De-winterising tips

As we head towards spring, the temperature change signals the start of the cruising season and with it a need to de-winterise your boat. River Canal Rescue’s managing director, Stephanie Horton, advises what to focus on.

Water

Close any taps left open throughout the winter, replace the water heater plug (if removed) and switch on the water pump. Test the system for leaks or issues, and open/run water through each tap.  Start with those closest to the pump and work through to the one furthest away – this will push any air locks through the system.  Drain out any water in the tank and refill with fresh drinking water.

Engine

When considering servicing, include the engine, LPG and electrical systems, fire extinguishers and escape hatches. Check the oil (level and condition) - you’ll see whether the engine needs a top-up or service (the latter if the oil’s black).

Service your engine yearly or every 250 running hours (whichever comes first). Change all fluid filters and check the air filter. Even if they’re clean, it’s good practice to change them so they work well for the coming season. Run and test the engine to check for leaks and performance.

Check the antifreeze level - if it’s low, it could be due to a leak; make any necessary repairs and top up levels in case there’s a cold snap (you never know).

At RCR, we undertake engine servicing and inspections from mid-September to mid-March each year with discounted rates for members.

Fuel

Water in the fuel is one of the biggest causes of breakdowns and poor engine performance, so before running the engine, remove any excess water from the water trap filters.  If water is present or there are signs of diesel bug (black dust or jelly) - dip the tank to identify its severity and treat with a fuel treatment or polish the fuel.

If you don’t have a water trap filter, check the main fuel tank using a clear plastic hose.  Drop it into the tank (don’t disturb the fuel) and when you feel the bottom, place your thumb over the end to seal it and withdraw the hose. This should provide you with a sample of the tank (plus an indication of any diesel bug contamination) and show the amount of water present.

There is debate around what causes sticky fuel – a change in fuel density that appears to clog up injection pump racks, injectors and filter head plungers, and block fuel filters. A common denominator in all reported cases is the use of fuel treatments. They in themselves are not at fault; but there may be a link with fuel and chemical breakdown when stored for a while.

We now advise people to leave their fuel tanks empty when the boat is not in use over winter and upon return, drain off any water build-up, treat the remaining fuel and then add fresh. If using a fuel treatment, given we know chemicals start to breakdown within six months and we believe this is one of the contributing factors, use it within six to 12 months of purchase.

A strong smell of turps signals you may have a sticky fuel problem. If you think this is the case, overhaul the injectors and/or pump, empty the tank and refill with fresh fuel.

Bolts and terminals

Check bolts on couplings, engine mounts (only adjust the bottom bolt) and prop shaft are tight, and clean off any corrosion on battery terminals. Check the fan belt for tightness and wear (cracks and fraying are a sure sign it needs relacing) and gearbox oil levels.

A traditional stern gland should leak, but if it’s leaking too much, it probably needs adjusting and greasing. If this does not resolve it, it needs repacking.

Cooling system

Run your engine up to ‘running’ temperature (if there’s a gauge) or for approximately half an hour.  Check the cooling system for leaks or escaping steam and if something is found, ensure jubilee clips are tight.  If a split pipe is evident call out a qualified engineer. Finally put the engine into gear and check the control leaver operation, it should move freely with no tightness or ‘grabbing’, grease the ends, check for fraying, and replace if required.

Bilges and pumps

Remove all waste from the bilges and clean them. This helps you spot any developing leaks or issues throughout the coming season and reduces the risk of contaminants being pumped into our waterways.

A bilge pump is a must – it keeps your vessel safe, so it’s important to have the right type of bilge pump and install it correctly.

A maintenance pump manages small levels of water ingress consistently so requires replacing after a few years. Position it in an area where water ingress is likely, such as near the stern gland or directly under deck boards.

An emergency pump acts as an early-warning system, so it has to be automatic (responding without prompting) and positioned in an area at risk of serious ingress, and two-three inches higher than the maintenance pump. By making the outlet point as visible as possible, water pumped overboard will alert you to a serious issue.

Ideally vessels should both pumps. Also install a Bilgeaway filter- it uses a non-toxic solution to extract petrol, diesel, engine oil etc from water and renders them non-reactive, leaving environmentally-friendly contents in a cartridge which can be disposed of and the housing re-used.

Deck clearance

Clear deck drains of any leaves and debris – it will reduce the amount of water that enters the bilge and prevent rust occurring within the gunnels.

