in the numbers of pleasure craft using the so-called Ribble Link? There is nothing that keeps running water navigations clear of mud and siltation build up as effectively, and economically, as regular high numbers of passing boat traffic stirring up the mud and silt to be carried away by the river current. Posted in response to the above :- thunderboat.boards.net/post/344103/thread "When we used the link some years ago we had a pilot provided by the boatyard at Tarleton. His name was Jim Wilkinson and had spent most of his working life at Preston Docks and on the Ribble and said he was involved with setting up the Link.
He said the same as Tony. CRT could double the number of crossings if they allowed two way working.
On the question of dredging he told me that originally there was a large hole in the river bed downstream of the river gate to trap any silt coming down the river with the intention that the silt was removed by dragline or JCB every winter."
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Post by Aloysius on Apr 22, 2024 16:40:07 GMT
You [posting as 'Aloysius'] would be well advised to make the above post the last example of blatantly targeted nuisance trolling, harassment, and on-line stalking in which you ever indulge. You would also be well advised to acquaint yourself with the relevant Sections of this Act :- www.legislation.gov.uk/ukpga/1997/40/contentsIf you wish to avoid prosecution under the provisions of the Protection from Harassment Act 1997, you must refrain from adding to your extensive existing catalogue of past offences, and cease committing any further offences of the same nature. I have decided that I will ignore any further spam troll posts from yourself on the sole condition that you formally issue me with my own personalised insult. The calibre of the insult must be equal to or exceed the quality of the insults previously assigned to other users you have seen fit to vent spleen on. Admittedly that covers virtually all users but there we are.
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Post by Mr Stabby on Apr 22, 2024 18:37:59 GMT
Just block him and you won't see anything he posts. Virtually everybody else has now. If you must engage with him then please don't quote him as this then by-passes the block.
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Post by cds on Apr 22, 2024 19:27:38 GMT
In post < thunderboat.boards.net/post/395943/thread > I said " I'll deal with the other points you've raised after we've got your misconceptions about times for penning out at Tarleton straightened out.". It appears from the post quoted above that your misconceptions are far from straightened out, and you've yet to grasp the basic essentials of how to work round tides and tide times in rivers and estuaries. C&RT too, have little to no understanding of the basic principles and practices that really must not be deviated from or ignored. Lack of the necessary sound background knowledge, and being neither willing nor able to adapt to or make the best use of whatever circumstances and conditions prevail on the day is not a formula for the successful planning of safe and efficient routine tidal passage making. The two questions you ask above, and the answers to them, aren't applicable to planning Tarleton to Preston passages. The last couple of miles of the Douglas (Astland/Asland), on the last of the Ebb or around local LW, is no place for canal pleasure craft crewed by amateur part timers unfamiliar with tidal estuaries to be messing about. On mean tides or bigger, there's usually a fairly big fast moving tidal bore in the Ribble, . . comparable with the Trent Aegre from around Owston Ferry and on up to Gainsborough. There are also numerous sandbanks and shoals, many of which dry out at local LW, extending a good mile or more up the Douglas from Astland Light. The last few hundred yards of the Douglas, including the scoured out deepwater channel that runs close to the training wall, is almost like a mirror image of the Trent in the area of South Trent, North Trent, and Apex Lights. The question of dredging doesn't arise. The deepwater channel in the Ribble was dredged regularly when shipping was still using Preston Docks, . . but the lower reaches of the Douglas, all the way down to Astland Light, were always left to the process of natural scouring, in the same way the Trent is left to scour out the deepwater channel itself from Cliff End, past Middle Sand, to Apex Light. The only safe, practical, and efficient option for shallow draught pleasure craft making the Tarleton to Preston passage is to pen out into the river Douglas as soon as possible after arriving at Tarleton. This can be done at any time during the period of anything up to 16 hours out of every whole tidal day* during which there is sufficient depth of water in the lock tail and over the outer cill for them. Once in the river, they can, and should, move the short distance downriver to the boatyard, and wait on the boatyard floating stages in the river Douglas for the Flood (tide) that's going to take them up the Ribble and into Savick Brook. Making use of a few minutes out of those many hours of opportunity, by penning out into the river as soon as possible after arrival at Tarleton means, in effect, that you don't 'use up' any of one tide at all. It's the next tide - one tide only - that's taken up with the Tarleton to Preston passage. Unlike the ridiculous C&RT booking/scheduling arrangements that waste time, and one whole tide, by making you wait in the canal at Tarleton for the remainder of the day on which you arrive there, . . if you pen out into river as soon after arriving at Tarleton as you possibly can, then you're all set to catch the next day's tide - one tide only - up the Ribble to Preston, . . at exactly the right time. Catching the Flood running up to Preston at exactly the right time - which is NOT possible if you follow C&RT's Mickey Mouse and potentially quite risky scheduling for penning out into the river at Tarleton - means that you'll have the Flood under you all the way upriver from Astland Light, and you'll be turning into the Savick Brook's Ribble outfall on a rising tide, which rules out any possibility of having to divert to Preston Docks Marina, and having to wait, . . and pay, . . overnight in there for the next day's first tide to get you the mile and a bit back down river and into the so-called 'Ribble Link'. * Average duration 24 hrs 51 mins. thunderboat.boards.net/post/344103/thread Just so all you people pretending to ignore Tony can read his post.
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Post by Telemachus on Apr 22, 2024 19:42:04 GMT
Just so all you people pretending to ignore Tony can read his post. Except that they have you on ignore too!
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Post by cds on Apr 22, 2024 19:44:52 GMT
Just so all you people pretending to ignore Tony can read his post. Except that they have you on ignore too! They keep replying?
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Post by Mr Stabby on Apr 22, 2024 20:12:02 GMT
Except that they have you on ignore too! They keep replying? You weren't on "ignore", your post didn't inspire me to read Dunkley's post and you'll be going on "ignore" as soon as I finish typing this. Goodbye Steve.
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Post by Mr Stabby on Apr 22, 2024 20:20:47 GMT
Bye bye Steve. See ya, wouldn't want to be ya.
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Post by cds on Apr 22, 2024 21:03:32 GMT
😂😂😂
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Post by Tony Dunkley on Apr 23, 2024 9:54:10 GMT
One of C&RT's premier apologist/brown-nosers, an all round prat who goes under the name of Mike Todd, posted this following item of typically blinkered twaddle in a topic titled Ribble Link Query on CWDF yeterday :-
"The days in the advertised schedule are pretty much the only dates when the tides work for a crossing. We had a problem when last there (a couple of years back) when our crossing was cancelled the day before as key staff had Covid. We were only offered the next available date by which it was meant one that had not already been advertised and booked - that is, we went to the back of the Q. When I last looked, CaRT were unable to change the tides to suit our convenience!"
Say's it all really, doesn't it. The blind leading the blind, . . and nobody going anywhere, literally !
C&RT, in respect of its Mickey Mouse administration/operation of the so-called Ribble Link, is a wholly incompetent and utterly useless apology for a navigation authority that knows absolutely nothing about how to organise or run tidal passage operations, and coincidentally, pretends it has authority and control over waters on which it in fact has NO authority or control whatsoever, . . and on the other side of the coin, there's a prat who doesn't know any better, and is quite prepared to go along with every aspect of C&RT's bullshitting nonsense.
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