Ditchcrawler - October 2014

The Magazine of the North Cheshire Cruising Club

CELEBRATIONS FOR OCTOBER

HAPPY BIRTHDAY

1st Barbara Palmer – LOCK STOCK AND

BARREL

1st Mair Potter – FLEUR D’EAU

8th Irene Maddocks – MERSEY WATERS

4th Margaret Clifford – BENNY

16th Maggie Jones – CAPTAIN FLINT

22nd Shirley Taylor – HAKUNA MATATA

22nd Graham Speechley

25th Ruth Pickford

27th Tim Dawson – JAMBALAYA

28th Bob Barlow – CALLUNA

29th Sally Winstanley

29th Roy Pickford

29th Chris Lamb – GANDA

30th Dian Blane

HAPPY ANNIVERSARY

5th Margaret & Steve Clifford – BENNY

9th Dian & Bob Blane

15th Shirley & Geoff Taylor – HAKUNA MATATA

23rd Pat & Noel Christopher – COLUMBUS

26th Mo & Ian Spooner – LAZY DAYS

NCCC DATES FOR 2014

BOWLNG COMP………………………………………TBA

LAYING UP/ PRESENTATION…………...…Sat 25th OCT

GEORGIE’S JEWELLERY & CRAFTS…...Thurs 30th OCT

AGM………………………………… ……Sunday 2nd NOV

AUTUMN QUIZ (Barbara Palmer)………...Thurs 20th NOV

CHRISTMAS WREATH WORKSHOP....Sunday 30th NOV

CHRISTMAS FLORAL DOMO………….…Weds 3rd DEC

ADULTS CHRISTMAS PARTY…………….....Sat 6th DEC

CHILDREN’S CHRISTMAS PARTY………...Sat 13th DEC

BRASS BAND CONCERT…………………...Sun 14th DEC

CHRISTMAS QUIZ (Barbara Palmer)……..Thurs 18th DEC

NEW YEAR’S EVE PARTY…………….…Weds 31st DEC

Membership and Mooring Fees by Online Banking.

Members can now pay their mooring fees or membership subscriptions by online banking.

The club’s bank account details are shown below:-

Bank: Santander

Sort Code: 09-01-28

Account No: 66308303

Account Name: North Cheshire Cruising Club Ltd.

and supersedes any previous club bank details you may have used. If you intend to use this

facility then please double check you have copied the above details correctly and not made any

mistakes.

Please use your boat name as reference for moorings and initials & surname for membership.

If you intend not to use online banking then payment by cheque is the preferred method.

Garry Dockerty Chairman

We would like to welcome these new members into the club:

Paul Booth Boat Texas Star

Alan Stewart Boat Aquaholic

Michael & Karen Roberts Boat Steppin’ Stone

Stephen & Pauline Price Boat Lady Ellen

Jackie Jennings & Greg Duddle

Pam Russell

Membership Director

The ever popular ‘Sunday Lunches’ are back again and on offer from

Sunday 19th October.

Please come and sample the culinary delights we have to offer.

Pam Russell

I have been asked by a number of people can they receive a printed copy of the

Ditchcrawler.

This is possible, but there is now a yearly charge of £5 to be paid in advance

either at or before the AGM.

This is to go some way towards the cost of postage. As I’m sure you will

appreciate the cost of production as well as postage well exceeds this amount.

If you would like a copy can you either send a cheque to me (address below)

made out to ‘NCCC Ltd’ or bring it to the AGM.

Thanks

Pam Russell

Membership Services Director

Herbert (Bert) Griffiths

A number of members have asked after Bert as he has not been too

well of late and they were wondering what had become of him. John

and I went to see he him on Saturday 11th October and can tell you that

he is being well looked after in ‘The Meadows’, Davenport unit. Whilst

he is still not back to his usual self I’m sure he would welcome any

members who would like to visit him.

For visiting times please phone (0161) 419 5678

Pam Russell

The Meadows,

Owens Farm Drive,

Stockport,

Greater Manchester

Stockport SK2 5EA

Attention All Moorers in the Club Arm

Please not that it is one of the conditions of mooring in the arm (which

everybody signs) that you must purchase your ‘Canal & River Trust’ licence

through the club. Failure to do this is in breach of your mooring conditions and

will put your mooring in jeopardy. The club as you are aware are given a 5%

commission on these licences and therefore are losing revenue. The board has

decided that as it is a condition of mooring in the arm, that, the amount of lost

revenue will be recouped from the offending moorers and a bill will be issued for

the relevant amount i.e. 5% of your licence fee.