With meteorologists predicting a mild winter - causing the atmosphere to hold more water, leading to frequent and intense rainfall events - River Canal Rescue managing director, Stephanie Horton, is advising how to protect boats against sudden downpours and changes in water levels.

“Mooring ropes should be loose enough to cope with sudden changes in water levels. Check when mooring up if there are any ledges or plinths that could cause the boat to list if water levels drop. If a mooring’s at risk of flooding, run a rope to locations that can still be accessed even in a flood situation.

“To stop a vessel drifting onto land when water levels rise, position a scaffold pole or poles, or a boarding plank, between the boat and the river/canal side edge and fix it into position. This acts as a mooring post, preventing flood waters from floating the boat onto land.

“Consider, when mooring up, what could happen; will you need additional mooring lines (if so, rig them so you can adjust from the boat and get on and off easily)? If on a river with a strong flow, investing in chains is an option. Importantly, moor to something strong enough to hold 20 tons of boat.”

outlets closer to the water can be catastrophic!

Water ingress

Alongside weather-related emergencies, Stephanie reports badly-worn deck boards and leaking stern glands are key contributors to water ingress.

“Engine bays covered by marine-ply deck boards are supported by a C-shaped steel channel with drain holes to collect any seeping rainwater. If the drain holes block with debris, leaves and dirt etc, water flows over the channel sides into the engine bay. Over time, the wooden deck boards decay, creating a wider gap between them, and so the downward spiral continues; more debris falls into the channel holes and more water flows into the engine bay. Prevent this by replacing worn deck boards and clearing drainage holes.

“If a stern gland leaks when the vessel is stationary, it can potentially flood the engine area. As this collar of rubber or brass forms a barrier where the propeller shaft exits the hull, it must be well-greased with tight packing. The grease should act as a seal while not in use and you can tighten it by adjusting the nut on the stern tube.

“If greasing and tightening the adjust bolts fails to slow the leak, the packing may need replacing. Address this fast; a quick build-up of water will cause the vessel to sink - even if you have a bilge pump, it will soon be overwhelmed.

“When the propeller shaft is turning, a stern gland should only leak a few drops a minute (dependent on age and type). Water must circulate through the stern gland to keep it cool. If you’re unsure what adjustment to make, check the stern gland temperature; if it’s too hot, the packing’s too tight.

"Rusty areas in gas lockers can eventually allow water to leak in to the engine room; this is one of the top causes of insurance claims being rejected so ensure you check here.

“Water build up in the engine bay will cause the vessel to sit lower in the water, which in turn puts shower, sink or air outlets nearer to the water level, often with devastating results.

“Water ingress should not be a problem if you have a bilge pump. If possible, invest in an automatic one as it’s more reliable than a manual. Once left on the ‘automatic’ setting, its float switch dictates when it should pump, ensuring an immediate response to water ingress. And should a leak develop from elsewhere, such as the cooling system or hull, it will keep your vessel safe. If leaving your boat for long periods, regularly check the battery.

“If you have a bilge pump, install an environmentally-friendly bilge filter, such as Bilgeaway - this stops your boat pumping pollutants into the waterways and is a condition of the BSS.”

“Warnings against torrential rain may appear out of place, given this year we’ve witnessed numerous canal closures, restrictions and groundings due to low water levels, but now the tide has turned and those same waterways are starting to flood,” says Stephanie, “but as we know, climate change is leading to more extreme weather conditions.

River Canal Rescue began its journey in June 2000, when now-retired chief executive officer, Trevor Forman (partner of managing director, Stephanie Horton), had a recurring dream about providing a breakdown service for boaters. He even dreamt the name of the business and logo!
Trevor was a diagnostic mechanic and Stephanie, an electro-mechanical power engineer. They owned and had a love of boats, so possessed the necessary expertise and passion for such a venture. Having found nothing similar existed in the UK on a national scale, the business started with three staff; Trevor, Stephanie and director/chief rescue co-ordinator, Pete Barnett, testing reactions to its service proposition.

Following a formal launch in 2001, by the end of that year, RCR gained 100 members. Now, 25 years on from that initial dream, the company has grown from three staff to 37, and supports 20,000+ members, plus anyone else requiring assistance.

In 2024, RCR engineers responded to 171 major incidents; emergency situations involving submerged, partially sunken or grounded craft, plus salvage work, and 3485 general call-outs, for electrical, fuel and engine issues, flat batteries, over-heating and gear box failures etc. Over the past 25 years, Stephanie estimates its teams have responded to over 60,000 call-outs.

