The last of the light slid behind the hedgerows, leaving the canal washed in indigo and silver. Theo balanced the violin against his knee, listening to the water slap gentle rhythms against the hulls. Across the narrow gap, Ivy leaned against her cabin rail, mug cradled between her palms, her father’s cap shadowing her eyes. She looked at home in the half-dark, as if the canal had decided to claim her after all.

Theo tightened the bow hair with careful turns. “One more tune?” he asked.

She smiled faintly. “As many as you like. The canal doesn’t keep time.”

He drew the bow across the strings, starting slow, letting the first notes breathe. Not the storm-fire reels he was known for, not the restless tearing at melody. Something gentler. A waltz his grandmother had hummed when he was a boy, rough-voiced in the kitchen while water boiled and windows steamed. The sound settled into the dusk like a lantern on still water.

Ivy closed her eyes, rocking slightly with the rhythm. “That’s different,” she murmured. “You’re not fighting anything in that one.”

Theo gave a slight shrug, still playing. “Can’t fight the ghosts. Best to let them sing.”

When the tune ended, the silence didn’t feel empty. It felt companioned. He set the violin across his lap and reached for the apple she had passed him earlier, biting into it, the crunch loud in the quiet.

“You said your father read the market like a book,” Theo said, wiping juice from his thumb. “What did he read about you?”

Ivy’s smile flickered. “That I was always in a hurry. He said I tried to skip ahead to the last page. Maybe he was right. I left the canals for years, thought I wanted noise and speed. Now…” She gestured to the water, the sky, the boats rocking together. “Now I wonder if he knew I’d come back eventually.”

Theo tapped the violin’s belly with his fingertip, thoughtful. “Fathers like to think they can read the future. Maybe they hope loudly enough that it feels like prophecy.”

She looked at him steadily. “And yours?”

He shifted, shoulders tightening before he forced them loose again. “Didn’t stay long enough to read anything. Music filled the space he left. Bandmates, teachers, crowds, they all had an opinion. None of them were his.”

Ivy said nothing, but the quiet she offered was better than words. She reached across the gap with another slice of bread, bridging the boats with her hand until he took it. The gesture was small, but it felt like an agreement.

Theo raised the violin again, this time offering the bow toward her. “Want to try?”

She laughed, shaking her head. “I’d sound like a cat in a sack.”

“Cats can be tuneful if you listen right,” he said with a grin. “Besides, there’s no audience but the water.”

She hesitated, then set her mug aside and stood. The step between the boats was a narrow risk, but she crossed, balancing with arms outstretched until her boots found his deck. Up close, the lantern glow from his cabin caught the strands of hair loose around her face, the green-gold in her eyes. She looked younger, but also steadier.

He placed the violin gently in her hands and guided her fingers. Her laugh bubbled out when the first note squealed, but she pressed again, slower this time, and the sound smoothed enough to be recognizable.

“Not bad,” he said softly. “For someone in a hurry to get to the last page.”

She shot him a playful look, then tried another bow stroke. The melody faltered, but Theo filled in around her, weaving his bow under hers until the two sounds awkward and assured met in the middle. The waltz limped into being, uneven yet beautiful for its effort.

By the time she handed the instrument back, her cheeks were flushed with laughter. She sank onto the roof beside him, breathless. “You made me sound better than I was.”

“Every good tune hides the rough notes,” Theo said. “You just have to carry on until the music forgives you.”

They sat shoulder to shoulder, the violin resting between them like a third presence. Above, the stars thickened. Below, the canal rocked them gently in its slow pulse. Theo felt the knot of tension inside him loosen another thread. Here, with Ivy’s laughter still echoing and the water steady beneath, he no longer needed to fight the silence. He could let it hold him, note by note, story by story.

The sun slid down toward the tree line, painting the water a coppery shade and casting a shadow. Ivy had cooked bread, warmed on the stove, with cheese softened at its edges, and apples cut into neat slices. The kettle rattled and hissed before she poured two mugs of tea. She hesitated with the second mug, then stepped onto the stern, balancing both.

Theo sat cross-legged on the roof of his boat, violin at his side, fingers idly plucking at the strings. He looked up when she approached, the faintest grin tugging one corner of his mouth.

“You bringin’ a peace offering?” he asked.

“Or reinforcements,” she replied, holding out the mug. “Depends on how you play it.”

He took it with a nod. “Then cheers to both.” He blew across the surface, sipped, and winced. “Hotter than it looks.”

“Always is,” she said, settling on her own roof across the narrow gap of water. Their boats rocked gently in tandem, like two lungs sharing the same breath.

For a while, they sat in easy silence, the water lapping softly against steel. Theo plucked a tune, fragmented, uncertain, and Ivy found herself humming before she meant to.

“You know it?” he asked, tilting his head.

“Dad used to whistle it in the market,” she said, surprised at the steadiness of her own voice. “Every Saturday, like clockwork. He said the tune was older than the bricks in the bridge.”

Theo’s bow lifted the melody into the air, soft and unhurried. Ivy closed her eyes, hearing not just Theo but her father’s ghostly whistle threading through. She smiled. “He’d have liked that. You’d have annoyed him, mind you, but he’d have liked it.”

Theo’s brow furrowed. “Annoyed?”

“You play like you’re fighting something. He liked music that didn’t argue with the listener.”

Theo considered, bow stilling against the string. “Maybe I do argue. Maybe that’s the point.”

“Or maybe you just haven’t been listening,” she said before she could stop herself. The words hung between them, too honest to take back.

Theo looked at her for a long moment, then chuckled low. “You’ve got a sharp tongue, line-burn.”

“It’s Ivy,” she corrected, though she smiled as she said it.

They ate together without ceremony, passing bread, trading slices of apple, sharing the space as though they’d rehearsed it. Conversation slipped between silences like oars dipping into water.

“Your father,” Theo asked at last, careful as a man setting a fragile thing on the table, “he was well-known on the cut?”

“Not famous. Just… known.” She brushed crumbs from her lap. “People trusted him. He fixed engines, gave tows, and listened more than he spoke. The market was his measure of life, bread weight, fiddle tunes, and the way folks greeted each other. He said if you can read a market, you can read a village. And if you can read a village, you can tell if you belong.”

Theo nodded slowly, eyes on the canal rather than her. “Sounds like he belonged everywhere.”

“Everywhere there was water,” she said. “Everywhere the lines hummed the same tune.”

Theo set the violin across his knees, fingers stroking the worn wood. His voice lowered, almost more to the strings than to her. “I came here because the noise was too much. City noise. Band noise. Even the applause felt… like shouting in the wrong key.”

Ivy tilted her head. “And the canal fixes that?”

He gave a half-smile. “Not fixes. Teaches me how to sit still long enough to notice what I’m carrying. Out here, you can’t outrun yourself. The water’s too slow for that.”

