1

The Thames is a natural river which runs down hill to the sea. For example if it was left to run free like the Rhine it would be a fast running river, bumbling or rushing through a series of rapids as the ground fell away.

2.

The river has been managed for centuries by the use of weirs that control the current and flow of the water.     Passage through these barriers is by the use of a gated chamber known as a “Lock”.

3.

Between these ‘Locks’ the river continues to flow ‘down stream’, and dependent upon the conditions will be faster or slower.

4.

It should be remembered that this stream or current is not the same as the conditions that will be faced once passing through Teddington, the last normal lock on the Thames.   Once through that lock the boater will face a ‘Tide’.   This tide flows up to Teddington every six hours – a ‘Flood Tide” and then ‘Ebbs’ for six hours – twelve hour cycle.

Note:   There are particular circumstances with this London tide above Barnes which will be described when considering the “TIDEWAY” endorsement within this scheme.

5.

AS WELL AS THE STREAM the boater must consider other elements that will be faced when cruising and manoeuvring the boat.

6.

What the wind is doing is most important, especially if it is strong. So when handling the boat a competent skipper will always be aware of both the wind and stream!

7.

The majority of the time the Thames Boater will have a stream that is stronger than the other elements.   With this in mind, the boat is ALWAYS MOORED INTO THE STREAM.  

Therfore a boat is invariably moored into the stream.   This requires a vessel proceeding downstream to turn the vessel around into the stream to moor.

Occasionally, circumstances may dictate mooring downstream but this should not be attempted unless absolutely necessary.   Once the upstream mooring has been mastered the boat may be moored stern into the stream using the stern cleat of the boat rather than the bow. (See below on boating handling sections of this syllabus.)

8.

If however, the Wind’ is stronger than the stream, which can happen rarely, an accomplished skipper will be aware of this and manage the boat accordingly. For example it is in order to moor into the wind rather than the stream.

9.

At times the wind can be on either side and due consideration of this when mooring will be required.   Blowing onto the mooring or being blown off has to be considered when planning the mooring.

10.

At times when there is a lot of rain the river can become swollen with the extra water.   At those times there is a system on the Thames of Warning Red and Yellow Boards to advise that the river is in flood.

“When these boards are displayed on lock gates, they advise users of all boats not to navigate because the strong flows make it difficult and dangerous. Those in hire boats arriving at a lock where these boards are displayed should stop immediately and contact their hire boat operator to ask their instructions.”

The message – always THINK about conditions

when mooring or manoeuvring the boat!

PLEASE NOTE: Whilst it is at times acceptable to work a lock using a centre breast line the Thames Conservancy Regulations; still in use by the Environment Agency, makes it mandatory to use a bow and stern line when working Thames locks.

1.

Place adequate fenders around the boat to meet the level of the lay-bye and to protect both sides of the hull. Recognising that going up river, the hull and rubbing strake will need protection; and when the lock is full, protection is required on the waterline.

Fendering is also required to protect the hull from other craft using the lock at the same time, and who might come alongside your boat or you’re coming alongside them.

2.

Queue on the lay-by, moving up as boats move into the lock or moor again.   Protocol on the Thames is that you take your turn on entry; even if you have to moor on the other side of the lay-bye and wait.

3.

Be aware of the movement of the water as the lock works, both upstream and down and during operation.

4.

Obey the instructions of the lock keeper – advise him/her if you require assistance.   It is the lock keeper’s prerogative to pack the lock to suit the traffic, but there are no priorities other than an emergency boat on call.   Passenger boats take their turn.

5.

If the lock is busy, move right up the lock chamber to your position.

6.

Unless otherwise advised moor on alternate sides to make best use of the available space

7.

Avoid ‘death defying’ leaps by stopping the boat   using the engines in the exact position you need to be in, and by proper throwing of the mooring lines from the boat around the lock bollard and back to the boat.

8.

Never tie up in a lock, but hold the line around the boat’s mooring cleat by taking a “turn” and standing up to work the line as the boat moves either up or down as the lock works.

9

Recognise that on some boats, when there is no power there is no steerage and entry to the lock has to be cognisant of this by using short burst of power to enable steerage.

10.

Recognise that on some boats it is not possible to crew from a sloping bow and practise with the method that suits each individual boat by working the lock from the cockpit.

11.

It is usual to moor into the stream, but coming down stream into a lock or on an upriver lay-bye this is not possible.     It is better practise to make the boat’s stern line first in these instances.

12

If using the chains to assist, wearing safety gloves is recommended.   If however holding the chain do not try and pull the boat into the side as this can be a dangerous activity with the boat moving away from the side and the crew being straddled between boat and chain – inevitably there will be a swimming practice.

13

On the Thames the locks are manned as follows (2009)

• January - March 09.15-1600
• April 0900-17.30
• May 0900-18.30
• June - August 09.00-19.00
• September 09.00-18.00
• October 09.00-17.00
• November - December 09.15-16.00

Teddington lock provides 24-hour service throughout the year.

14.

Lock keepers take their lunch break between 1300 – 1400.

During summer months extra staff works the locks to provide continuous service.  

A large white board is positioned at each end of the lock.  

When the lock is unmanned a blue disc is unfolded with the words “No Service”.

At those times it is in order for boaters to work the lock themselves using the out of hours power that is available from 0700 – 2100hrs in the summer months – it changes with the hour amendment March and October.