Other services

In addition to breakdown and recovery services, RCR offers maintenance and electrics courses, servicing, a WaterNav app offering offline mapping and route planning for the entire network, and Bilgeaway – the world’s first environmentally-friendly filter that stops fuel and oil pollution from bilge discharges.

Its subsidiary, Key Diesels, supply new and refurbished engines, nationwide and RCR is a distributor for electric motor company, Lynch Motors.

RCR’s Canal Contracting team – soon to be rebranded RCR Plus - helps boaters manage insurance claims and recover costs following an emergency and staff also have access to a nationwide network of over 600 specialist marine engineering service providers, electricians, plumbers, welders etc, with negotiated labour rates and parts’ costs.

No other organisation, whether marina, contractor or engineer has such an extensive in-house team or stocks such a wide range of parts to ensure solutions are sourced and implemented as soon as possible. Similarly, no other organisation works in partnership with a UK-wide network of service suppliers and contractors, addressing boaters’ issues, regardless of their location or issue.

RCR is authorised to handle claims for most boat insurers and is a pre-authorised by the Canal & River Trust (CRT), meaning teams have permission to attend on-site without having to complete in-house paperwork or secure approvals before undertaking a rescue or refloat, saving valuable time.

Awards

RCR’s apprenticeship programme is one of the best in the UK and the company is recognised as a Top 100 apprenticeship employer. RCR has also received awards for customer services, business growth and innovation and Bilgeaway has won the British Safety Industry Federation’s Water Pollution Prevention Award.

Not bad for a company that was at first a dream!

In a bid to reduce the number of cases of sticky fuel, River Canal Rescue is advising boaters to change their winter fuel storage strategies.  Sticky fuel is unrelated to the usual fuel contaminants and causes injection pump racks to seize, fuel injector and filter head plungers to fail, and return lines to block.

RCR says a common denominator in all reported cases is the use of fuel treatments. They in themselves are not at fault; but surmise there may be a link with fuel and chemical breakdown when they’ve been stored for a while.

With fuel suppliers advising diesel only has a shelf life of around six months and chemicals starting to break down after this time, RCR is urging boaters to take notice of this new information and take the following action.

Managing director, Stephanie Horton, comments: ” Over winter, where previously I would advise to fill tanks to prevent condensation build-up, best practice now is to leave them empty and upon return, drain off any water build-up, treat the remaining fuel and then add fresh.
“If using a fuel treatment, given we know chemicals start to breakdown within six months and we believe this is one of the contributing factors, use it within six to 12 months of purchase.”

Identifying sticky fuel

To help boaters identify a sticky fuel problem, Stephanie suggests they take a fuel sample and leave it in a clear glass jar on a window cill in the light. Initially, the fuel will be clear, but after a couple of days, if it is affected, it will go from clear to cloudy.
She continues: “If you are worried about your fuel or have symptoms consistent with sticky fuel, doing this test first may prevent you from having to dump what’s in your tank.”

cloudy sticky fuel (right) next to uncontaminated red and white diesel

Fuel removal

If there is an issue, RCR recommends fuel removal and disposal, using a franchise company that removes the ‘wrong fuel’ from vehicles, such as Fuel Doctor or Wrong Fuel etc. These companies have large containers in vans, long hoses and can attend the same day. The cost is £150-£180, with 20 litres of fuel delivered, and more can be requested. If accessibility is a problem, RCR suggests using a boat yard facility to pump it out.

Stephanie concludes: “Once the tank’s refilled with fresh fuel, leave any treatments for a while as fresh fuel appears to clean any residue in the fuel system. Winns injector cleaner is also good at clearing signs of sticky fuel in the system, however in most cases, the fuel will still need to be removed.”

Background

In December 2020, River Canal Rescue reported a rise in the number of call-outs across the UK for fuel-related issues, unrelated to the usual fuel contaminants.

Engineers found cases of seized injection pump racks with blocked nozzles, fuel injector and filter head plunger failures. The culprit was fuel that had left a syrupy and sticky residue in the fuel system, clogging components.

RCR said it was ‘contamination not seen before’, and fuel samples taken from boats were sent away for analysis. Bafflingly the samples were clear - it appears the only indication of contamination is a smell of turps/paint thinners.  This is due to any residue in the fuel being so small it is not able to be collected. Engine distributor Barrus also confirmed the samples it sent off were returned with no issues.

Over the past four years, RCR has been working to identify solutions to this protracted residue build-up, to prevent it clogging up engine components. RCR engineers have however, seen fuel related call-outs (injectors/pumps/contamination etc) continue to rise and believe it’s directly attributed to sticky fuel related issues.

