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Post by Tony Dunkley on Apr 26, 2024 4:38:14 GMT
See posts :- thunderboat.boards.net/post/396344/thread -and- thunderboat.boards.net/post/396531/thread
It's remarkable but unsurprising how, amid the small number of internet trolls that blight this forum, the ability to read and understand plain written English appears to be an inversely proportional function of the frequency, rapidity of reponse, and seriousness of the specifically targeted on-line stalking activities that accompany, and result from, the constant close monitoring of any and all the content I post on the Thunderboat forum. __________________________________________ Extracts from :- thunderboat.boards.net/post/396344/thread :- 5.The Protection from Harassment Act 1997 (see Annex B) includes the following non-exhaustive list of examples of ‘acts or omissions associated with stalking’: ___________________________________________________ c) publishing any statement or other material - relating or purporting to relate to a person, or purporting to originate from a person, d) monitoring the use by a person of the internet, email or any other form of electronic communication, ________________________________________________________________________________________________________ Full text of the 1997 Act, available via this link :- www.legislation.gov.uk/ukpga/1997/40/contentsIf the forum members who are routinely committing either or both of the offences highlighted above wish to avoid prosecution under the provisions of the Protection from Harassment Act 1997, they must refrain from adding to their existing Police file record (saved screenshots) of past offences, and cease committing any further offences of the same nature. I have no objection, for the present, if in future they cease the wilful targeted trollng of topics/threads I have initiated, and confine posted content resulting from their constant close monitoring of the content I post on this internet forum to the vast selection of pointless claptrap laden topics/threads from which they, . . and the other on-line trolls who have hi-jacked and treat this forum as if it were theirs to administer and run as their own, . . appear to gain so much mindless satisfaction.
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Post by on Apr 26, 2024 6:57:18 GMT
At school there was a hilarious joke 'Beans means fartz' a play on the advertising slogan 'Beans means Heinz' Yes ... but what was the hilarious joke ? Rog Farts.
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Post by Aloysius on Apr 26, 2024 7:00:13 GMT
Fart jokes are always funny. Apparently Oliver Cromwell was a fan.
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Post by on Apr 26, 2024 7:08:56 GMT
Exactly.
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Post by Jim on Apr 27, 2024 15:48:36 GMT
Beans beans they make you fart. Beans beans are good for you heart. The more you fart the better you feel. So let's have beans for every meal.
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Post by Jim on Apr 27, 2024 15:49:37 GMT
Fart jokes are always funny. Apparently Oliver Cromwell was a fan. A fan could be a good thing where farts are concerned.
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Post by Tony Dunkley on Apr 27, 2024 17:02:25 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. 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. The first sentence of the above reply is broadly correct, . . but takes no account of many vital considerations and/or variables. Included in those vital considerations and/or variables, for instance, is the depth of water in the lock tail and over the outer cill at local LW at Tarleton. In anything but exceptional wind and atmospheric pressure conditions, and with little to no 'fresh' coming down the river Douglas there's no depth to speak of, . . the lock tail and outer cill virtually dry/bare out at local LW. Regarding the incorrect presumptions and concerns over the time of arrival of the Flood at the boatyard compared with Flood at Tarleton Sea Lock, and the unnecessary concerns over having to stem the Flood from the boatyard to the Astland Light. The time difference between Flood at the boatyard and Flood at Tarleton Sea Lock is negligible, . . 5 minutes or less. Also, the Flood runs up much slower in the last 2 miles of the Douglas, due to the much increased width of the lower reaches. The crucial factor is getting underway, from the layover mooring at the boatyard, at exactly the right time in relation to the first of the Flood, or the tidal bore, beginning to run up the Douglas. Doing so leaves ample time to make the entrance into the Savick Brook outfall on a rising tide, . . having been pushed upriver all the way from Astland Light by that same tide. Lay by mooring space at the boatyard wasn't a problem when I last spoke with them, and I see no reason why it should be now or in the future. There are long lengths of normally unoccupied floating stages, extending from the boatyard round the bend in the river. As for your concerns about the cost of a one tide layover on the river stages, . . the boatyard don't want anything near as much as what Preston Docks Marina will charge you, . . if you're left with no choice but to overnight in there on solely on account of C&RT's sheer unprofessionalism and incompetence in forcing you into making the river passage at the wrong time, at the wrong state of the tide, . . and on waters that are NOT under C&RT authority or control.
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Post by on Apr 27, 2024 18:44:47 GMT
Fart jokes are always funny. Apparently Oliver Cromwell was a fan. A fan could be a good thing where farts are concerned. There was a boy in my class called Steven Patterson who used to be able to direct farts at remote individuals in the classroom. You could be sitting beside him and never notice but someone several tables away would be violently attacked by the odour of rotten cabbages. I reckon in reality he just knew about draughts. He is probably an HVAC guy these days.
