......HNBOC has achieved in the past few years.
It has always been the HNBOC's contention that what we do for our members and
historic boats also has
benefits for many other boaters and waterway users
- dredging and maintenance of navigation structures to their original
specifications being prime examples. This is
borne out by the significant
number of associate members who presumably also see it that way.
Apart from general issues - such as
adequate maintenance
- there have also been many other instances where
the club has achieved a result which has been of
benefit to all
. Some of these - in which the Club has been the prime mover - are outlined
here. Much additional action has also been made
in support of other organisations.
In the early 1970's British Waterways (BW) introduced a scheme of
registration plates
for boats. These were to be permanently fixed either
side of the bow. After representations from the HNBOC, alternative fixing sites
were agreed in a more traditional place on the rear cabin sides.
The HNBOC supplied evidence
for, and made representations to, the
Fraenkel Committee
set up to investigate BWs funding and maintenance backlog. These particularly
related to
navigable dimensions
for craft on different waterways at the time of the 1968 Transport Act and to
which BW are now bound to adhere or improve upon.
Early representations were made concerning
paddle gear and spindle sizes
as after implementation, new problems were found. BW have admitted there is
still a safety problem and are slowly taking corrective action to
ensure that only the correct sized windlass can be used.
A satisfactory solution to questions raised concerning
steam powered craft in tunnels
has been found and a code of
practice produced in conjunction with the Steam Boat Association.
A 10% licence discount has been agreed with BW for historic craft. This has yet
to be properly implemented and further concessions on moorings and additional
formats for licences are being sought.
The club has long campaigned for recognition of a need for available moorings,
of typically 14 days, for craft which are weekended round the system. This has
now been accepted and BW are additionally
obliged
to have a
mix of mooring types
where more stringent measures are in place.
What the .......?
......HNBOC has done regarding the Boat Safety Scheme.
The HNBOC has supported throughout the
principle
of such a scheme, although has frequently disagreed with BW on the necessity
for and content of much of the present detail. Since 1992 frequent
consultations have taken place and an
increasing number of issues
resolved
These include:
Licence types:
The differences between Commercial and Pleasure Boat licences, as perceived by
BW, required the
rationalisation of some
anomalies eg contradictory requirements for the positioning of heating/cooking
appliances in cabins without a second means of exit, contradictory requirements
for guard
rails around decks and
counters.
Fuel system:
Allowing the retention of certain fuel gauges, sight glasses, dipsticks and
indicators on former freight
carrying/passenger
boats/tugs/ice-breakers etc. No requirement for a fuel drain valve. Variation
in requirement for fuel return pipes. Variation in beam requirement for
exemption on balance pipe
valves and clarification of
the term pipe.
Engine installation:
Early engines are not required to have a reverse gear. Oil tight tray not
required provided no bilge
pump draws from this area.
Only potential hot areas of exhaust need to be lagged. Recognition of silencing
requirements of certain engines. Acceptance that all engine stop and start
controls need
not be extended to the
steering position if they were not designed to do so.
Fire extinguishers:
Still a major contention for small cabins, but an exemption of one
extinguisher for craft
without engines.
Appliances:
Recognition that (eg) legless ranges may not have suitable fixings and that
chocking is therefore sufficient.
Blowlamps
for (eg) Bolinder engine starting (several modern boats also have such engines)
are
no longer subject to the requirement for a flame failure device.
Concessions since 1997:
Diesel fillers
which are inboard and have large openings
do not
have to be piped to an outside filler for (eg) Grand Union style tanks (and
others)
where there can be
no unseen spillage
.
Solid bulkheads
between (eg) a traditional back cabin and engine room, on a historic boat, are
deemed to be a structural member and there is
no need to cut an escape hatch.
Boats with cargo carrying licences are not now required to comply with Part 10
of the BSS (which covers life-buoys, hand rails, hull openings, weed
hatches, safety glass and
ventilator labellings).
Finally,
at a 1997 meeting with David Fletcher (BW chief exec) it was agreed that it was
"
very important to
work together to get
historic boats through the coming requirements for the BSS"
.
"It was not (BW's) intention to force inappropriate modifications on
historic boats"
and
"If there are any problems with examiners or surveyors
(on historic boats)
then David Allison, in the first instance (followed by DF) should be
approached,
who will be
sympathetic".
Our Club is one of the oldest on the inland waterways.
For over thirty years it has campaigned for the interests of boaters in
general, and historic boats in particular. Additionally it has acted to
preserve aspects of
waterways heritage which were specific to the needs of historic craft in their
working context.
The present Boat Safety Scheme was born out the former Certificate of
Compliance scheme
which was applied, by
British Waterways, to hire craft in the late 1970's - always with the proviso
that a similar scheme would eventually be implemented for
all
craft. At that time the
HNBOC made certain
representations - some of which were included as exemptions in the first drafts
(ca 1990) of the present scheme.