Be in the know

• Sticky fuel occurs in all types of engines, anywhere in the country and with boaters using a range of different fuel suppliers; local fuel supply is not the problem.
• Do not store fuel for more than six months
• Do not store/use fuel treatments for more than a year
• Leave your tank empty over winter
• If there are issues with the engine running and no clear cause – treat with Winns injector treatment to clear suspected signs of sticky fuel

Sticky fuel v contaminated fuel

Sticky fuel looks clear, has no signs of contamination, the filters are clean but injectors and injection pumps collect a sticky residue that stops them operating correctly, producing similar symptoms to contaminated fuel. It can also affect other elements such as return lines, filter plungers and lift pumps.

Contaminated fuel is typically diesel bug, but also water, rust and debris in the fuel. The fuel will look cloudy and have clear signs of contamination causing filters, pipes and pumps to block, and engines to run rough or cut-out, causing vibration and smoke.

River Canal Rescue reports its teams, from 1 June to 31 August this year, responded to an unprecedented number of call-outs; 50 major incidents involving submerged, partially sunken or grounded craft, and 1200 general call-outs, typically for electrical, fuel and engine issues, flat batteries, over-heating and gear box failures.

This equates to nearly half the 121 major incidents RCR attended last year, and around a third of the whole year’s 3335 general call-outs.

A high proportion of the major incidents were due to boats being trapped and submerged in locks, after getting stuck on lock cills, people missing signage, and underwater damage. There were more incidents on rivers than canals, and the river Trent at Sawley appears to be an incident hot-spot.

General call-outs were evenly spread across the UK with the top three reasons being fuel issues, fouled props and engine overheating.

RCR managing director, Stephanie Horton, comments on the major incidents: “There are numerous reasons why boats get trapped on lock cills; you may not be used to the lock and accidentally push your boat further over the cill or perhaps lose concentration for a second which can be disastrous. Not seeing signage or poor signage is an issue; on the river Trent at Sawley there’s a huge sign with chevrons telling you to keep left, but people miss it, and frequently become grounded in the wrong channel.

“There are many cases of people going the wrong way – usually when rivers are in flood and weirs and locks may be difficult to see. Then boaters sometimes don’t have enough power to change their route and end up trapped on weirs.”

Underwater damage to props, hulls, skegs and tiller cups is equally common, mainly due to the amount of debris found in rivers and canals due to fly tipping. Dumped mattresses, clothing and wiring are the main culprits, with low water levels making things worse.

With canals silting up, grounding is also becoming a problem, as are clogged-up fuel filters caused by sticky fuel and diesel bug.

Stephanie continues: “This spike in numbers certainly stretched our entire staff. Everyone at RCR is rescue-trained, but for major incidents we have six rescue engineers. As there were high demands on their time, our 19 general breakdown engineers pitched in to help, which in turn put pressure on their call-outs and return visits with parts. We were however, able to support everyone who called us, meeting our ethos to get boaters moving again as soon as possible with minimum disruption and cost, and to keep the navigation clear.”

She concludes: “With the Met Office reporting this summer was the coolest since 2015, I thought the poor weather may have put people off taking to the water, but this wasn’t the case. There seems to be more boaters enjoying our inland waterway system, and I suspect our high call-out figures are either due to the cost-of-living crisis, prompting more people to enjoy a staycation on the water, or owners spending less on boat maintenance.”

Case study

Lock 13, Tilston lock, the Shropshire Union canal, a hiring from Anglo-Welsh. Boat was caught on the lock cill, causing the stern to stay in place while the bow lowered in line with the dropping water level, sinking the vessel.

Sunday 21 July - RCR three-man team attended to find the vessel was held on the lock cill by one inch of rudder, making it unstable. As the team could not enter the boat, due to health & safety issues, the only option was to flood the lock and float it off the cill. After approval from Anglo-Welsh, the lock was flooded and the boat sunk to the bottom of the lock safely with guide ropes and winches.
Now stabilised, after emptying the lock, the team sealed entrances and pumped-out the vessel while the lock was refilled. Once refloated it was moved and recovered by Anglo Welsh.

In 2023, River Canal Rescue (RCR) warned boat owners about third-party ONLY insurance policies and how ambiguous wording could leave them unable to recover costs for a vessel refloat, removal and pollution management if their boat sinks.