She studied him, trying to read the words underneath. He hadn’t said what he was escaping, not directly, but she heard it in the pauses, the weariness, and the dissonance of a man who’d given too much to the world and lost his own voice.

“Maybe slow is what you needed,” she said gently.

“Maybe it’s what we both needed,” he answered, looking at her then. His eyes caught the last of the light, green-gray and steady. For once, he didn’t look like he was arguing with himself.
The night settled around them, crickets stitching the silence. Theo lifted his bow again and played, not the storm-fire she had first heard, but something quieter, almost contemplative. Ivy listened, tea cooling in her hands, heart warming in her chest. For the first time since taking her father’s boat, she felt less like a visitor to the canal and more like part of its slow, unfolding song.

In military circles it is said that plans rarely survive contact with the enemy. The same could be said of my plans for a teaching career. I dropped out after my first teaching practice and got a dead end job in a fascist paper factory. I use the F word advisedly. The boss kept asking me if I was Jewish and once told me that he’d fought on the wrong side in the war.

No longer needing to be near the college I moved my two little boats to join Lilith on the farm moorings. The fees were 50p per boat per week, which was a bargain for Lilith. Even at £1.50 for the 3 boats it wasn’t too bad but, when he realised that I was living on them the farmer demanded £3 a week for the 3 craft. Extortion!

I moved on to the towpath side near the village of Stoak. With a wage in my pocket I was able to re-activate the little car that I had left behind at my parent’s house.

The planking was complete at the stern end of Lilith and I wanted to build a back cabin to live in. Someone told me that at Ellesmere Port the canal was chock full of wood from the recent motorway construction. I drove over there and, though I found no free wood, I came across volunteers preparing the derelict area for opening as a boat museum in a few weeks time.

I got talking to Tony Hirst who told me that they had a problem. They were planning to bring lots of historic boats to the opening, but had no way of keeping them safe in a place renowned for vandalism and arson. I immediately volunteered to become resident volunteer caretaker, boat pumper outer and vandal chaser offer.

 

 

 

The photo is of Lilith on her 120th birthday, December 2nd 2021. We towed her and Hazel to the first winding hole up the Peak Forest then returned to a patch of waste ground in Dukinfield and had a bonfire. An oak tree was planted in the ashes, growing the wooden boats of the 22nd century!

Arrangements were made to move my boats. Lilith was to hang on behind the Thomas Clayton pair Spey and Gifford. My floating hutches were to follow on after the celebrations were over.

Lilith still had no means of steering, so it was an interesting journey, dangling on the end of a line from Gifford’s anser hook. Tony Lewery was steering the butty and a combination of his efforts and my use of an improvised shaft we mostly kept her out of trouble.

Trouble came on arrival at The Port. The volunteer harbourmaster was the owner of a Josher steamer and tended to look down on lesser craft. With one glimpse of my disreputable Joey boat he ordered her to be taken down to the bottom basin, which was then still derelict. Bad decision!

There are parallel locks down to the bottom basin, one set wide and the other narrow. Being a narrow boat Lilith started down the narrow locks. It had been several years since she had been through a narrow lock and she had not been dieting. It took a team of volunteers, diverted from other work, most of the afternoon to drag her protesting hull through those two locks. It was then decided that she could come into the top basin after all. She returned up the wide locks.

When the weekend festivities were over I fired up my little Ailsa Craig outboard and whirred along the canal with Mosquito and Melford, the floating chicken hutches, to take up residence in the basin and start my new duties.

Gifford is still an important part of the Boat Museum’s collection.

Spey is still travelling the canals in the care of the ‘Spey crowd’. They are probably the best example of a shared ownership group looking after a historic boat. They have continually maintained and improved her for over 50 years and are now passing her on to a younger generation.

Lilith is in the care of the Wooden Canal Boat Society and, in her 125^th year, is awaiting another restoration at Portland Basin, Ashton under Lyne.

Please feel free to get in touch if you would like to help https://www.wcbs.org.uk/ 07931 952 037

The British waterways are turning from a reminder of the past, industrial legacy into something far more, into something with future potential! Our network of canals now represent everything, from house boating and alternative transport to the cruising holidays and ecotourism that attract so many visitors. As people turn to an altogether simpler lifestyle, the eco credentials that alternative transport offers will only continue to enhance the role our waterway vessels play.

DataIntelo forecast that the canal boats and narrow boats market value globally will come to 2.8billion USD by 2025, and that by 2033 it will reach 4.1 billion USD at a CAGR of 4.8%. European waterways contribute more than 42% to the global canal boats market and the UK’s demand for canalboats remains highest, a result of our strong history of boating and well-established network. If you’re already a boating enthusiast, looking to purchase your first boat, or just curious to learn about the different ways in which Britain’s waterways are being used, it's a good idea to look at the trends of modern waterways boats.

The Revival of Britain's Inland Waterways

Britain has more than 2000 miles of navigable canals and rivers forming the most acclaimed network of inland waterways anywhere in the world. Developed in their heyday to carry coal and manufactured goods to industrial centers, canals are now an important tourist attraction and offer an attractive way of life for thousands, in addition to playing a significant role in local economies. More investment is being channelled into upgrading the marinas and waterways and a growing number of people are taking to the waters to experience a water-based life style in these increasingly trendy outdoor living days. Keeping alive all of the heritage but adding to it a modern touch to develop new markets.

Narrowboats Continue to Define Canal Living

None capture the essence of Britain's canals more effectively than the narrowboat. Originally built to accommodate the historic locks of England and Wales' canal network, narrowboats are the vehicle of choice for travel across the majority of the two nations. Their compact build provides access to canals inaccessible to other types of boat.

Modern narrowboats mix old with new:

• Fully equipped kitchens
• Central heating
• Solar panels
• Smart electrical systems
• Comfortable living spaces
• Remote working facilities

Their versatility makes them suitable for:

• Weekend cruising
• Long-term touring
• Residential living
• Holiday hire businesses
• Digital nomad lifestyles

Canal holidays popularity continues to create demand for narrowboats across the country.

Widebeam Boats Are Expanding Residential Options

Although narrowboats have remained a symbolic image, widebeam boats are becoming increasingly popular among prospective buyers who desire additional living space.

Providing a widebeam boat with a home-like design is attractive for individuals intending to live comfortably on wider canals and rivers over an extended period.

The primary benefits are:

• Larger bedrooms
• Spacious kitchens
• Full-sized bathrooms
• Dedicated office spaces
• Greater storage capacity

With the rising cost of housing in many cities of UK, people are more likely to consider floating homeas an alternative way of living. According to DataIntelo, applications for floating homes are amongbthe rapid growth areas in the market.

