dom

Maxine of Marlow is rather lovely. For a second, I thought she might be a Graham Bunn Windboat, as she's very reminiscent of Formby's Lady Beryl II. Apparently she's steel and built by G.J.Meakes though. Wonder if she was designed by Rip Martins?

That's just brought a smile to my face. I spent a week on Queen Galadriel in the 1980s and have been tracking her on AIS recently to try and catch her in person again. I have a picture from the EDP of a very young me, plus a few others who @Turnoar might recognise stood on her bow outside the Nelson Hotel in Norwich. Unfortunately, the pic is in a storage unit up in Norwich at the moment, but I'll have to post it when I can lay my hands on it. I'm guessing the original pic I asked about is Julia of Gibraltar. She's built the year after Galadriel and also in Denmark. Almost looks like she was designed by the same person.

I was just curious, as the blocks on the outside of the spar suggest it's something fairly large. In my youth, I was supposed to crew on the Tall Ships Race, but the route and conditions on the year in question meant plans changed and we just did a trip up the east coast instead. I always think of myself as a motor-boater, but the appeal of sail does keep drawing me in - particularly with historic stuff.

I think that's the sort of issue which has led to some hire yards favouring Rolls batteries. The price is very premium, but the extra cost is easily offset against the cost of an engineer going out to an avoidable breakdown, or an aggravated customer. Also means you know you're getting a true deep cycle battery, and not just a standard FLA someone's stuck a dodgy label on. The norm tends to be 14.7v for AGM, 14.4v for FLA/VRLA/gel. That's fine for routine use, but not for "repairing" maintenance related degradation where sulphation has been allowed to set in over winter or similar. Long term stored FLAs also suffer from stratification, where the acid splits into two distinct layers - one higher concentration acid, one water (which freezes more readily introducing other issues like case fracture and leaks). In some cases, it's helpful to have a charger which operates at higher voltage, to effectively boil the fluid. It can be beneficial to do this, as it "stirs" the acid content, removing stratification and the movement also helps to drive sulphur off the plates. I've always had best success recovering FLAs using tabs and a 15.8v charge. I used to manage a company which was one of the biggest UK retailers of CTEK's products - we actually had battles with them, as we ran a dedicated website and they accused us of passing off. As a result, I don't have a great opinion of them (IMO, they were trying to stop discounting) but their products were technically way ahead of anything else on the market. Most of the range were 8 stage units - although, annoyingly, not the marine ones back then. They do also do a really nice solar controller and DC/DC charger in one but, again, a bit fatally flawed only having a max input of 23v, so you have to parallel panels, which isn't always best in marine applications.

Wet lead acid batteries generally lose their capacity due to sulphation, which sets in rapidly as soon as batteries drop much below around 12.4v. Above 12.4v, the charge keeps sulphur in suspension in the acid fluid. Once the charge drops, the sulphuric acid splits into water and sulphur, and the sulphur molecules adhere to the lead battery plates. The sulphur progressively masks the plates off, insulating them and stopping them conducting electricity in the intended manner. As the amount of masking increases, the battery charge capacity drops. Meantime's description above is a classic example of sulphation happening in practice. The battery still functions, but the Ah rating is dramatically lower than it should be. There is a widely held belief that sulphated batteries are scrap, and it's often proliferated by narrowboat liveaboards, but it is possible to reverse in some cases - as long as you catch it early on, the batteries are non-sealed (rather than VRLA) and have removable cell caps. I've had a reasonable success rate using a combination of charging and Granville "Bat-Aid" tablets. Adding 2 tablets per cell increases the acidity level in the cell, helping to break down the sulphation deposits. If you then use a battery charger with an aggressive desulphation cycle, if you're lucky, it'll remove the remaining sulphation by effectively vibrating it off the the plates at high frequency (a bit like how ultrasonic cleaners work). I used to sell a lot of CTEK chargers. I don't particularly like the way they run their business, but their products are technically very sophisticated and very high quality. The recondition cycle on their chargers desulphates at higher than normal voltage - up to 15.8v, which seems to be one of the keys to success recovering badly sulphated batteries. There probably are other chargers on the market which do similar, but I'm not aware of any offhand. For all of the above reasons, I'd always stick with good quality, open cap wet lead acid cells for marine use (unless you can stretch to lithium, or sodium ion becomes more mainstream). Disconnect every load when not in use, no matter how small (but obviously make provision for bilge pumps). If at all possible, keep batteries stored for long periods on a pulse charge, not a float charge, which will overcharge after prolonged periods. The latter is another area where I know CTEK are suitable, but not sure if others have caught up yet. Alternatively, solar can be used, but make sure it's on an MPPT, not a PWM charge controller - and long periods on float can still potentially be detrimental to battery life.