It’s not just third-party policy wording however, that’s under fire; RCR highlights that even when you’ve done everything correctly, you can still end up in a situation where your claim is denied.
RCR and its subsidiary, Canal Contracting, respond to hundreds of incidents resulting in insurance claims every year, and there’s growing alarm over the high number of cases where it could be argued that claims are unfairly rejected.

Managing director, Stephanie Horton, comments: “In addition to insurance companies removing common third-party risks or adding them as optional extras, essentially downgrading their cover, we’re witnessing some heart-breaking cases, where insurers are rejecting claims from people with fully comprehensive cover, leaving them to cover salvage costs and unable to replace their homes or possessions.
“In most cases owners have been responsible, obtained surveys and undertaken all work identified, but can end up still being penalised for issues they were unaware of.”

Lost everything

Keith Gray from Manchester and partner, Niall Senior, bought 52ft narrowboat Wind Whistle in November last year. The modified boat had no engine, the original empty steel hull was welded to a new steel cabin superstructure, the inside of the steel shell had been spray-foamed and cabin spaces refitted.

During its survey, the surveyor made a series of pre-purchase recommendations, such as adding skin fittings and valves, blocking up un-used holes in the stern and fitting bilge alarms and pumps, which the sellers agreed to rectify.

The buyers opted to insure with the boat’s existing insurers, reasoning the insurer would know its history and modifications. They left the boat Christmas Eve to visit family, and on Boxing Day, during a period of storms, the boat sank.

Having messaged their insurer, Keith and Niall were offered no help re salvage or finding temporary accommodation, so they contacted RCR who organised the salvage and provided support/advice.

After the boat was raised, the insurer’s surveyor said the rebuilding and fitting out works had been undertaken without adequate care and attention to acceptable boat building practices and construction standards, and reported the boat ‘not fit for purpose’.

Key contributors to the sinking were identified as:
• The domestic water tank and water system pipework had not been installed and secured in an appropriate manner or with the right material.
• There was no, or a significant lack of, ballast beneath the cabin floorboards, negatively impacting the boat’s stability, and the cabin floorboards were laid and secured in such a way they cannot be lifted to allow the retrospective installation of ballast in the underlying bilge.

• Weight was added high up without appreciating the effect this might have on the boat’s stability. Thick/heavy tiles and timber were affixed and used to line the cabin sides and deck heads and a very large wall-mounted mirror was affixed to the cabin side in the saloon.
• Hull openings were incorrectly configured and an inappropriately blanked-off out-of-use skin fitting was left through the hull, close to the waterline, suggesting a lack of appreciation of the impact this may have on seaworthiness in general.
• The plastic skin fittings were not fitted with a valve and therefore open/unsealed, and proprietary skin fittings were not in place in the two openings in the port hull topsides, adjacent to the galley sink.
• There were no bilge pumps or alarms fitted and the openings were not watertight.

The surveyor said these issues should have been flagged up to the insurer, yet Keith and Niall were either unaware of them or believed they had been put right.

The insurer rejected the claim, citing: the insured failed to comply with the surveyor’s recommendations, the vessel was not maintained for the use intended and it was in a poor condition, causing water incursion which was not sudden, unforeseen or accidental (which they would cover).

Having used their life savings for the boat, the couple now have no home, money or possessions, and the insurer even declined to pay for the lift-out and towing away of the boat.
Their insurer offered to refund Keith and Niall the policy premium, if they accepted the terms of the declination (which they haven’t) and advised them to sue the sellers/ pre-purchase surveyor via their legal expenses cover (which they are).

Keith, a creative director, and Niall, a musician, are trying to return Wind Whistle to a live-able condition and have set up a Go Fund Me page  so they can pay a joiner to re-fit the boat.

A heart-breaking case

Lily Goodwin bought her 36ft springer narrowboat Stortford Rose in September 2020, during lockdown, continuously cruising in the London area.

The pre-purchase survey showed up a few amber flags, but nothing critical, and Lily undertook all the work highlighted in the survey. Crucial to her claim, the surveyor said the gas locker coatings were beginning to breakdown due to age (recommending the locker is thoroughly descaled and protective coatings applied), but he did not say the gas locker coatings were holed.

Similar to Keith and Niall, Lily went with her seller’s insurer – thinking it would keep things simple.

In November 2021, Lily double-moored her boat on the River Lea, London, and went to stay at her boyfriend’s for the weekend. While away there was a storm and the boat sank. After contacting her insurer, RCR attended to refloat it.