Battery-Electric Canal Boats Are Powering a Cleaner Future

Perhaps the most exciting development transforming inland waterways is the advent of electric, battery-electric canal boats.

Compared to the average diesel marine engine, electric propulsion can be:

• Quiet cruising
• Zero exhaust emissions during operation
• Lower maintenance requirements
• Reduced fuel costs
• Improved onboard comfort

Lithium-ion batteries now facilitate multi-day electric boating with a range of increasingly availablec harging options at marinas across the globe. “Global Electric Canal Boat Market will be experiencing an 11.3% growth from 2023-2029 due to the increased awareness about global warming and climate change, and the implementation of clean transport rules. The demand for ecologic-friendly water crafts among people is the major reason for market growth,” reports DataIntelo.

Sustainability Is Becoming a Major Purchase Driver

In every segment of recreational use, awareness of the environment is driving consumer buying habits, and boating is no exception. New boats often come with the following:

• Solar charging systems
• Hybrid propulsion
• Battery-electric drives
• Lightweight construction materials
• Energy-efficient lighting
• Water-saving plumbing
• Smart power management

In turn, these technologies make life more affordable while also making water cleaner. But for lots of customers, sustainability is at the forefront - it has grown equally vital to functionality or comfort.

Canal Holidays Continue to Grow

What was behind the rise of 'slow travel'?

It’s this movement that has led to the comeback of the canals. These travelers want to step off the fast train, and slow down, with the time to experience both the nature, and the locals, of a place.

Canal holidays provide:

• Flexible self-drive adventures
• Wildlife watching
• Historic towns and villages
• Cycling and walking routes
• Waterside pubs and cafés
• Family-friendly experiences

The results of new market research have confirmed narrowboats as the number one option for canal holidays. Their unique ability to enter Britain’s historic network of canals, coupled with the convenience and comfort they offer couples, families and groups, mean they have proved extremely popular.

Technology Is Modernising Traditional Boats

Today's inland waterway craft often benefit from modern digital technology while maintaining a traditional look.

Popular upgrades include:

• GPS navigation
• Battery monitoring systems
• Smart heating controls
• Remote security monitoring
• Wi-Fi connectivity
• Solar energy integration
• Mobile app controls

These innovations make boat ownership easier while attracting younger buyers accustomed to connected lifestyles.Technology is helping traditional boats remain relevant for modern living.

Why Europe Continues to Lead the Market

Europe remains the world's largest canal boat market due to several unique advantages:

• Historic canal infrastructure
• Strong boating culture
• Heritage tourism
• Extensive marina networks
• Government investment in waterway restoration
• Growing eco-tourism

Great Britain has a special place as the UK boasts a history of canal building and is host to a thriving community of boat owners. As work continues on waterway restoration and with growing public support, there are positive indications that Britain's waterways can look forward to future growth.

What Buyers Are Looking for Today

In the last decade consumer expectations have been totally revolutionized.

Today’s consumers have come to value:

• Energy efficiency
• Flexible interiors
• Sustainable propulsion
• Remote working capability
• Luxury finishes
• Low operating costs
• Comfortable year-round living

The companies are responding with vessels that incorporate traditional looks with the practicalities of the modern era. This compromise is turning into the major selling point in the market for inland waterways vessels.

The Future of UK Waterway Living

A fresh lease of life for Britain’s canals is ushering in a new chapter for these unique waterways, where the traditional can coexist harmoniously with the new. Narrowboats are the main form of waterway craft operating in the UK. The wider beam canal boat is becoming increasingly popular as a form of houseboating, while electric battery canal boats show what benefits Eco-tech could bring to the alternative lifestyle afloat. An increase in investment, a growth in eco-awareness, and an interest in this lifestyle will create a solid, sustainable growth in UK waterways for years to come. From keen boaters and potential purchasers to our vital canal communities, UK waterway living will never have been greener, quieter, or more connected.

Reference: https://dataintelo.com/report/canal-boats-and-narrow-boats-market

Most narrowboat crews spend hours choosing routes, packing provisions, and researching waterside pubs. Far fewer think about daylight until they are already on the water, discovering they have overcommitted to a day they cannot finish in the light available. Getting your daily mileage right on a canal holiday comes down to one thing more than any other: knowing exactly when the sun rises and sets at your location.

Key Points:

1. Check your specific UK location's sunrise each morning so early lock starts are planned, not guessed.

2. Mooring at least one hour before sunset is a firm safety rule, not a loose suggestion.

3. Checking bank holiday dates in advance lets you avoid congestion on the busiest routes before it happens.

Daylight Is the Real Engine of Your Itinerary

On the canal network, the sun sets the pace. Locks are not safe to work after dark. Swing bridges require clear visibility to judge safely. Even picking a mooring alongside other boats gets genuinely difficult in low light. Once you accept that natural daylight, not the number of miles on the map, governs each travel day, everything about planning a narrowboat holiday starts to make more sense.

In high summer, a crew can be underway by half past six and still have a relaxed evening mooring by seven. By October, the same route might offer fewer than nine usable hours, and a mis-timed start can leave you searching for a mooring in near-darkness. The difference between a comfortable day and a stressful one is often a fifteen-minute check the evening before.

How Location Changes Everything

Sunrise in the Scottish lowlands can arrive significantly later than sunrise in the Thames Valley, even on the same calendar date. That gap might only be twenty or thirty minutes, but on a day when you are trying to get through a flight of six locks before the queue builds, twenty minutes matters enormously.

Checking sunrise times for your specific location gives you a precise figure rather than a rough national estimate. Most experienced narrowboat crews build this into their evening routine: note the local sunrise, subtract preparation time (engine warm-up, removing mooring pins, getting the kettle on), and that gives you a realistic departure window rather than an optimistic one.

Planning Your Morning Around the First Lock

The best crews on the canal network share one habit: they never arrive at a lock flight at the same time as everyone else. Popular flights like Hatton on the Grand Union, Audlem on the Shropshire Union, and Tardebigge on Worcester and Birmingham can see significant queues forming by mid-morning during busy periods.

Starting early, not as a point of pride but as a practical strategy, can transform the experience of a long lock day.

Here is how to structure a productive travel morning:

1. Check sunrise and local weather for your section of canal the night before
2. Set a departure time that gives you full daylight from the first lock, not just from when you wake up
3. Complete the main lock flight before eight-thirty whenever possible
4. Eat breakfast before you leave so stops do not cost you time during the productive window

Getting through the first lock flight in that early window means you arrive at your midday mooring well ahead of the crowd. Afternoons on the canal are far more pleasant when the heavy work is already done.

What Makes an Early Start Actually Work

There are a few habits that separate crews who manage early starts comfortably from those who intend to leave early and end up an hour behind before the engine is on.

