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Volume 2 No.2 -- - -- ------ -------- --- - -- ~ -== ==.;;-i= ~ ~== ~ = == --------- -- -- - ----------- -- -- - - -------i- - ---- -- -- -- - -- ------ ---- ------------- ----------- -- ---------------------- -- ---- ------------- -------- - ----------- - - ---------------- -------- ------ 42 Weymouth Street · London W1 N 3LQ Tel: 01-4998422 Fax: 01-49~ 1555 Telex: 261286 E L E C T J. I C BOA T NEW S VOLUME TWO NUMBER FOUR September 1989. This issue includes:- Tilting the Balance - Westminster Approves; Making Less Waves - BWB hull design; charging points - a solution; the French Connection; Solar-powered update; Phoenix - a Mystical bird; Over The Rainbow; Down Under; Towards an electric lifeboat?; SKMP; £LCO and an Amer ican chapter; Registrations please. _CRUISE ELECTRIC==NONOlsE· NO POLLUTION· NO FUSS VAT Reg. N o. 242304504 . ' J I 1. TILTING THE BALANCE WESTMINSTER COMMITTEE RECOMMENDS ELECTRIC BOATS On 9th August, an ll-strong all-party Commons Environment Select Committee published a report (RCP 237 - 88/89), based on an investigation into the British Waterways Board. The· Committee was appointed in December 1987 and with Sir Rugh Rossi in the Chair, this is its fifth report. In the Summary of Conclusions and Recommendations, the 2S6-page publication states: "It is important that the BWB continue to give a high profile to the conservation and enhancement of both the historical heritage and the natural environment of the canal systems. As reorganisation and development proceed, the BWB must ensure that appropropriate procedures are developed to ensure that conservation issues are adequately addressed and that staff at all levels have a sound understanding of conservation issues (Para 96) •••••• One possible means of tilting the balance in favour of conservation of habitat might be to discourage over-use and encourage those forms of boating which cause least damage to the canal environment, such as electrically-powered boats and those whose hull profiles create less wash.(Para l04) •••• Given that electric motors are adequate for canal travel and low in pollution compared with diesel and internal combustion engines - both in terms of noise, emissions and spillages - we consider that the Board should encourage a changeover fro. petrol and diesel to electric engines, both by differential license fees and by provision of power supply points (Para 106)." Three days after these recommendations had been reported both on the BBC and in the National Press, an independent Gallup poll conducted for "The Daily Telegraph" newspaper stated that top among the threats recognised by the public is pollution of rivers, lakes and waterways (93 %). " , I 2. On 16th August, a 250-page report issued by Professor David Pearce of University College, London, had as one of its recommendations that goods which pollute the environment should be taxed. Whether the implementation of such a radical suggestion would favour boats propelled by electric motors rather than diesel or petrol, remains to be seen. Finally, with the birth of the National Rivers Authority on 1st September, its chairman, Lord Crickhowell stated that as part of its becoming Europe's strongest environmental agency, there would be a new era of tough controls and prosecutions to reduce the unaccpetab1e level of pollution in Britain's waterways. With a 6,500-strong staff policing ten regions, the NRA will be responsible for pollution controls on rivers and other waterways and for protecting plants and wildlife around rivers. We can only hope that it will not be long before the recommendations of the afore-mentioned Commons Select Committee will be given serious practical consideration by the National Rivers Authority. MAKING LESS WAVES One solution to taking better care of the wildlife and plant life along the banks of canals and waterways, is to make t he design of your hull more efficient and friendly. In June 1985, British Waterways Board commissioned Dr Archie Ferguson of OSTEC (The Ocean Technology Department of Glasgow University) to research into the ways in which both narrowboat and cruiser hulls might be improved. Given that desk research showed little to have been done, by towing models up and down a test tank, Dr Ferguson and colleagues have come up with a new below-water design for the two types of inland waterways motorboat. To avoid the familiar bow wave and crest, a vertical, cylindrical bow shape was introduced, whilst the stern was given a truncate cone to reduce viscous drag, but with a skeg to house the propeller, itself surrounded by a U-shaped shroud. By studying videotapes made of various configurations (traditional bow and sterni modern bow and traditional sterni modern bow and modern stern) being towed up and down a tank modified to represent a fairly shallow and fairly narrow canal , it at once becomes evident, even