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Post by Tony Dunkley on Apr 27, 2024 19:06:06 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. 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. The first sentence of the above reply is broadly correct, . . but takes no account of many vital considerations and/or variables. Included in those vital considerations and/or variables, for instance, is the depth of water in the lock tail and over the outer cill at local LW at Tarleton. In anything but exceptional wind and atmospheric pressure conditions, and with little to no 'fresh' coming down the river Douglas there's no depth to speak of, . . the lock tail and outer cill virtually dry/bare out at local LW. Regarding the incorrect presumptions and concerns over the time of arrival of the Flood at the boatyard compared with Flood at Tarleton Sea Lock, and the unnecessary concerns over having to stem the Flood from the boatyard to the Astland Light. The time difference between Flood at the boatyard and Flood at Tarleton Sea Lock is negligible, . . 5 minutes or less. Also, the Flood runs up much slower in the last 2 miles of the Douglas, due to the much increased width of the lower reaches. The crucial factor is getting underway, from the layover mooring at the boatyard, at exactly the right time in relation to the first of the Flood, or the tidal bore, beginning to run up the Douglas. Doing so leaves ample time to make the entrance into the Savick Brook outfall on a rising tide, . . having been pushed upriver all the way from Astland Light by that same tide. Lay by mooring space at the boatyard wasn't a problem when I last spoke with them, and I see no reason why it should be now or in the future. There are long lengths of normally unoccupied floating stages, extending from the boatyard round the bend in the river. As for your concerns about the cost of a one tide layover on the river stages, . . the boatyard don't want anything near as much as what Preston Docks Marina will charge you, . . if you're left with no choice but to overnight in there on solely on account of C&RT's sheer unprofessionalism and incompetence in forcing you into making the river passage at the wrong time, at the wrong state of the tide, . . and on waters that are NOT under C&RT authority or control.
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Post by Mr Stabby on Apr 27, 2024 19:31:40 GMT
Beans beans they make you fart. Beans beans are good for you heart. The more you fart the better you feel. So let's have beans for every meal. Beans, beans, the musical fruit The more you eat, the more you toot
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Post by on Apr 27, 2024 19:42:57 GMT
Also many yars ago I found an old tin enamel advertising sign in the canal with the magnet.
Beans Express. Turns out they were a haulage company which was later taken over by Pickfords.
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Post by Tony Dunkley on Apr 27, 2024 19:44:53 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. 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. The first sentence of the above reply is broadly correct, . . but takes no account of many vital considerations and/or variables. Included in those vital considerations and/or variables, for instance, is the depth of water in the lock tail and over the outer cill at local LW at Tarleton. In anything but exceptional wind and atmospheric pressure conditions, and with little to no 'fresh' coming down the river Douglas there's no depth to speak of, . . the lock tail and outer cill virtually dry/bare out at local LW. Regarding the incorrect presumptions and concerns over the time of arrival of the Flood at the boatyard compared with Flood at Tarleton Sea Lock, and the unnecessary concerns over having to stem the Flood from the boatyard to the Astland Light. The time difference between Flood at the boatyard and Flood at Tarleton Sea Lock is negligible, . . 5 minutes or less. Also, the Flood runs up much slower in the last 2 miles of the Douglas, due to the much increased width of the lower reaches. The crucial factor is getting underway, from the layover mooring at the boatyard, at exactly the right time in relation to the first of the Flood, or the tidal bore, beginning to run up the Douglas. Doing so leaves ample time to make the entrance into the Savick Brook outfall on a rising tide, . . having been pushed upriver all the way from Astland Light by that same tide. Lay by mooring space at the boatyard wasn't a problem when I last spoke with them, and I see no reason why it should be now or in the future. There are long lengths of normally unoccupied floating stages, extending from the boatyard round the bend in the river. As for your concerns about the cost of a one tide layover on the river stages, . . the boatyard don't want anything near as much as what Preston Docks Marina will charge you, . . if you're left with no choice but to overnight in there on solely on account of C&RT's sheer unprofessionalism and incompetence in forcing you into making the river passage at the wrong time, at the wrong state of the tide, . . and on waters that are NOT under C&RT authority or control.
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Post by on Apr 27, 2024 19:56:38 GMT
Beans beans they make you fart. Beans beans are good for you heart. The more you fart the better you feel. So let's have beans for every meal. Beans, beans, the musical fruit The more you eat, the more you toot The Simpsons can be funny but generally it is rather mediocre garbage.
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Post by Jim on Apr 28, 2024 8:17:18 GMT
Beans beans they make you fart. Beans beans are good for you heart. The more you fart the better you feel. So let's have beans for every meal. Beans, beans, the musical fruit The more you eat, the more you toot Ah, the polite middle class version!
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Post by Tony Dunkley on Apr 28, 2024 8:35:16 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. 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. The first sentence of the above reply is broadly correct, . . but takes no account of many vital considerations and/or variables. Included in those vital considerations and/or variables, for instance, is the depth of water in the lock tail and over the outer cill at local LW at Tarleton. In anything but exceptional wind and atmospheric pressure conditions, and with little to no 'fresh' coming down the river Douglas there's no depth to speak of, . . the lock tail and outer cill virtually dry/bare out at local LW. Regarding the incorrect presumptions and concerns over the time of arrival of the Flood at the boatyard compared with Flood at Tarleton Sea Lock, and the unnecessary concerns over having to stem the Flood from the boatyard to the Astland Light. The time difference between Flood at the boatyard and Flood at Tarleton Sea Lock is negligible, . . 5 minutes or less. Also, the Flood runs up much slower in the last 2 miles of the Douglas, due to the much increased width of the lower reaches. The crucial factor is getting underway, from the layover mooring at the boatyard, at exactly the right time in relation to the first of the Flood, or the tidal bore, beginning to run up the Douglas. Doing so leaves ample time to make the entrance into the Savick Brook outfall on a rising tide, . . having been pushed upriver all the way from Astland Light by that same tide. Lay by mooring space at the boatyard wasn't a problem when I last spoke with them, and I see no reason why it should be now or in the future. There are long lengths of normally unoccupied floating stages, extending from the boatyard round the bend in the river. As for your concerns about the cost of a one tide layover on the river stages, . . the boatyard don't want anything near as much as what Preston Docks Marina will charge you, . . if you're left with no choice but to overnight in there on solely on account of C&RT's sheer unprofessionalism and incompetence in forcing you into making the river passage at the wrong time, at the wrong state of the tide, . . and on waters that are NOT under C&RT authority or control.
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