• Lay out ropes and windlasses the night before so the deck is ready to go
• Note any water points or sanitation stations you need to hit before leaving the area
• Brief everyone on the crew about the plan so nobody is caught off guard by the alarm

None of this is complicated. It is just the kind of preparation that makes six-thirty feel natural rather than chaotic.

The One-Hour Rule Before Dark

This is the rule that almost no experienced narrowboater argues with: moor up at least one hour before sunset, and ideally longer. It sounds conservative until you have once tried to find a mooring in failing light on an unfamiliar stretch. Towpath edges become hard to judge. Other boats appear suddenly. The mooring pins you need to hammer in are harder to see than you expect.

Checking sunset times for your stretch of canal each day is the simplest way to know when your working day ends. That information gives you a hard stop time, and you can plan your afternoon progress around reaching a good mooring point before it arrives.

What the one-hour buffer also gives you is the evening itself. A narrowboat holiday is supposed to include sitting on the roof with a drink while the towpath goes quiet, a meal at a pub a short walk from the water, or watching the light fade over a lock cottage. None of that happens if you are still trying to place the boat in near-darkness at eight o'clock.

Bank Holiday Weekends: The Traffic Problem You Can See Coming

There is a specific kind of congestion on the canal network that surprises first-time hirers completely. Bank holiday weekends push a concentrated surge of boats onto the water, and the most popular routes take the full weight of it.

The Llangollen Canal in particular, one of the genuinely spectacular waterways in Britain, sees significant queuing near the Pontcysyllte aqueduct approach over the May and August bank holidays. The southern Oxford Canal fills up in a similar way, with tight moorings and slow progress through the villages. The Kennet and Avon between Bath and Devizes can become almost stationary on a long weekend in summer.

Checking public holidays before you finalise your dates gives you real options. You can book a quieter route where traffic spreads more thinly, plan to hold position at a pleasant mooring on the busy day and let the surge pass before moving, or treat the bank holiday itself as a deliberate rest day rather than a disruption.

Mid-week windows, particularly the Tuesday-to-Thursday stretch, are consistently calmer on almost every canal in England and Wales. If your hire allows any flexibility in start dates, even a one-day shift can make a significant difference to how much space you have on the water.

Matching Your Route to the Season

Every canal route has a different character at different times of year, and daylight hours shape much of that character. A week on the Llangollen in July and a week on the same canal in November are almost different trips. The miles are the same. The experience is not.

Shorter days in autumn and winter do not mean the canal network is not worth visiting. Many experienced boaters prefer the quieter months precisely because the towpaths are empty, the moorings are available, and the pubs are genuinely welcoming. But the planning discipline becomes more important, not less.

A practical approach for autumn and winter cruising:

• Build no more than five to six hours of actual cruising into any day
• Identify your target mooring in advance and have a backup option within one hour of it
• Treat the later sunrise as a fixed constraint and plan around it, not against it

Light Hours Across the Hire Week

One detail that catches out multi-week hirers is that daylight changes meaningfully even over a single holiday. In late September, you can lose close to two minutes of evening light every day. Over a ten-day hire, that adds up to twenty minutes of usable evening you no longer have by the end of the trip compared to the start.

Building a small buffer into each day, rather than planning to use every available minute of light, absorbs that drift without any stress. The crew that leaves a little margin each day arrives at the end of the week in exactly the position they expected. The one that plans to the last minute ends up compressing the final days to recover lost time.

If you are using one of the many hire boat companies to book your trip, your holiday hire details will often include route guidance, but they rarely calculate daylight hours for you. That part is yours to manage, and the tools to do it are simple.

The Day the Canal Gives You

The canal network rewards a particular kind of traveller: organised enough to respect the limits of the day, and relaxed enough not to fight them. Checking sunrise and sunset at your location each evening, noting the bank holiday dates before you book, and building a realistic daily plan around what the light allows, these habits cost almost nothing and return an enormous amount in comfort and enjoyment.

The waterways have been carrying boats for over two hundred years. The pace is built into the infrastructure. The locks, the bridges, the mooring rings, all of it expects you to work with the day. Once you start planning that way, the whole experience shifts into something genuinely unhurried. And that, more than any particular route or destination, is what a canal holiday is supposed to feel like.

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The quiet hum of an electric motor replacing the clatter of diesel is becoming the new soundtrack of Britain's canals. Green boating—centered on battery-electric canal boats, eco-friendly vessels, and sustainable waterway living—is transforming how people experience and inhabit the cut. This isn't just a niche trend for eco-enthusiasts; it's the next big wave in UK waterway culture, driven by environmental awareness, technological advances, and a growing desire for slower, more mindful travel. According to our latest research, the global battery-electric canal boat market size was valued at USD 518 million in 2024, reflecting a robust expansion driven by the growing demand for sustainable waterway transportation solutions. The market is projected to reach USD 1.62 billion bt 2033, growing at a CAGR of 13.5% during the forecast period from 2025 to 2033.

The Environmental Imperative: Why Canals Need Green Boating

Britain's canals face unique environmental challenges. These narrow, often slow-moving waterways are particularly vulnerable to pollution from diesel engines, which release particulates, carbon monoxide, and unburned fuel into the water. Traditional narrowboats, the backbone of UK canal culture, typically run on diesel engines that can contaminate water quality and disturb delicate ecosystems supporting aquatic plants, fish, and wildlife.

The Canal & River Trust, which manages over 2,000 miles of waterways in England and Wales, has identified water quality as a critical priority. Diesel pollution contributes to oxygen depletion in water, harming fish populations and disrupting the natural balance that allows duckweed, water violets, and other aquatic vegetation to thrive. Noise pollution from diesel engines also disturbs birds and wildlife that have returned to canal corridors as urban green spaces.

Green boating addresses these problems directly. Battery-electric canal boats produce zero emissions during operation, eliminating the risk of fuel spills and reducing the carbon footprint of canal travel. For liveaboards—people who permanently reside on canal boats—the switch to electric represents a commitment to sustainable living that aligns with broader environmental values.

Battery-Electric Canal Boats: Technology Meets Tradition

The technology behind battery-electric canal boats has matured dramatically in recent years. Modern electric propulsion systems deliver the same torque and reliability as diesel engines while offering significant advantages in efficiency and maintenance. A typical electric narrowboat can travel 40-60 miles on a single charge, sufficient for most day trips and weekend holidays on UK canals.

Key Technological Advances

Battery Capacity and Chemistry: Modern canal boats use lithium-ion batteries with capacities ranging from 20 kWh to 80 kWh. These batteries offer higher energy density, longer lifespans (8-10 years), and faster charging times than older technologies. Some manufacturers are experimenting with solid-state batteries that could double current capacity while reducing weight.