PLEASE NOTE: There is a speed limit on the Thames above Teddington of 8 kilometres per hour – Approximately 4.9 miles per hour – 4.2 knots - A fast walking pace.   Some boats have very clean entry into the water and make little wash, others, normally the smaller runabout make more.     Skippers should be aware of what is happening and look behind and see what their wash is doing as it hits the bank and how it affects moored craft.

Be aware that boats in convoy, multiply the effect of wash when the river is narrow – lock cuts are an example. This is called ‘canal affect’.

1

The river can be extremely busy when used by many different disciplines.

2.

In the mid 1980’s it was recognised that in some reaches there could be over-crowding and this could lead to aggravation. The River User Groups were set up to help solve this problem as well as other important local issues.   One outcome of this was a published explanation by different users of the river and this has been carried forward by the EA.

3

It is necessary for the motor boater to understand why other users may appear to be undertaking manoeuvres that in the first instance can cause annoyance to a cruising motor boater who is not aware of why it is happening. (It is also necessary that other disciplines should also understand.)

4.

Fishermen are asked to consider passing traffic and avoid casting their lines across the line of cruising boats.   To help, the cruising motor boater should be aware of what is happening on the bank and where possible try to give the angler some help by moving out from the bank side when traffic on the river allows.

5.

Sailing Boats. High sided motor boats are very vulnerable to wind on their beam as are some narrow boats.

With any wind, sailing boats are much more manoeuvrable and can easily avoid a motor boat that maintains a slow forward speed.

6.

Rowing craft should also be treated with respect.   It does not take much wash for the water to run down the side of the rowing shell and ship water onto the rowers – not very comfortable.

7.

By arrangement with the River User Groups and with the permission of the EA the river can have areas buoyed off used for regattas and such other events.   At such time boats should ease down and cruise with caution.

8.

The Environment Agency should be advised of any untoward incident or complaint, advising the time and place.

The Telephone number to be used is 0800 80 70 60

PLEASE NOTE: Life Jacket or Buoyancy Aids.   It is RYA policy that a life jacket is put on before a boating activity starts.     Then the decision can be made to take it off should circumstances allow.   There are times when cruising on the upper river with a full crew and the conditions allow, the use of a life jacket can be dispensed. BUT THE DECISON HAS TO BE TAKEN AFTER A FULL RISK ANALYSIS BY THE SKIPPER

Children and others who cannot swim should always wear suitable life jackets or buoyancy aids.

1

Boating can be inherently dangerous, but providing proper steps are taken any risk has to be considered minimal.

2,

As well as conditions already addressed, there is one basic skill that needs to be mastered.

3.

An appreciation of fire risk on board a boat.   The following information is most useful for the boater to understand.

NOTE:   PORT indicates the left hand side of the boat facing the front, or to use nautical terms “The PORT side, in boating terms referred to as the RED side is the left side of the boat facing the BOW.

            Conversely, the STARBOARD side, is coloured GREEN is the right hand side of the boat again facing the BOW.

            When the boat is turned to face downstream, the sides of the boat retain the same designations.  

1.

There is a recognised system of marking safe channels by using “BUOYS”. It is the recognised IALA system. (Not covered in this syllabus)

2.

Craft navigate upstream using a course STARBOARD of the centre of the river.

Conversely coming downstream boats will be found cruising down the river nearer to the left hand side of the river, again keeping to their STARBOARD.

3.

Overtaking is permissible when the river is wide enough, and there is nothing coming towards you that will impede the manoeuvre.     There is no designated side to overtake, what is safer is preferable.   Be aware of approaching bends – ensure you can see what is coming down or up!

The overtaking boat is responsible for the safety of the manoeuvre until finally past and clear of the overtaken vessel.

4.

Boats cruising upstream give way at bridges and at other narrow places to those coming down stream,  

This makes common sense as the boat coming down stream has the stream on its stern (name of the back of the boat) and therefore is harder to manoeuvre.

5.

On the Thames there are signals made by the boat’s horn to indicate what is the intention of the boat making the sound.

1.

Where to moor when cruising the river between Teddington and Lechlade is an often asked question.

2.

The EA and Local Authorities provide transit overnight moorings, and depending upon local circumstances there might be an element of ‘free’ moorings.

3.

Regretfully growing problems are boats that do not have a base mooring taking up these moorings.     Action is continuing by the authorities to police this situation.

4.

As a rule of thumb, up to three nights on these moorings is acceptable, albeit there might be a charge.     After that it is expected that the cruising boat moves on to find another mooring to allow other cruising boats a mooring.

5.

It is now policy to expect where the river is wide enough boats raft out on each other to moor when all the alongside moorings are full.   The protocol for this is:

6.

Moorings can be taken on any land that does not proscribe mooring, but the land owner might well levy a charge

7.

It is possible to anchor off the fairway and lay overnight.

SEE PRESCRIBED ANCHORING EXERCISES BELOW

1.

The ability to manoeuvre a twin screw boat is a skill that is required.

2.

A twin screw boat is not designed to steer easily with one engine down

3

The time to practise this is when you are learning

4

During the entry to the lock exercise, exit using one engine will be practised.

1.

This has been explained earlier in the syllabus

2,

During the entry to the lock exercise you will have opportunity to practise this exercise.

During training take advantage of any circumstance where there is an element that you can work against to see how you can hold your boat.