The insurer’s surveyor reported: ‘RCR stated the weed hatch was very loose and they suspected that had been the source of the ingress. The freeboard was measured at 12 - 13cm with the gasket found in good condition, so it was not confirmed this was the cause. The rudder stock tube, stern gland, gas locker and through-hull penetrations were inspected but with access restrictions due to detritus and personal possessions, no obvious cause could be identified.'

Having confirmed the boat was beyond repair and with no obvious sinking cause, the surveyor said he would sign off the sinking and Lily’s claim would be paid.

Stortford Rose sank again two days later. RCR believes this was due to the theft of the bilge pump it installed, preventing water being pumped out as it drained into the bilges, coupled with heavy rainfall.

After being raised, Lily felt the second visit from her insurer’s surveyor was less positive. He appeared to spend less time inspecting the boat and asked for more contents evidence. Lily’s possessions, including equipment, electrical items and the bilge pump/battery RCR installed, had been stolen.

Having conceded the first sinking was due to the storm and water entering the gas locker through the drain and possibly from above (which Lily believes would have been covered), in his second report the surveyor concluded ‘the vessel sank because water entered the gas locker, which was holed through corrosion, allowing water to enter the engine compartment. This happened on both occasions. Had the gas locker been in good condition, it is likely that it would have contained the water. The extent and severity of the corrosion was not identified in the survey report, commissioned by the insured’.

The claim was rejected, citing negligence, yet it was due to an issue Lily was unaware of as it hadn’t been picked up by her pre-purchase surveyor. Lily was also left to pick up the second salvage, lifting and transporting cost which was over £3,500.

After the boat was taken out of the water, Lily asked for a second independent survey - he found the hull was very thin, half the hull thickness reported by the first surveyor – and said if the boat had been hit once raised, it would let water in.

Despite sharing her evidence with the insurer, the claim was still rejected.

Lily, a freelance art-fabricator involved in prop making, didn’t take out legal expenses cover and cannot afford the legal fees to take things further. She has now sold her boat to someone who will refurbish it.

Distressing
Stephanie concludes: “It is important that owners do their own checks and ask questions, make sure you are fully informed. Gas locker issues make up a large proportion of rejection of claims so is always worth checking these areas periodically. These cases are very distressing, and it is concerning that claims are being denied when a survey has not picked up a problem. If customers take all the precautions and actions outlined in a survey – having instructed a professional to provide guidance – how can they be held responsible for not knowing about an issue that is then relied upon to reject a claim? Unfortunately, the cases detailed are only the tip of the iceberg.”

With more cruising downtime, this is the perfect time of year to undertake maintenance tasks. One area requiring attention is the domestic water tank, so here, River Canal Rescue advises on the different types of tanks and how to purify them.

Typically constructed of three types of material; plastic, stainless steel or mild steel, each water tank has differing maintenance requirements and associated risks.

The highest risk material is mild steel - it reacts with oxygen to produce rust which drastically depreciates the water, creating an environment for bacteria to develop. While the bacteria is not known to be dangerous, if a bacterial infection takes hold, it can give the water a foul smell and taste. When inspecting the tank, the bacterial infection will look like slime attached to the sides.

Plastic tanks offer greater protection from bacterial infection however, dependent on material and age, they will start to release toxins into the water when they begin to break down so it’s important to replace plastic tanks in accordance with their shelf life.

They’re also more likely to absorb or hold any chemicals added to purify the water. For example, the chemical in purifying tablets used to flush the system may remain in the water for a year or so and while these toxins are not dangerous, a chemical smell and taste will persist.
The lowest risk material is stainless steel – this offers protection from rusting and bacterial infection and as it doesn’t retain toxins, it avoids persistent foul smells and tastes.

Domestic water tank maintenance differs by material.

Stainless steel tanks require a purification cycle of at least once a year. To do this, add a purifying tablet to a FULL water tank and leave to activate for the advised time period. Once purification has occurred, turn all the taps on and drain the system as much as possible. This will ensure purification flows through the system. Next, refill and flush the tank twice more to evacuate any residual chemical within the system (with the taps on and a running hose pipe in the tank).

Mild steel tanks require the same purification cycle as a stainless-steel tank but they also need deep cleaning every three to five years. This entails removing the inspection cover and power washing the inside. Do not sand down or rub the rust off - rust is not dangerous and the power washer will remove any loose rust and debris build up. Do not paint the inside of the tank (unless specialist paint is used) as this will leach toxins into the water.

Plastic tanks also require a yearly purification cycle, but instead of using chemicals, they should be cleaned out manually using hot water. If the tank is inaccessible a hot water flush will suffice. If a chemical is the only method available, regularly flush the system with fresh water. Furthermore, do not allow water to stand in the tank for long periods of time as this increases the build-up of toxins in the water.