Charging Infrastructure: The charging network along UK canals has expanded rapidly. The Canal & River Trust has installed over 150 electric charging points at key mooring locations, including Birmingham, Manchester, London, and the Midlands ring. Many public houses, boat clubs, and holiday bases now offer charging facilities. Solar-powered charging stations are emerging at scenic locations, allowing boats to recharge using renewable energy generated on-site.

Motor Efficiency: Electric motors for canal boats deliver 90-95% efficiency compared to 30-40% for diesel engines. This means less energy waste, longer range per charge, and reduced heat generation. regenerative systems can even capture energy when the boat slows, extending range by 10-15%.

Leading Electric Boat Manufacturers

Several UK manufacturers have entered the electric narrowboat market:

• Ortomarine – UK based builder specializing in the incorporation of electric propulsion systems intocustom narrowboats and canal boats - typically a blend of battery-based and solar supported modularsystems.
• Finesse Boats – Long-established boat builder in the UK offering narrowboats handcraftedtraditionally but available with hybrid and electric power.
• Ovation Boats (Charnwood Cruisers range) – Creates canal boats which can accommodateelectric drive propulsion for leisure craft, and inland cruising craft.
• Mothership Marine - Mothership Marine, established in 2013, is a UK leader in sustainable electric boat solutions, specialising in solar-powered narrowboats and classic wooden vessel conversions.

These boats typically cost 15-25% more than comparable diesel models, but owners report lower operating costs due to reduced fuel expenses (electricity is cheaper per mile than diesel) and minimal maintenance (no oil changes, filter replacements, or engine tune-ups).

Eco-Friendly Vessels: Beyond Electric Motors

Green boating extends beyond electric propulsion. Eco-friendly vessels incorporate sustainable materials, energy-efficient design, and waste-reduction features throughout their construction and operation.

Sustainable Construction Materials

Traditional narrowboats use steel hulls, fiberglass interiors, and synthetic materials that have high environmental footprints. Eco-friendly alternatives include:

• Recycled Steel Hulls: Using steel from decommissioned vessels reduces mining and processing impacts
• Natural Fiber Insulation: Hemp, wool, or cellulose insulation replaces fiberglass and foam
• Bamboo or Reclaimed Wood: Interior paneling and furniture from sustainable sources
• Low-VOC Finishes: Paints and sealants that don't release volatile organic compounds into water or air

Energy Efficiency Features

Modern eco-vessels integrate multiple energy-saving technologies:

Solar Panels: Roof-mounted solar arrays (200-400 watts) supplement battery charging, particularly useful during summer months when daylight is abundant. Some boats generate enough solar energy to power all onboard electronics without additional charging.

Heat Recovery Systems: Electric heating systems with heat pump technology provide efficient cabin heating while using less energy than traditional diesel heaters. Some systems recover heat from the motor itself, reducing overall energy consumption.

Water Conservation: Compact water filtration systems, composting toilets, and rainwater collection reduce the need for fresh water refills and minimize waste discharge.

Waste Management

Eco-friendly boats prioritize waste reduction:

• Composting Toilets: Eliminate the need for chemical waste tanks and reduce water usage
• Greywater Filtration: Treats water from sinks and showers before release, protecting water quality
• Zero-Plastic Policies: Many eco-boaters avoid single-use plastics, using reusable containers and biodegradable alternatives

Sustainable Waterway Living: The Liveaboard Movement

The liveaboard community—people who permanently reside on canal boats—is at the forefront of sustainable waterway living. For many liveaboards, choosing an electric or eco-friendly vessel is part of a broader lifestyle commitment to minimalism, environmental responsibility, and connection with nature.

Why Liveaboards Choose Green Boating

Environmental Values: Many liveaboards are motivated by climate concerns and desire to reduce their carbon footprint. Living on a boat naturally reduces consumption (smaller space, fewer possessions), and electric propulsion extends this philosophy to transportation.

Quality of Life: Electric boats offer a quieter, smoother experience. The absence of diesel smell, engine noise, and vibration creates a more peaceful home environment. This is particularly important for families with children or pets.

Cost Savings: While electric boats have higher purchase prices, operating costs are lower. Electricity costs approximately £0.15 per kWh compared to diesel at £1.50 per liter. For a boat traveling 500 miles annually, electric power costs £30-50 versus £200-300 for diesel. Maintenance savings add another £200-400 annually.

Community and Identity: The green boating community is growing, with boat clubs, social groups, and online forums connecting eco-conscious waterway residents. This community provides support, shared knowledge, and a sense of belonging.

Challenges for Green Liveaboards

Despite advantages, green liveaboards face practical challenges:

Charging Availability: While charging infrastructure has expanded, it's not yet universal. Remote canal sections and rural moorings may lack charging points, requiring careful route planning.

Range Anxiety: Electric boats have limited range compared to diesel. Liveaboards who travel frequently or venture far from charging hubs must plan carefully or consider hybrid systems.

Winter Performance: Battery efficiency decreases in cold weather, reducing range by 20-30% in winter. Proper insulation and heating systems are essential for year-round living.

Initial Cost: The 15-25% price premium for electric boats can be prohibitive for some buyers, particularly those entering the liveaboard market with limited budgets.

Peer-to-Peer Boat Rentals: Making Green Boating Accessible

Peer-to-peer (P2P) boat rental platforms are democratizing access to green boating. Platforms like Borrow a Boat, Ohba, and canal-specific rental services allow boat owners to list their electric or eco-friendly vessels for short-term rentals, making sustainable canal holidays accessible to people who can't afford to purchase a boat.

How P2P Rentals Work

1. Owner Listings: Boat owners list their vessels with details on battery capacity, range, and eco-features
2. Renter Booking: Renters search for boats matching their needs (size, location, ecological features)
3. Verification: Platforms verify boat condition, charging equipment, and safety features
4. Rental Experience: Renters receive instruction on electric boat operation and charging procedures
5. Feedback: Both parties review the experience, building trust in the platform

Benefits for Green Boating

Lower Barrier to Entry: Renters can experience electric boating for £400-800 per week versus £40,000-80,000 for purchasing. This allows people to test the lifestyle before committing to a purchase.

** Increased Exposure**: P2P platforms expose thousands of new users to electric boating, building awareness and interest in green alternatives.

Owner Income: Boat owners earn income from rentals, offsetting purchase costs and making electric boat ownership more financially viable.

Sustainability Multiplier: One electric boat can serve multiple renters annually, maximizing the environmental benefit per vessel.

Heritage Tourism: Connecting Past and Future

Green boating aligns surprisingly well with heritage tourism on UK canals. Many canal visitors are drawn by historical interest—the Industrial Revolution legacy, preserved tunnel systems, historic bridges, and restored warehouses. Electric boats enhance this experience by providing silent, pollution-free travel that doesn't detract from the historical atmosphere.