NB This only applies to moorers in the arm who have not bought their licence

through the club.

Pam Russell

IMPORTANT ALL CLUB MEMBERS

A significant number of members have expressed a wish for the ‘Club Night’ to

be changed from ‘Thursdays’ to ‘Fridays’ for a variety of reasons. So, after a

lengthy discussion the board have decided for the foreseeable future to switch to

Friday nights beginning on 7th November. That means that there will be no club

night on Thursday 6th November.

John Fenton

Bar Director

I have been reading up on Crayfish lately due to catching one by

accident, seeing them around my boat shed and finding a trap tied to

my mooring.

The native White Clawed Crayfish is a protected species and now only found in a few places in

the UK, this is down to 4 invading species killing them off over the years, the main culprit being

the larger Signal Crayfish (American),this is the one we see most and are very common in the

arm. They can be up to 6 inches in length and have big claws, basically a small lobster, they are

easily caught and taste nice to I believe. If caught they must be humanely killed as invasive

species must not be returned to British waters, catching is usually done with a baited trap but

to do this you must have written permission from the Environment Agency and the land

owners permission so as not to break the law. Crayfish carry a plague that kills our native

crayfish and can contaminate other waters if traps are not monitored or disinfected. They

breed quick to so trapping doesn't really slow them down as traps generally attract larger

males so if they are taken from the population then the smaller males breed prolifically. Large

scale trapping would be the only significant way to slow there numbers.

Now I don't know who set the trap on my mooring but it would be nice to know because if it

wasn't a club member then we have a potential poacher coming into the arm.

Bill Jewsbury (Taylor Maid)

We were recently very privileged to be amongst those invited to Mr & Mrs

Fozzies' ( Alan & Gail) Ruby wedding celebration near to Buxworth Basin,

amazing coincidence that the Beer festival was taking place over that

same weekend & only just down the road !!!!!!!

You can therefor believe that most of the celebrations took place with 'the

girls' staying in the warmth of the cottage (with the champers & Food )

whilst 'the boys' enjoyed standing in the cold with a pint (or 6) in their hand,

alongside thousands more, in the local pubs.

As there were 7 (I think!!!) girlies at the cottage, we had great difficulty

deciding which of all the rubbish on TV we wanted to watch. We tried a

soppy film before deciding half way through that we were all close to tears

& feeling depressed ( not good at a 40th wedding anniversary celebration)

then scanned the hundreds of TV channels, eventually choosing X-Factor

(I'm ashamed to admit!!!)

All parties were staying either in the cottage or on their boats - except Pete

et Moi, as I had a heavy girlie pre- birthday celebration on the Sunday so

needed to get home at reasonable time to bathe, manicure, cuddle dogs

etc. so I had decided to drive with agreement with Pete that we leave

around 8pm ( we did start drinking from about 3pm)

Needless to say the boys eventually returned about 9.45pm, & everyone by

this time, except moi, were very very merry, not that I minded in the least

but my long soaky bubbly bath had been beckoning for some time by this

stage. You can imagine our journey home was fairly quiet as Pete slept

most of the way.

All in all a very memorable party, celebration with a really fab crowd &

especially Gail & Alan.

Thanks again for inviting us & have a further great life. Here's to the next

'Boaty Gang' party

Maria & Peter Bailey-Wright

OCTOBER WORKING WEEKEND

Thanks to everyone that turned up to make the October working weekend a great success. Work

including cutting down overgrown shrubs, repairing rails, taking down boat house and the redecoration

of the club house. Many thanks to all those who participated.

AAnndd ooff ccoouurrssee ...............................

Canals in The First World War

A Canal Control Committee was set up early in 1917, and had taken over the Leeds and

Liverpool by 22 February. A tour of inspection was made, the lock keeper at Bank Newton

noting that the government boat 293 (one of the L&L flyboats) passed through the locks on

the 1st March with Henry Draper as captain. As a result of the inspection they must have

decided to approach the army for help. There was already an Inland Waterways Battalion

which operated in France, Belgium and the Near East, which had trained boatmen on the

Basingstoke Canal. English canal boats had been sent abroad for the use of this battalion. For

some reason these soldiers were not used on the Leeds and Liverpool, and instead three

transport battalions were set up as part of the South Lancashire Regiment. Two were involved

with dock work, while members of the 17th (Transport Workers) Battalion worked on canals.