to the inexperienced eye, that the new BWB/OSTEC design creates far less wash. Indeed t he higher the speed - say from 4 up to 6 mph - the better t he effect. Such a valuable study, should prove most beneficial to those planning to build entirely new electrically-propelled boats in the years to come and the BWB are to be commended f or their initiative. I' I ' 3. CHARGING POINTS From Jestyn, the Viscount St Davids, as experienced a n electric boating enthusiast as any, we have received the following suggestion: "We do need more charging points for electric boats, but the main need is for points for boats of over 35ft, which today and maybe always, means most hire-cruisers. to oblige craft of 35' or under to use the same points as craft which need more p owe r , would be a mistake. On present form, smaller electric craft appear to be likely to be the great majority. "Furthermore, to ask British Waterways to pay for putting in electric points for larger craft is to ask the taxpayer indirectly to subsidize this, as the operation cannot make money. Other boats might also complain of the diversion of scarce funds to specialist need s. "All this can be done by private enterprise, if BW watch safety standards and maybe help boat yards financially or in other ways. the under 35' electric craft can recharge batteries, giving 5-7 days of running off 16 amp points and such points, weatherproof and properly electrically pro t e cted, are being put in in all new, and old, marinas at all their moorings. If these points can serve other craft safely, they are safe for electric craft. There are masses of such points so there is no need for boaters to telephone ahead, as was usually done in the past as precautionary measure. "If BW were to put in electric points on mooring sites, they would be at the expense of long cable runs, whereas if they help boat yards, who already have strong cables, to d o the work, the result is far cheaper. The yards also use the points as welding points by day. Points installed in open countryside need expensive supervision and service: those in boat yards do not. "There is also the fact that telephoning ahead is possible ( I almost always do, except where I know t here are plenty of 16 amp points) and book a point if it is in a normal boat yard. "There are plenty of large and small electric dayb ~a ts , and these are increasing fast, but they have their own oints at home, and some are starting to run solely on solar pow r . he cruising electric boat is still a rarety, mostly because there is a public feeling that there are very few charg n g point s: the question most commonly asked is how many there a r e Th~ charging point position depends on announced policy decisi B . It needs far less money than now envisaged." 4. THE FREHCH CONNECTION From Steam & Electric Launch Company's dynamic publicist, Gillian Nahum, we have received news that we seem to be ahead of our European brethren: "Following a trip in early July to Paris where I met Monsieur Bassac of the E.D.F. (Electricite de France) to talk to him about his company's view on electric boats, I was determined to find a good, enthusiastic agent to represent S&E in France. Thanks go to Francois Wilmotte of the French LDA for the introductions. M Wilmotte took me for a working lunch to the Compagnie Francaise d'Electro-Chimie where we were entertained by the Technical Director and the Export Sales Manager, neither of whoa knew anything about electric boats. This gap in their knowledge has of course now been filled! Thus having reached the professionals, it was time to reach the general public so I submitted a number of texts and photographic material to the editor of "Fluvial", the only French magazine totally dedicated to inland waterwwyas. The ensuing article is to be published on Septemnber 14th. France can boast the first electric hydrobus carrying 60 passengers and operating in an idyllic site in Provence on the Lac du Verdon. I was lucky enough to get the whole story from both the operator and the builder as to the hassles involved and the subsequent success once actually on the water. In fact the vessel itself was not modified at all from the original diesel waterbus. However, the French authorities, ever­ sceptical about something new, insisted on two 15 kw electric motors and 3000 revs, thus rendering the boat grossly overpowered. The result is that the skipper uses only one motor at a time. The vessel's maximum speed is 17 km/h, although it cruises at around 10-12 km/h. I met the boatbuilder at his factory, several hundreds of miles away from the actual operating site and we discussed the French reaction to electric power. To date they had ignored its existence, but with a bit of clever campaigning on the back of the "green" revolution, we both agreed that the potential market there is quite enormous.
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