Heritage Routes and Electric Boats

Certain canal routes are particularly popular for heritage tourism:

• Kennet and Avon Canal: Connects Bath to Bristol, featuring historic tunnels and Viaducts
• Llangollen Canal: Welsh borders scenery with 18th-century engineering
• Macclesfield Canal: "The Chase" section with historic industrial sites
• Panther Canal: Manchester's industrial heritage corridor

Electric boats are ideal for these routes because their quiet operation allows visitors to appreciate historical structures without engine noise, and zero emissions preserve the integrity of historic masonry and prevent water contamination near heritage sites.

Tourism Industry Response

Canal holiday companies are responding to demand for green heritage tourism:

• Holiday Base Operators: Many now offer electric boat rentals alongside traditional diesel options
• Tour Packages: Some companies create "eco-heritage" packages combining electric boating with guided historical tours
• Educational Programs: Boat clubs offer workshops on canal history and environmental stewardship

The Future of Green Boating on UK Canals

Policy and Regulation

The UK government has signaled support for zero-emission watercraft through:

• Funding Programs: Grants for charging infrastructure and electric boat development
• Zoning Regulations: Potential "quiet zones" on canals where diesel engines are restricted
• Emission Standards: Tighter regulations on waterway pollution that favor electric alternatives

The Canal & River Trust's "Waterways for Tomorrow" strategy includes targets for 50% of holiday boats to be electric by 2030.

Technological Advances

Future developments will address current limitations:

• Higher Capacity Batteries: Solid-state and lithium-sulfur batteries could double current range
• Faster Charging: Ultra-fast charging (15-20 minutes) will reduce downtime
• Hybrid Systems: Diesel-electric hybrids will offer flexibility for long-distance travel
• Smart Charging: AI-powered systems optimizing charging based on weather, route, and battery status

Market Growth

The canal boats and narrow boats market is projected to grow from $1.5 billion in 2025 to $2.2 billion by 2033, with electric vessels capturing an increasing share. Industry analysts predict electric narrowboats will represent 25-30% of new sales by 2030, up from less than 5% today.

Conclusion: Joining the Green Wave

Green boating is no longer a futuristic concept—it's a present reality reshaping UK canal culture. Battery-electric canal boats offer practical, enjoyable alternatives to diesel, eco-friendly vessels minimize environmental impact, and sustainable waterway living aligns with broader values of conservation and mindfulness. Peer-to-peer rentals make green boating accessible to newcomers, while heritage tourism connects this modern movement with the canals' rich history.

For anyone considering canal boat holidays, liveaboard living, or simply exploring UK waterways, green boating presents an opportunity to enjoy these historic corridors while contributing to their environmental preservation. The quiet hum of electric motors, the absence of diesel smell, and the satisfaction of zero-emission travel represent not just technological progress but a deeper connection to the natural and historical landscape of Britain's canals.

The next big wave in green boating isn't coming—it's already here, and it's inviting everyone to join.

The college summer holidays of 1975 was when I intended to make some real progress on Lilith. I booked some time on Chester dry dock and began to make preparations. My intention was to renew the stern post as the old one was rotten. The new curved planks that I had fitted were just sort of hanging where they should have been spiked in to the hoodings. My only problem, I thought, was what to make the stern post out of.

Another victim of the purge of the hippies and the hairies o’ was a couple who lived on a pair of wooden joeys called Thelma and Flute. Thelma was motorised with a full length conversion. Flute was open with just a small back cabin. They had hoped to build some sort of business on the cut but now had decided that there was no future in it. They were selling up and moving to a cottage in Wales.

They had some pieces of wood to get rid of, including a railway sleeper, which, in my innocence, I thought would do for a stern post. There were also some pieces of cedar which once supported the flat bed of a lorry. They still hold up Lilith’s cabin roof to this day. If I remember rightly I gave 50p for the lot. This transaction started a persistent rumour that I rebuilt Lilith exclusively with old railway sleepers.

I had to move Lilith back into Chester for the docking. In those days very few boats troubled with the Wirral line from Chester to Ellesmere Port. As the docking date drew close I kept a sharp eye out for a boat heading that way.

One day a newish looking Springer passed my boats and I thought I’d give it a try.

I let an hour or so pass then got on my bike and rode to The Port. The boat arrived there shortly after me, so I helped them tie up and then made my request, to which they readily agreed. After they had made a cursory examination of the derelict basins we loaded aboard my bike and set off. The young couple in charge of the boat hailed from Southampton and had borrowed it from one of their parents.

Lilith still had no rudder but she followed the cadged tug fairly well. I did my best to keep her out of mischief with the aid of a length of 3x2. We reached Chester without major mishap.

Her arrival caused great consteration among the boatbuilders over at Taylors yard. It was clear to them that I had a lot to learn. The big issue was the width of the seams, the gaps between the planks.

Earlier in the year the wooden josher motor Daffodil had been on the dock having her bow rebuilt. Arthur Howard had taken charge of spiling, cutting and steaming the planks. He had done it so accurately that you could hardly get a fag paper between them, let alone a run of oakum. I heard the lesser boatbuilders complaining about it as they tried to do the caulking and I determined not to do the same. I left quarter inch gaps between the planks.

A more serious problem as far as David Jones was concerned was that to let me rip out a stern post and attempt to replace it with a railway sleeper was asking for trouble . My chances of making any sort of watertight seal seemed vanishingly small.

I was given a choice. I could cancel my docking at no cost or, I could carry on with it but agree to pay massive amounts of compensation for every day over my allotted time. As my only income was a student grant (yes, impecunious ex students, they paid us to study in those days) I took the safer option.

Through the auspices of David Jones I’d bought some through and through boards ( sliced lengthwise through the tree trunk retaining the bark on each side) of larch. He suggested that I use some of this wood to make an apron behind the stump of the sternpost so that I would have something to spike the planks into.

I made a journey to Liverpool to buy oakum, pitch and tar from the delightfully named Liver Grease Oil and Chemical Company, then somehow lugged it all back on the train. I fitted shearing, a thin vertical layer of planks that lines the inside of the hull. The pitch and tar were boiled up, in a pot on a fire on adjacent waste ground, and combined with horse manure to make chalico. This wonderful substance was used to seal around the apron and between the planks and the shearing. With shearing in place I started caulking those gaping seams. I soon needed a further trip to Liverpool for another bale of expensive oakum.

Often, as I was working, Arthur would come to see what I was doing. He would take a pinch of snuff and offer me one, which I refused, then he would say “course, you know don’t you” and carry on to explain how I should be doing whatever job I was making a pigs ear of.

With the Autumn term fast approaching I blagged another tow back to my mooring at Croughton, but the identity of my victim this time is lost in the pile of dead dendrites at the bottom of my skull.