It must have taken some time to set up as it was not until 19 November 1917 that the Bank

Newton lock keeper noted that a steamer and six boats had passed with a sergeant and 20

men. The steamer had been converted into a house boat though sufficient accommodation

could have been provided on the boats. There was a cook, so perhaps the steamer was also

used as a mess. The men seem to have come from places such as London, Hull, Newcastle

and Liverpool where they may have worked on the water before the war. Perhaps they were

unfit for active service.

Over the next few months the boats crossed the canal's summit level several times as the men

got to know the route. In March 1918 it was reported that 22 men were being trained and by

September there were 37 soldier boatmen working out of a total of 493 boatmen on the canal.

The original canal boatmen did not take too kindly to the army's boats, especially when the

sergeant demanded priority at locks as they were on government service. The thought of

fighting twenty odd men for a lock must have been too much even for the most hardened of

boatmen! Eventually the soldier boatmen were sent to work as mates with an experienced

boatman, though they continued to wear army uniform. At least two died whilst at work.

Private James Jaques, from Poplar in London, was drowned on lock 13 at Wigan on 9 July

1918. A paddle was left open as the boat was descending the lock and he was knocked into

the water when the tiller swung round due to the pressure of water. Later, on 9 October 1918,

Private Charles Tullett was also drowned. Unusually, neither man is mentioned in official

records as having died on active service.

When you ask a mountain climber, ‘why do you want to climb that mountain’, the ususl answer is,

‘Because it’s there’.

My wife has aosked similar questions on many occasions, notably, when exploring, in 2002 the northern

reaches of the BCN and The Engine Arm, the best one was Gas St Basin in the late 1970s (at night it was

so bleak we dropped anchor in the middle) and this year when I wanted to visit the River Hull in East

Yorks. The usual question is ‘What on earth is the attraction of spending our holidays in an industrial

dump?

As a fanatic of canals since I was 11, I have cruised nearly all available waterways many times over but I

have always considered the River Hull to be inaccessible without serious tidal skills and local knowledge

and therefore wouldn’t tackle such a project on my own.

This situation changed about four years ago when I became an accociate member of the Commerial Boat

Owners Association (CBOA) and this has given access to people with the skills necessary to safely

cruise the many tributaries of the river Humber including the River Hull.

My contact there is a barge skipper called Chris Oatway who is out of work as nearly all barge traffic has

ceased for the moment. Chris is also a canal and boating fanatic and jumped at the opportunity to come

on board our boat, ‘Harmony’, and pilot us to the Driffield Navigation, Frodingham and Beverley Beck.

The trip started from Goole on Tuesday 9th September when we passed through Ocean Lock on top of

the tide, cruising downriver past Apex light at the end of the River Trent, Humber Bridge and round into

the River Hull. The trick is to arrive at the mouth of the River Hull whilst the tide is still running out but

not so fast as to stop you breasting it until you can hang on somewhere waiting for the next flood tide to

carry you up the River Hull, and still having enough water to float round far enough. It is approx 9 miles

from Goole to Apex and 16 miles from Apex to Hull, 25 miles in 3 hours, the fast flow of the river

carrying you along the buoyed channel.

Radio contact is maintained with Ocean Lock until Apex, then with Humber VTS and finally with

Drypool Radio on entering the Old Harbour in River Hull. All the radio contact is efficient and couln’t be

more helpful especially Drypool Radio who are obviousley desperate for more traffic. There appear to be

no more than 3 - 4 barges on a regular basis. The hanging on place is a lighter moored in the Old

Harbour. There is a strange phemomenon visible on most tidal rivers around the Humber where the

surface water is still running out but yet the level of the river is rising. This is the time to start moving

upriver and after a few minutes the main flood waters reach you and the boat is carried up river at a fast

rate of knots. The eleven miles to Grovehill Lock and the entrance to Beverley Beck is covered in about

an hour. We arrived there at 5pm and were welcomed by the Chair of the Beverly Beck Boating

Association Martin Benson, who I had contacted before making the trip. He knew that we intended

continuing to The Driffield Canal and Frodingham and explained that it would be better to do so now as

the lift bridge was scheduled to be open within the hour.

We moored for the night just through the bridge at a boatyard and the following day continued upriver to

the head of the navigation at Frodingham Wharf. This was a delightful spot with wide open views all

around. A short walk to the village revealed a pub and a shop. Eggs and various vegetables being offered

at local farms along the way. The other leg at the head of navigation leads to Brigham Swing Bridge on

the Driffield Canal. This appeared to be operational and the canal above said to be navigable for 2 miles

to Snake Holmes lock. We gave up at this point as the canal was completly choked with weed. We

returned to Grovehill Lock as Chris, our pilot wished get the train home to Wakefield .