You're doing one of the best things on Youtube though - providing little niche "how to" info which appeals to a small market, but tends to be extremely valuable to the end viewer. I'm curious what the sailing vessel in your channel header is though?

I'd look for someone local who could clean it for you then let it out on AirBnB. Farmers are being told to diversify, so you can probably come to an arrangement with your mate so everyone's happy. Most areas you could probably get £100 a night, or go cheap, aim for the itinerant tradesman market and let it 5 days a week year round.

After seeing them mentioned the other day, I wondered how exactly they're managing to keep them all under control. Presumably, they must have at least one experieinced sailor per boat? Must be quite a job to find that many suitable people.

I think it's potentially a bit different in this case, as it's not necessarily Entity A vs Entity B. It could well be a QC expressing an indepedent legal opinion which gets taken to parliament by an MP. I suspect in that case, it'd carry a lot of weight.

That was meant as a rhetorical statement, rather than an invitation to post it

Tenner from each BRAG member would equate to £14k.

I grew up in a Victorian house in Wroxham, originally built for a fairly wealthy member of the local community. Obviously having no refuse collections in those days, all the waste from the house, as well as carcasses of pigs and horses got buried in the back garden. I went through a bit of a wannabe archaeologist phase and used to spend hours digging trenches looking for stuff. Amongst the finds, there were tomatoes and plums preserved in Kilner style jars. At the time they were probably something like 70-80 years old. We never dared try any of them, but they looked as good as the day they were first picked.

Do you know his channel name? It'd be interesting to see if the metrics match up with the earnings, or whether they might be coming from other activities.....

If you stick their username in at Socialblade.com you can see vague indicative earnings. It's more than you're suggesting, but still not enough to earn a living from. You can monetize at 1k subscribers with Google these days, but to make sensible money, you need to treat it like a real job and recruit members (as one Ludham-er now does) either on Youtube or Patreon, or to shill goods and services for affiliate commission - where most "influencers" (eugh) make their livings.

When I get a reply to an email later, I'll try and find out for you. I want to try and find out more anyway, as I get the impression NSBA aren't blessed in terms of technology, so it's an area where those of us more savvy might be able to help out with a crowdfunding effort.

The inquest opening has just been reported by EDP. https://www.edp24.co.uk/news/24227800.inquest-opened-bodys-found-norfolk-broads/ I presume with food left on the table, it'll probably go down as either an open verdict or accidental death. A good reminder, if ever there was one, to wear a lifejacket when doing anything on deck single handed.

Dave Whitworth's videos manage to provide plenty of enjoyable footage without the less desirable mishaps though, as do several others. There are actually quite a lot of aspects of Broadland life and boating which would make good subject matter which are being overlooked at the moment. I'm not going to say more, as I have a strong suspicion at least one of the channel creators reads the group and I might be tempted to upload some stuff myself if I ever manage to move back to the area. They'll all realise they're facing the law of diminishing returns soon anyway. The more videos go up, the more views get spread out and the less the ad revenue. Google is far smarter than they are and promotes unique content above all else.