Finally, filtration is advisable for any domestic water tank. A filter will remove any debris or sediment, drastically improving the water quality and consistency, and there are also filters that can remove toxins. Filtration however, does not replace the need for tank maintenance and if this is neglected, water will be foul smelling/tasting water even if filters are installed.
RCR has more boat maintenance tips on its website.

​As storms continue to batter the UK, River Canal Rescue (RCR) is reporting an increase in the number of call-outs to recover submerged vessels. In October, Storm Babet alone, was responsible for 13 boats succumbing to rapidly rising water levels on the Caldon, Chesterfield, Leeds & Liverpool and Leicester Canals, the Rivers Great Ouse, Soar, Trent and Weaver, and in Leicester Marina.

RCR expects persistent heavy rainfall and storms to increase the number of vessels experiencing issues and says continually rising water levels will result in more divers needed to recover them.

“Boats either couldn’t cope with the deluge of rain, were unable to rise in line with increasing water levels due to too tight ropes, or in the case of one call-out, sunk after trying to turn in strong currents, ended up listing and catching a tree stump where water overwhelmed the vents,” comments managing director, Stephanie Horton.

“A number were swept down river when flood waters and flow increased, depositing them, semi-submerged and miles from their home location.”

RCR says in a seven-week period, starting the beginning of October, 35 vessels fell victim to storms Babet, Ciaran and Debi. “With our winters predicted to become even wetter, it’s important to prepare for stormy weather and check your insurance is adequate,” Stephanie continues.

Over 40% of the rescues RCR has attended have had claims denied for differing reasons, including some where salvage is not included in the cover.

"Be prepared," Stephanie adds: “While not all situations can be avoided, owners should check their mooring ropes are loose enough to cope with sudden changes in water levels, and if a mooring is at risk of flooding, run a rope to locations that can still be accessed even in a flood situation.

“To stop a vessel drifting onto land when water levels rise, position a scaffold pole or poles, or a
boarding plank, between the boat and the river/canal side edge and fix it into position. This acts as a mooring post, preventing flood waters from floating the boat onto land.”

Alongside weather-related emergencies, RCR reports badly-worn deck boards and leaking stern
glands are key contributors to water ingress.

Stephanie explains: “Engine bays covered by marine-ply deck boards are supported by a C-shaped steel channel with drain holes to collect any seeping rainwater. If the drain holes block with debris, leaves and dirt etc, water flows over the channel sides into the engine bay. Over time, the wooden deck boards decay, creating a wider gap between them, and so the downward spiral continues; more debris falls into the channel holes and more water flows into the engine bay. Prevent this by replacing worn deck boards and clearing drainage holes.

“If a stern gland leaks when the vessel is stationary, it can potentially flood the engine area. As this collar of rubber or brass forms a barrier where the propeller shaft exits the hull, it must be well-greased with tight packing. The grease should act as a seal while not in use and you can tighten it by adjusting the nut on the stern tube.

“If greasing and tightening the adjust bolts fails to slow the leak, the packing may need replacing. Address this fast; a quick build-up of water will cause the vessel to sink - even if you have a bilge pump, it will soon be overwhelmed.
​
“When the propeller shaft is turning, a stern gland should only leak a few drops a minute - it’s
difficult to be precise, as the amount is dependent on the gland’s age and type. However, water must circulate through the stern gland to keep it cool as the shaft turns. If you’re unsure what adjustment to make, check the stern gland temperature; if it’s too hot, the packing’s too tight.

Water spilling into the engine bay will cause the vessel to sit lower in the water, which in turn puts shower, sink or air outlets nearer to the water level, often with devastating results.”

Stephanie concludes: “Water ingress should not be a problem if you have a bilge pump. If possible, invest in an automatic one as it’s more reliable than a manual. Once left on the ‘automatic’ setting, its float switch dictates when it should pump, ensuring an immediate response to water ingress. And should a leak develop from elsewhere, such as the cooling system or hull, it will keep your vessel safe. However, if you’re leaving your boat for long periods you do need to regularly check on the battery.

“And if you have a bilge pump, install a bilge filter, such as Bilgeaway - this stops your boat pumping pollutants into the waterways.”

RCR’s filter, Bilgeaway, is the world’s first truly environmentally-friendly bilge discharge filter. It
extracts contaminants from bilge water, renders them non-reactive and leaves the contents in a
cartridge which can be disposed of and the housing re-used.