The following day the local council leisure officer called to welcome us to Beverly and refused payment

on an electric card as he said, ‘we don’t get enough visitors to worry about the cost’.

Before making the trip I made an exploratory run down the Humber with pilot to Hull Marina in June this

year, I contacted Martin Benson and through him, the lockkeeper at Grove Hill, the leisure officer

Gordon Skafe and the Harbourmaster responsible for the commercial docks part of the River Hull. All of

them were keen to make our cruise successful. Martin Benson is fully experienced in boating on all

waters in a variety of craft and would eagerly welcome any other boaters to Berverly Beck assisting them

with all necessary information.

As with all such cruises in tidal waters, very early starts are sometimes necessary, 25th June, 2.30am!

15th September 4.30am! and it is necessary to have contingency plans in case the wind, weather or wave

conditions become unsuitable for a narrow boat. In our case it was smooth water all the way, the only

variation being when we passed a ship and a barge and the converging wash was enormous.

The return trip to Goole and the Aire and Calder Canal was accomplished without incident after a week

on the River Hull. With fast falling tides and swiftly rising tides the 37 miles from Beverley to Goole

took only 5 hours.

JAMES WALKER

Ampere – part 3

Domestic Matters. As we are both retired and intend to spend quite long periods on the boat, it has been designed essentially as a live-aboard. Bearing in mind that it is a tug, and thus has no front well deck, the basic layout is fairly conventional. From front to back we have saloon, kitchen, toilet/shower, bedroom and utility area (most of which is so full of electrickery that utility may have to take a back seat). The grey circles and rectangles indicate portholes, side doors and/or pigeon boxes, as appropriate, and the yellow patch indicate the position of the solar panels. The saloon, being where we will spend most time when not actually cruising, has been made as large as possible (approx. 14'), meaning that everywhere else is deliberately tight. The only unusual features are, perhaps, those under the tug deck where we have lots of pull-outs - two single bunks, the table, and steps for accessing the front door. The bunks retract to leave two, more-or-less square seats which can be used facing into the saloon for socialising or towards the table for eating, writing, etc. We have chosen a pentagonal shower rather than the more common quadrant type as this gives more clearance across its face, allowing the compartment to be reduced by eight or nine inches in length without obstructing through passage.

One objective has been that of making the boat as fuel efficient as possible. In particular, the use of the generator has been worked out with a view to capturing as much as possible of its waste heat though, despite its being quite straightforward in principle (think VW 'Beatle' heater) we were unable to work out a way of using that from the exhaust without making the installation of the diesel and water tanks too difficult. So what have we chosen? To make best use of the waste heat from the generator, we have opted for wet under floor heating as this needs a lower water temperature (40-50oC) than radiators (60-70oC), enabling us to recover about twice as much useful heat from the calorifier as would be possible with a radiator system. The relatively small floor areas in the toilet/shower and bedroom mean that the under floor heating alone will not be sufficient so we have added an under-cupboard, finned radiator in the bedroom and a towel radiator in the toilet/shower. The system will be run from a large calorifier that can be heated either by waste heat from the generator, from our oil stove (a PiePod), or by an immersion heater, this last being intended principally for when we have access to shore power. We plan to run from the batteries for most of the day, switching on the generator in mid-afternoon and running into the early evening. By switching on the heating as soon as the calorifier is hot enough we should be able to warm the boat before stopping the generator and then use the stored heat (about 4 kWh) into the evening. A smaller calorifier, heated similarly to the c/h one, will provide hot water. Another idea which, like hot air heating, came to nought was that of heating water by capturing solar heat by fixing copper pipes to the inside of the cabin roof. This might be worth re-visiting by someone designing a boat with a different heating system, though a double-skinned roof might be better than miles of copper pipe. We ultimately rejected it because we will need to run our generator most days anyway and it seemed likely that we would simply finish up putting an equivalent amount of waste heat from the generator into the canal because our calorifiers would be up to temperature so much quicker.