20 years later I enjoyed a cup of tea on board Thelma somewhere around Milton Keynes with a chap known as ‘Cup o Tea’ John. Sadly, shortly afterwards he sold her to new owner who allowed her to sink and left her to the mercy of British Waterways. More recenly I saw a photo of Flute, still looking the same, for sale on the River Chess. I wonder if she still exists. Despite all the excellent work of Arthur Howard, Daffodil was eventually broken up.

Lilith is now part of the fleet of the Wooden Canal Boat Society. Those planks fitted over 50 years ago are now needing replacement again so she is laid up at Portland Basin, waiting. Get in touch if you’d like to help general@wcbs.org.uk 07931 952 037

Some time in the seventies when I was a sullen teenager (and my elder brother was at university) someone decided it would be a good idea to “do” the Avon ring. I think it may have been my brother that suggested it as an alternative to the go so far and come back style of holiday that we’d pretty much all become used to. Dad had managed to get a three week break from work at the (then still viable) power station at Kingston on Thames so all looked set to go.

I used to enjoy the out and back style of journeys as it was nice to revisit places we had previously stopped at. This though was a route march and we had to make certain moorings on time. My main memories of this holiday are the noise made by the Yanmar diesel that grossly underpowered the 26 ft Springer narrowboat that was rather spartan in its layout. The family had bought it at bargain base price and Dad had followed Sam Springer’s ideas on layout (which were a little spartan) using floorboards and not a lot else to make bunks.

All was good when we set off and the Yanmar proved to at least be reliable. It sat under the stern deck with no silencer fitted, making the whole of the boat sound like a machine gun being fired continuously inside of a grain silo. How my brother managed to listen to his beloved cricket escapes me!

We were beset with various electrical issues (causing the headlamp to go out in the middle of a tunnel) and a lot of condensation. The Critall windows were also prone to leaking when it rained. On the latter one I can remember Dad buying a large quantity of blue putty to seal all around the window frames, which thankfully did the job.

I got a bit frustrated with the route march format which left very little time to enjoy the places we stopped at. Also it annoyed me because my brother had taken on the duty of keeping things on the move. Part of the journey involved the tidal Severn (which was dangerous, due to us being quite well underpowered) but we plugged our way along it, making even more noise and a fair old bit of black sooty smoke.

I remember putting my foot on the boat at Tewksbury but what I thought was the boat was actually thin air allowing my leg to go between Springer and wharf side, nicely removing most of the skin off my right shin. I was not amused and my Granny was mortified that I’d probably get some kind of blood poisoning from it. I’m happily still here now though about 50 years later so I guess that I just perfected my general bad attitude of the time.

Eventually we knew there was an aqueduct to traverse and that day was a windy one. As we headed on to the trough of Edstone the boat kind of ground to a halt. The crosswind had pinned us to the towpath side. Dad decided to pull us out (with a load of noise) in reverse gear and have another shot at a higher throttle setting. This got us a third of the way across and then stuck us like glue to the towpath side. Whatever we did, including trying to pry ourselves off with boathooks only allowed a few feet more forward progress.

“Ive had an idea,” says me, climbing onto the side deck and jumping off. Sadly my Granny hadn’t been told that the 10 metre drop to the ground would be interrupted by the canal towpath that sat at the same level as the bottom of the canal. She yelled (probably louder than the diesel, though at higher pitch and was not amused to see me standing by the boat on the towpath. I was able then to push the thing off the side of the trough and walk along as it slowly (Nyzark was never a speedboat) towards the end of the aqueduct, at which point I climbed back aboard.

“Wasn’t that a clever bit of quick thinking from Michael,” was something that definitely wasn’t said. Instead I seemed to be somewhat verbally chastised for doing such a stupid thing as to jump off the boat. My argument that it had actually worked cut no ice, so we paused for afternoon tea whilst the dust settled.

I suppose I had got some form, as the previous year I’d managed to get knocked into the Oxford canal in the infamous Fenny Compton “Tunnel” when a hire boat hit us. After 50years it is a rather funny thought that anyone would assume I’d jump off an aqueduct but I had the role of sullen teen back then and, when we eventually paused our journey at Stratford on Avon, I was told to stay out of the way because some teenage girls were trying to attract my brother’s attention. My thought was that at just two years younger, why the hell weren’t they trying to do the same with me!

They didn’t succeed though with him or me, but I did rather object that if anyone’s attention was being sought, it automatically had to be John’s and not mine. Having said that, as a sullen teen I was probably about as attractive to the opposite sex as a rotting cabbage.

Again 52 years later and with nearly 44 years of marriage under my belt, that image has sort of bitten the dust. I just asked my good wife and she said she’s never been tempted to dump me in the compost bin so I guess that things all turned out well in the end!

Summer cooking on board, when it’s too hot to have the oven on should be minimalistic, with small effort and big flavours!

Outdoors cooking can be fun and sociable. Those wider towpaths are just perfect, although we occasionally put our Cobb cooker at the very back of the boat, doors to the inside closed of course to keep dangerous fumes out.

Food cooked over the hot coals and interesting salads that are simple and nutritious really are a healthy and delicious way to enjoy meals. Salads are more than lettuce etc. and can often be a complete dish, rather than a side piece. If I offer my husband couscous or quinoa, given the choice he would decline, but then afterwards he will admit how much he enjoyed it.

The marinating is often where the secret lies to tasty barbecued food, the right combinations of ingredients and a few hours in the fridge make all the difference. I use a lot of yoghurt, but have recently experimented with coconut milk as an alternative, any salad dressing transforms a few basics into something special. So, I’m sharing some simple no fuss recipes and a couple of ice cream ideas for you to try, I hope you enjoy.

MANGO AND COCONUT SALAD

1 ripe mango, ½ red onion, tomatoes and fresh coriander.

Dressing ingredients:
¼ cup coconut milk, ¼ tsp chilli flakes, 1 tsp grated ginger, 1 tsp honey.

Chop all the ingredients and toss together with the dressing.

This salad is perfect served with Tikka skewers and warm flatbreads.

TIKKA SKEWERS

My recent two versions were made using chicken fillet pieces, onions, mushrooms and peppers and then some with paneer substituting the chicken. Cut the pieces into uniform sizes to ensure even cooking.

This recipe also works well with chicken on the bone, such as drumsticks, the secret is to lightly score the flesh with a knife to ensure the marinade works into the meat for maximum flavour, then refrigerate for 2 to 24 hours before cooking.

Marinade ingredients; ½ cup yoghurt or tinned coconut milk, 1 tbsp garlic paste, 1 tbsp ginger paste, juice of 1 lemon, ½ tsp turmeric, ½ tsp ground fenugreek, 1 tsp each of chilli powder, ground coriander, cumin, garam masala and paprika, 1 tbsp oil, 1 tsp salt, ½ tsp red food colouring powder (optional) which is available from most Asian supermarkets.