Breakdown and emergency assistance firm, River Canal Rescue (RCR), is calling for boaters to check their terms & conditions if they have a third-party insurance policy, as many will leave them unable to recover costs for a vessel refloat, removal and pollution management if their boat sinks.

RCR says it’s aware of a number of insurance companies that are capitalising on the demand for cheap policies by modifying their terms & conditions, including removing some common third-party risks or adding them as optional extras.

This, says managing director, Stephanie Horton, is causing major problems for owners, who due to unclear Policy Information Documents, are unaware they’ll be left to foot the bill for vessel refloat, pollution management and environmental damage claims, should their vessel sink:

“While most third-party policies will support ‘salvage’ – vessel sinking – claims, as there’s a risk you may cause damage to the environment and other vessels, do not take this for granted. Boat age is another issue; although a standard policy covers specific age-ranges, insurers can exclude certain vessels, or will only insure with a survey, not a BSS certificate, so it’s important to check.”

RCR is also concerned about claims handling, saying a number of insurers fail to appreciate boaters’ circumstances or support them during what is usually a very traumatic event.

Stephanie continues: “The emphasis is generally on claimants to limit further damage, organise estimates, report on what’s happening and pay for the work. Most insurers don’t take into account if you’re on holiday, you cannot progress the claim as you would if at home, and if you’re a liveaboard, and have just lost everything including your bank cards, phone and personal possessions, you’re not in a position to take any of the above actions.

“Before buying insurance, check the policy exclusions and optional extras, and ask how your claim will be processed if your vessel sinks or is at risk of sinking - is there a 24 hour helpline and online support?”

To help boaters navigate third-party policies and claims handling procedures, RCR has compiled two insurer comparison tables. Where possible its team checked all available policy documents, but this may not cover everything, so use only as a framework. Similarly, the claims handling data is based on general claims, and each case may be different.

RCR and its subsidiary, Canal Contracting, respond to hundreds of incidents resulting in insurance claims every year and regularly witness insurance policies failing to meet customer expectations and variations in insurer claims handling. Its Incident Care team helps boaters manage insurance claims and reduce risks following an emergency – call 01785 785680 to find out more.

River Canal Rescue says a recent callout on the river Severn, where a vessel became grounded upstream after taking the wrong turn at a junction, underlines the importance of knowing what to do if a boat becomes stuck. And with low water levels, sand bank and silt build-ups, debris and weed-filled waterways increasing the risk of grounding, RCR managing director, Stephanie Horton, offers the following advice:

Grounding can occur anywhere if you stray from the middle of the water course, cut a corner to take the shortest route or fail to check water levels before setting off. It’s therefore really important to find out, where possible, the protocols and what’s happening in the area you plan to navigate. Situations will develop all the time, so be aware of the risks around you and be cautious while cruising.

If you run aground, put on a life jacket and put your boat in reverse to see if you can move away from the obstruction. If this doesn’t work, walk around the vessel testing the surrounding water depth with a boat pole. This will pinpoint where the water’s shallower and where the problem is. On rivers you can usually see it - rocks or gravel for example - as the water’s clearer.

If the front of the boat’s grounded, move some of the ballast that may be holding it down. The water tank is always at the front of a narrowboat so turn on the taps to empty it and move heavy items such as gas bottles, the anchor and any chains to the rear – this will give the boat more buoyancy at the front and potentially lift it a vital few inches which may be all it needs to clear itself. Half a ton of water can create a six inch difference. If it does clear, put the boat in reverse.

If the boat’s grounded on one side, it’s a similar scenario; move anything that’s weighing it down in this area to the opposite side. Do this in cautious stages - if you over-balance, the vessel will list and it could end up taking on water.

If there are people onboard, position yourself at the helm and ask the remainder to rock the boat gently; the momentum may move it. If the rear of the boat’s aground and the propeller’s lifted (which is a rare scenario), you’ll probably need a tow.

While it’s tempting to ask a passing boater for a tow, this should only be undertaken by an experienced boater. We’ve had cases where the person towing the vessel has got into trouble and we’ve ended up rescuing two boats. Also, anyone on a hire boat will invalidate their insurance if they try to tow you, so it’s better not to put them in that position in the first place.

If you‘re able to free your vessel, check it thoroughly at the first possible opportunity – particularly the hull – as this could have been damaged.

During the peak season, RCR regularly gives phone assistance to people who have become stuck, and although many callers are then able to move their boats, around 40% require support from a rescue team.