An unusual feature is that all the fresh water pipes (and pumps, etc) will have low-voltage trace heating so that it will not be necessary to drain down the water system when going home for just a few days in cold weather. A fully-charged battery bank should run this for at least a week and, as it will be controlled by a programmable logic controller (industrial computer), we might even be able to run the generator automatically to recharge the batteries. That is yet to be investigated. The domestic electrical installation has been designed to minimise both the maximum potential load and the overall amount of power used, though sometimes these conflict, as in the case of the double induction hob which has high instantaneous loads but is more efficient overall. To limit the maximum load the immersion heater in the c/h calorifier and the washing machine will be connected to the non-maintained output of the Quattro so will only be able to be run when the generator is running or there is shore power, and we have opted for a rechargeable vacuum cleaner to avoid the high current draw of a mains one. We have also opted for a large Combi-Microwave (rather than separate oven and microwave) as the inbuilt restrictions on using its functions simultaneously will limit the maximum current draw. Our other moves to minimise power use involve free-standing cooking appliances. We have long used a slow cooker and n electric steamer at home and are currently experimenting with a halogen oven (very well reviewed but not immediately successful for us) and intend to look at a Remoska and a George Foreman-type grill. All of these use significantly less power than doing the same job on the hob, etc. We will, of course, also have the oven and hob in our PiePod, though we expect its use to be limited to days when we don't cruise and thus don't need to run the generator or when it is so cold that we need the extra heating. Taken together these have allowed us to fit a single, 10 kVA Quattro (rather than 2 x 8 kVA ones) without risking overloading it. Had it not been for the high maximum current draw of the induction hob we could have managed with a single 8 kVA Quattro. PS I am pleased to report that our motor has arrived so, by the time you read this, the boat will probably be capable of movement under its own power. Malcolm Bridge

The Marple Lock Flight (continued)

In the last Ditchcrawler issue, I highlighted the route of the temporary railway employed during

the building of the lock flight. Having undertaken further research, I am able to pinpoint where

the railway crossed the lock flight, this being below lock 10, not above it as I initially assumed.

Lock 10 is markedly different from any other in the flight in that it employs vertical retaining walls

which may have been necessary to permit lock construction to be uninterrupted when the

railway was operational. I have corrected the map of the upper half of the flight accordingly, see

below.

The photos accompanying this month’s feature cover the route of the temporary railway

between Station Road close to the tail of Lock 9 and Marple Aqueduct. I have identified each

one as being a point of interest, their locations being indicated on the map of the lower half of

the railway as follows.

Photograph No 11

The remains of a stone sleeper to the East side of the road now used to access Aqueduct

Works. This is located in the vicinity of Lock 8.

Photograph No 12

As the road passes a point between Locks 1 & 2, the level of the permanent railway is almost

coincident with the canal. This is the point where the railway/canal trans-shipment siding

branched off.

Photograph No’s 13 and 14

This is the point where the trans-shipment siding crossed the line of the temporary railway.

Photograph No 15

Though now well overgrown, the trans-shipment siding would have assumed this route running

parallel with the pound between Locks 1 & 2.

Photograph No 16

This is the route of the temporary railway looking up the incline from Bridge 28, whose parapet

is visible. Though bridges crossing the waterway at an angle are commonplace on the

Macclesfield Canal, on the Peak Forest Canal they are rare. It appears likely that the need to

accommodate the temporary railway influenced the design of this bridge, which combines utility

and elegance in an effective manner.

Photograph No 17

This peg located on the North parapet of Bridge 28 may have being used in conjunction with a

roller in the days when waggons were pulled up the incline.

Photograph No 18

The temporary railway terminated at the Lower Wharf, which is used as a storage area to this

day. This wharf, which ran as far as the aqueduct is now bisected by the railway viaduct which

no doubt employed the canal extensively during its construction! The excessive width of the

canal at this point would be necessary in order to ‘wind’ work boats prior to or after trans-

shipment.

I’ll continue next month with a review of the walk up the Lock Flight commencing at this point. In

the meantime, I hope to exhibit a selection of these photographs at the club’s Photographic

competition during the evening of Thursday October 9th 2014.