HOT CHILLI FRIDGE PICKLES

These are quick and easy and will keep for a few days in the fridge, they make a nice addition to burgers in a cob or just on their own over greens with a tahini dressing.

To make the brine: 1 cup apple cider or white wine vinegar, ½ cup water, ¼ cup sugar, 1 tbsp salt, 1 to 2 tsp (depending on how much heat you like) dried chillies, 1 tsp fresh or dried dill or other herbs of choice. Heat until the sugar is melted, allow to cool. Prepare vegetables of choice and submerge in the cooled brine, leave for a couple of hours or overnight.

TAHINI DRESSING

3 tbsp tahini (if you don’t have tahini use oil and 1 tbsp sesame seeds), 1 tbsp rice vinegar, 1 tbsp maple syrup or honey, 2 tbsp soy sauce, ½ lime squeezed, 2 cloves garlic minced, 1 tbsp toasted sesame oil.
Whisk all the ingredients together, will keep in a jar in the fridge until needed.

BURGERS are a barbeque classic and I love to make my own. I’ve got three simple recipes using beef, lamb and chicken, along with a tasty alternative using beetroot and black beans.

TOP BURGER TIPS

Refrigerate the shaped burgers for a good hour or so before cooking to help keep the shape, or even give them 20 mins or so in the freezer.
Spray or brush the surface on each side with oil before cooking to prevent sticking.
Make a little dimple in the middle of the burger to stop it curling up.
Don’t be tempted to squash them down with a spatula when they’re cooking as this will cause them to lose moisture and dry out or break apart.
Only flip them over once.
Invest in a temperature probe, check the core temperature, chicken should be 74 degrees centigrade, burgers and sausages 71.

SIMPLE BEEF AND STILTON BURGERS

Use minced beef with quite a high fat content, it helps keep the shape of the burger and prevents drying out during cooking.
Simply shape the seasoned meat around the stilton and firm together with your hands to form a patty.

CHICKEN BURGERS

Mince or very finely chop a chicken breast fillet and add 1 tsp Zaatar seasoning which is a Middle Eastern lemony herby spice blend, 2 tbsp oats, a glug of olive oil and 1 egg.
Form into patties and chill before cooking.

LAMB BURGERS

Serve with a Greek salad, pita breads and Lemon, yoghurt and feta dressing.
I like to cook the onion and spices first and then allow to cool and add to the meat, then chill until ready to use.
Approximately 500g minced lamb would make 3 burgers.
Finely chop ½ red onion and gently fry in 1 tbsp oil, once translucent add 1 crushed large garlic clove and fry for another 30 seconds taking care not to burn, add 2 tsp herbs such as rosemary and thyme, ½ tsp ground cumin, ¼ tsp ground cinnamon, generous pinch salt and pepper, turn off the heat and allow to cool before combining with the lamb to make the patties.

LEMON YOGHURT AND FETA DRESSING

Combine 60g feta cheese with 50ml yoghurt and 50ml olive oil, add a little chopped mint, 1 tsp honey and the juice of ½ lemon, add a pinch salt and pepper to taste.

BEET BURGERS

I absolutely love these beetroot and black bean burgers. Home cooked beetroot really is delicious, full of earthy goodness and so versatile in many dishes and salads.

To create the binder combine 1 tbsp milled flaxseed with 3 tbsp water and allow to stand, or use 1 egg.
Blitz together or mash ½ cup drained tinned black beans, 120g cooked beetroot, ¼ red onion, 1 clove garlic, ¼ tsp chilli powder, ¼ tsp cumin, ½ tsp smoked paprika, pinch salt and pepper, ½ cup oats or breadcrumbs.
Add the egg or flax mix to bind together.
Shape into patties, if you feel the mixture is too moist add more oats or breadcrumbs. Chill to hold a better shape before cooking and brush with oil.

MARINATED MUSHROOMS

These are a lovely cold dish which can be prepared in advance, serve along with salads or grains such as quinoa. For best results use baby chestnut mushrooms or quartered if larger.
¼ red onion finely chopped, 50ml balsamic vinegar, 30ml olive oil, 2 tbsp light soy sauce, 1 minced garlic clove, sprig fresh thyme, 1 tsp caster sugar, pinch salt and pepper.
Combine the above ingredients with the mushrooms (about 200g) and then place in a plastic food bag evenly distribute the marinade with the mushrooms.
Marinate for at least 3 hours.

QUINOA

For best results, soak the quinoa grains in cold water for a couple of hours, then rinse well before cooking. As a rule of thumb 100g quinoa will require 400g boiling water to cook, simmer for about 20 minutes until most of the water has been absorbed.
Cooked quinoa can also be a good binder for home made burgers.
White, red and black quinoa makes an attractive looking tasty salad. Add black beans, avocado, feta, tomato and red onion. Or for an alternative add watermelon, spring onion, mint and feta. Finish with a simple dressing of 1 tbsp red wine vinegar, 2 tbsp olive or rapeseed oil and a drizzle of honey

PINEAPPLE AND MINT SLAW

This coleslaw perfectly compliments any burger.
The best combinations are red or white cabbage, onion and carrot. I don’t like too much onion and sometimes add celery, apple or finely shredded salad greens.
Very finely shred all the ingredients and combine with chopped tinned pineapple pieces and freshly chopped mint. Add some of the pineapple juice, a squeeze of lemon and a pinch of seasoning to taste.

If the coals are still warm at the end of the barbeque, wrap a banana or two in foil with some dark chocolate, crème fraiche and a few drops of vanilla essence. Place over the coals until the chocolate melts for a delicious treat.

PINA COLADA ICE CREAM

Take to top section of tin of full fat coconut milk (about ¼ cup) and blitz together with 5
pineapple rings from a tin, 1 tbsp dried coconut flakes and 1 tbsp caster sugar.
Freeze and serve with toasted coconut pieces and pineapple.

PEACH MELBA ICE CREAM

Blitz together, 2 small peaches, 1 small tin condensed milk and 1 large banana.
Add a few chopped nuts such as walnuts or almonds and freeze.

I hope you enjoy trying some of these recipes.
More can be found on my “canal cuisine” Facebook page and throughout the previous editions
of the CanalsOnline Magazine.

Hopefully we will have a long and enjoyable Summer with safe cruising, friendships, good company and memorable moments.

I’m Anu and I live in Richmond. Back in 2010, I was on a beach in Hawaii when I saw a middle-aged guy carrying what looked like a giant surfboard and a paddle. He stepped onto the water, stood up and paddled out like it was the most natural thing in the world. Graceful glide. I was mesmerised. It took another year before I got to try SUP for myself, on a beginner’s lesson in Falmouth. My legs were shaking, I kept falling off, but by the end of the session, I stood up. And just like that, I was hooked.

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