Personally, I think the best proposal for resolving this to date is NSBA's attempt to raise funds to hire a King's Counsel to review how BA is operating. Annual membership of NSBA only costs a tenner. I'd urge people to consider joining (even if also supporting BRAG) to try and help support this. I suspect a King's Counsel would find that the Norfolk and Suffolk Broads Act and the Broads Authority Act actually provide a perfectly reasonable structure for managment. My view is that the original intent of these was that the authority would manage by committee, with the chief executive simply filling a legally required position, to enact the desired actions decided by the various committees. The problem seems to be almost exclusively that Dr.Packman has decided he holds ultimate control, but doesn't appear to have the commercial acumen to manage finances and the organisation efficiently. I think it probably needs someone at the highest possible legal level to state this in order for things to start changing.

It should, by rights, start to go down significantly in coming weeks though as spring progresses. If it doesn't, we all collectively need to do everything possible to make a massive noise about it, so BA and EA come under closer scrutiny for the issues of dredging and possible Herring bridge restriction.

Wroxham bridge has always been tricky, but largely because of the shape of the arch and the fact it's angled slightly towards the Wroxham side heading downstream. I can remember sitting in the Bridge Restaurant in the very early 1980s watching a couple who'd managed to get the approach wrong and jammed themselves in slightly sideways. When they finally managed to free themselves, they somehow managed to spin the bow around in such a way that it went straight through the big, plate glass window between the restaurant and its kitchen - which as a kid I found highly amusing, but which was probably pretty dangerous for those sitting nearby who got showered in broken glass. The bridge becoming inaccessible to traditional height boats due to low air draft is a different issue though and one which appears to be getting much worse fairly quickly. Wroxham has been around 6' for part of this week, which causes a problem for the majority of Broads boats. Offhand, I think spring tides were last week, so possibly worse then. It should be nearer 7'3" (probably 7' on the "new" gauge). Something is making a big difference and rain levels have eased, so water recession is clearly being hindered somehow. Issues with dredging, moorings, quay headings, etc have always been a feature in documents and tales relating to the Broads - but BA was in part introduced to address these. The fact that, if anything, the issues seem to be getting worse is a major concern and just goes to show the manner in which all too often public sector organisations just become bloated cash vacuums. I think if the Broads as we know them are to survive, there needs to be a concerted effort to put pressure on BA to fund works, and to highlight and put them under scrutiny when they fail to carry them out. A private sector business would fail if it lacked the funds to meet its demands. We need to try and put the BA into a similar light and to highlight every time they fail. I'm not sure anyone's doing this particularly effectively at the moment.

The Wroxham bridge pilots number is 07775 297638. I'm sure if you give them a call when you collect the boat, they'll be able to give a firm idea whether you'll be able to pass though, so you can decide whether to head upstream or elsewhere.

At least two paddleboard hire companies have closed and another local specialist paddleboard retailer has closed their high street store. Basing management of the local economy and infrastructure on short terms trends, which might well prove to be fads (especially during/after a pandemic) seems particularly short sighted. Boat hire is the predominant input into the local economy and has been for more than a century. Anyone who bases their actions on anything significantly different will probably go down in history as a fool. Dr.P seems well on his way to such infamy.

It's not just that, it's "drama as boat hits barge" putting emphasis on the clickbaity element. The boat in question did foul a fender, pulling a fender eye out of the deck - but back when I worked in yards, this was fairly a mundane event, the type of which happened most weeks. I suspect it's just the same, if not more common these days. No doubt the Brinks hirer was embarassed enough as it was without having their error shamed on Youtube.

Aquafibre Diamonds are usually quoted around 6'5" air draft, but Ferry seem to be stating 6'7". No doubt the pilots will have a better idea than anyone whether she'll fit nearer the time.

That's so frustrating - two moorings, up to 84 spaces in Hoveton, plus another 3 within walking distance at "Castle staithe" (still just Caen Meadow in my mind) and you can't get to any of them. The bridge filtering out excessively large dual helm cruisers is one thing, but it's another when you can't get a sensible sub 7' boat through. I keep meaning to have a look at the planning application Barnes have just had approved to see what impact that's going to have on moorings. I know it's to remove a bit of land and to replace with a pontoon, but not sure how large the area.