John Suggitt, ‘Evenlode’

Bridge 29

Station Road

Lock 9

Photo’s 7 8 9 & 10 Warehouse

Lock 10

Photo 6

Lock 11 St. Martins Road

Lock 12

Bridge 30 Bridge 31

Stockport Road Oldknow Road

Lock 13

Lock 14

Lockside

Lock 15 Photo 2

Bridge 32 Photos 3 4 5

Bridge 1 Lock 16

Limekiln Lane

Macclesfield Canal

Strines Road

KEY

Canal

Railway

Road

Brick Bridge (No 33) Photo 1

Map of Temporary Railway Route along upper half of lock flight

To Manchester

River Goyt

Aqueduct

Railway Viaduct

Lower Wharf

Aqueduct Bridge 28 Photo’s 16, 17 & 18

Works

Lock 1

Photo’s 12, 13 14 & 15 Rail/canal Trans-shipment siding

Lock 2

Lock 3

Lock 4

Lock 5

Lock 6

Tunnel

To Rose Hill Rail Station Lock 7 To Sheffield

Photo 11

Lock 8 Marple

To Rail Station

KEY

Station Road Canal

Bridge 29 Railway(temp)

Lock 9 Railway (perm)

Road

Warehouse River

Map of Temporary Railway Route along lower half of lock flight

No.15 No 18 No.13

No 13

No 17 No 16

Note from Ed: Unable to reproduce Nos 12 & 14

Fishy Business at Shackerstone Festival

Boaters have expressed anger at an attempt – apparently by anglers – to restrict moorings at a popular event on the

Ashby Canal, writes Harry Arnold.

The Shackerstone Family Festival – on 6/7 September – a major land-based event but with a large boating element

has been established for 20 years. This section of the canal is a Site of Special Scientific Interest (SSSI) which has

never been a problem in the past. (Below – boats at Shackerstone – Harry Arnold)

According to the event organisers the Shackerstone Angling Association seems to have had a campaign to frustrate

the festival for the past five years, on the basis that they have no room to fish during that weekend.

We understand that this year a local resident – alleged to be a prominent member of the angling community – wrote

to Natural England (NE) and complained about the damage to the canal’s reed system caused by boats during the

festival.

NE then set a list of conditions to which the festival was required to comply if they were to get permission to hold

the event which the Canal & River Trust (CRT) – as the guardian of the Ashby Canal with a legal, and charitable,

obligation to manage the SSSI – had to impose.

Various meeting were held and NE agreed to the CRT’s suggestion to install 200m of temporary nico-spanning to

protect the plants from wash, thereby allowing double mooring in specific locations.

CRT is confident that these measures will allow sufficient mooring space for the number of boats expected to attend

but it may reduce the navigation to a single boat width in some places.

HAZLENUT and BRANDY CHICKEN

Ingredients

Serves: 2

100g (4 oz) dried breadcrumbs, seasoned with salt and pepper

50g (2 oz) ground hazelnuts

4 skinless, boneless chicken breast fillets

1 egg, beaten

1 good knob butter, or as needed

8 crimini mushrooms, sliced

2 tablespoons brandy

4 tablespoons Frangelico

Method

Prep:25min › Cook:15min › Ready in:40min

1. In a shallow bowl, mix breadcrumbs and hazelnuts. Dip chicken

breasts in egg, then in crumb and nut mixture to coat. In a large

saucepan, melt butter over medium-high heat. Brown chicken on

both sides. Add the mushrooms and a little more butter if

necessary. Sauté until mushrooms are soft, about 2 minutes.

2. Remove saucepan from heat and add the brandy. Light with a

match and let flame evaporate alcohol. When flame goes out, add

hazelnut liqueur. Light with a match and let flame evaporate

alcohol. When flame goes out, return saucepan to heat and simmer

to reduce liquid until it is thick. Then serve

NCCC Board of Directors 2013 / 2014

Chairman Garry Dockerty 01663 767810 Company Secretary Pam Suggitt 0161 427 9906 Finance Director Vacant Premises Director Bob Barlow 01663 765731 Land & Water Space Director Eric Roberts 01457 855929 Membership Services Director Pam Russell 0161 998 0391 Bar Director John Fenton 0161 998 0391 Director without Portfolio Bill Jewsbury 07812 368887 Sailing Officer Immediate Past Commodore Janet Tattersall 01457 861085 Company Officials Archivist John Suggitt 0161 427 9906 AWCC Rep John Suggitt “ Ditchcrawler Editor Bernie Budworth 01925 764377 Food Safety Officer Janet Tattersall 01457 861085 Fundraising Co-ordinator Sheila Barlow 01663 765731 Health & Safety Officer George Griffin 0161 355 6830 Kitchen Supervisor Pam Russell 0161 998 0391 Licensing Agent Jen Budworth 01925 764377 Membership Secretary Pam Suggitt 0161 427 9906 Moorings Officer Vacant Quartermaster Bill Jewsbury 07812 368887 Web Master Garry Dockerty 01663 767810 Wharf Supdt. Brian Bowker 01663 763595