Preston

Today's Navigations, Rufford Arm, Rivers Douglas and Ribble, Ribble Link, Lancaster

Quite a day, but not very different from what might be expected!  The morning was spent just waiting - we were told yesterday to set off around 11:45, but the other two boats had itchy tillers and so we were all down at the lock at that time. When we arrived, second, the first was already in the lock waiting for us. Even so, the keeper was hesitant to let us out until he judged the tide to be right. This was not easy as the tides, we have been told a couple of times, are being a bit unpredictable, perhaps because of the weather,

In the end, we were released just before midday and, as it happened, we were told to go first - a function of which side we were in the lock. 

At this point, it is full throttle and unquestioning commitment! The tide was running in at about it fastest and at this point the channel narrows so even faster. The exit is deceptive: after exiting at full throttle the boat seemed to be going well and straight but we knew that the temptation to ease back on the power had to be resisted. Moments later it is almost a brick wall as the boat came almost to a standstill in a short space. Until the boat behind reached that point it seemed as if it would overtake us but soon it too was punching thew tide with a vengeance.

We had also been warned that, as well as trying to make best speed (we would found out why later) we also had to beware of overheating. At this stage, anything over 2 mph over the ground seemed a major achievement.

By the time we had passed Douglas Boatyard and yacht moorings, everything had calmed down and we could ease back but still  make 3.5 - 4.0 mph. The landscape changes from a rather deep channel to a much flatter appearance. A few yachts and a rather well worn fishing boat passed us on the way up.

After an hour we could see the main navigation landmark for the junction - straight ahead to the large building at the Wharton airfield.

The River Douglas now makes a long turn to the left (towards the sea) with the main River Ribble (with several yachts navigating downstream) seemingly temptingly close on our right hand. All this to trap the unwary or plain foolhardy as to attempt to cut the very extensive corner is to invite disaster as close to the surface of the water are several training walls and large sand or mud banks.

We stuck to our target until well clear of the Asland Lamp, which marks the point at which it is safe to turn up stream on the Ribble. We made good speed at first, up to 4.5 mph or more even cut back to 1300 revs.

We counted off the mile perches starting from 5 miles (Asland). By the time we had covered about half of the distance to the Savick Brook entrance the tide started to ease back and eventually turn against us. At first we did not notice this but by the time we passed the 3 mile marker we could see just how fast the water was ebbing past the perch.

Approaching the green 2 mile perch we called in the Ribble Control only to be told that we need to make better speed! Gingerly we turned up the wick and started to pull away from the following boats. All the time we were wondering whether we would make it into the turn before the engine gave up in a cloud of steam! Reader, you can breathe again - we made it! However, the CaRT person standing at the corner gave us another admonishment to get a move on. By now we were in the narrow ditch called Savick Brook which is also quite winding so this was easier said than done.

We were also told that we would not have to wait that the pontoon before the first bridge and go straight on. The first part of the book is still tidal and the level for some distance from the entrance is maintained by a half tide rotating sea lock. Normally this is raised to hold water in, brought up by the preceding tide. The gate is opened only to let boats through and quickly shut as normally the arrival is on a falling tide. However, today the level was dropping quicker that expected so it was a tight thing but all three boats managed to squeeze in before the cut off.

Proceeding as instructed at best speed around the tight bends and not expecting to stop at the pontoon, we were suddenly faced with a group of boats only just untying themselves. We recognised some of the names and realised that this was yesterday's crossing group which had been diverted to Preston Dock. we later learned that only one had made it through and the other four sent on upstream for the night.

The reason for the pause at the pontoon is that when the tidal depth at the sea lock is high, there is insufficient headroom under the first road bridge. Hence, boats have to wait for it to drop somewhat. last time it was perhaps 45 minutes. So it was another indication of close a call it was for us when we saw just how much clearance we now had the bridge.

The first proper lock is also manned - just as well as the lock landing has seen better days and there no way for crew to get to the bank! Some of the previous day's squad were still queuing to go through so we had quite a wait. Whilst the lock keepers were eventually preparing the lock for us the senior keeper had a word and asked if one of us would hold back as they were concerned that the next boater was single handed and it is really not possible to negotiate the next four (unmanned) locks on your own. We volunteered and let the other boat go ahead.

At most of the locks we had very useful help from onlookers, some younger children and some adults, all much intrigued by seeing so many boats all at once, especially as they rarely spot any at all.

At one point we spotted a couple of signs saying Beware Golf Area. We were somewhat puzzled about what we were expected to do!

The final three locks form a very deep staircase and, as a result, are also manned - the CaRT crew get there quicker as they have a van! The staircase is also unusual as when the Ribble Link was created at the start of the Millennium the adjacent railway and road bridges left insufficient room for a proper turning circle. Consequently, boats have to go up (and down) backwards!

At the top the CaRT staff advised against an overnight mooring in the basin - we could have done so with plenty of room, but it is close to a popular walking route. Just for one rare time we wished we had not taken their advice.

Turning down the short arm towards Preston we were led to believe that we should be OK at the Cadley service block which also has a short overnight mooring. Alas, not only were these already taken but also a plastic boat was camping out on the water point!

This section of canal is, at this time of the summer, covered in surface weed. Apart from the rare engine that pumps in its cooling water (most modern boats use skin tanks) this weed does not cause too many problems apart from a loss of speed.

There was no option but to carry on but we found the next bit slow going. We did try the bank once but came nowhere near (this is a characteristic of the Lancaster) and had to push off with our pole in a rare deployment. Alas, at the moment when we were passing under bridge 11A we lost all forward - or backward - motion and guessed we had something around our prop. However, also we spied the other two boats who crossed with us coming the other way. They had already been down to the end of this arm and not found anywhere at all to moor. They were hoping to find space back at Cadley or, failing that (which by now seemed almost a certainty) they would go back to the moorings at the top of the locks. They managed to squeeze past us whilst Mike set about removing the large lump of indistinguishable clothing material that was wrapped around the prop.

We were now somewhat concerned as the light as failing quickly and we still had to get to the end and turn around. Undoubtedly it would be dark well before we made it back to the locks. It was also well past bedtime for the camera so no more pix for today.

Fortunately we did manage to tie up just after the entrance to Ashton Basin (formally a hire boat base but now looking rather forlorn with a few boats long term moored there). The bow came into the side but the stern is well out - almost at the end of the stern mooring rope! We have possibly never moored so far out, except perhaps for our last visit to the Lancaster nine years ago or the Chesterfield which has sections with similar characteristics. However as we are right at the end of the arm (which originally went another mile into the town (as it was) centre, there will be no passing traffic! We are also clear of the winding hole.

13.0 Miles - 10 Locks