Narrowboat Expenses For January 2019
This is the first of an ongoing series of posts detailing my narrowboat expenses. Each post will break down my monthly costs for the previous month, the same month three years earlier and a third set of figures for three years before that. I will publish each post in the middle of the month. You will always have access to the narrowboat running expenditure no more than a month old and you’ll be able to compare it with data which spans six years. You’ll be able to use this information to estimate the likely cost of buying and maintaining your own floating home.
Calculating accurate costs for the boat you intend to purchase is difficult. There are so many variables that the best you can hope for is a good idea of the expenses involved and the nature of the variables you need to consider. With that in mind, MORE HERE
About The Boats
The data spans my two different periods living afloat on England’s inland waterways. I lived on board my first boat, James No 194, from April 2010 until October 2016. I moved off the cut then until December 2018. My wife, Cynthia, and I explored Europe for twenty six months in a 2003 Hymer motorhome. We enjoyed two winters languishing on France’s Mediterranean coast and much of the summer months cruising the vast Dutch waterways network. Much as we enjoyed our European adventures we missed England and the English canal network too much.
We returned to the UK mid December 2018 and purchased our second narrowboat from Ash Boats at Tattenhall marina. Our new floating home is Orient, a 62′ Steve Hudson traditional stern narrowboat.
What you pay to maintain and run your narrowboat will be determined by many factors including the boat length, layout, heating system(s), insulation, complexity, your ability and desire to maintain and repair your home, and by your boat use and lifestyle.
The boats we have lived on are similar. Here they are in detail.
James No 194
Our first boat was a 62′ Norton Canes traditional stern narrowboat. She was constructed in 1977 with a steel hull and a oil treated ply cabin. I over plated the wooden cabin with steel in November 2011. The boat had polystyrene insulation, typical in a boat built in the seventies and not very efficient. I sandwiched another layer of polystyrene between the original cabin and the new steel. In hindsight, and what a wonderful gift that is, I should have used spray foam instead.
Type: Steve Hudson traditional with an engine room and boatman’s cabin. The boat has bulkheads between the galley and the bathroom, the bathroom and the bedroom, the bedroom and the engine room and the engine room and the boatman’s cabin. More bulkheads means greater difficulty pushing heat through the boat from a single multi fuel stove.
Year of Construction: 1996 hull construction, 2002 sale and owner fit out.
Length: 61’ 6”
Width: 6’ 10”
Draught: 3’ 0”
Building Material: Steel
Insulation: Spray foam
Heating: Morso Squirrel in the main cabin, Premiere range in the boatman’s cabin and a Kabola boiler for hot water and for heating a towel rain in the bathroom and radiators in the engine room and main bedroom.
Engine: Lister JP2M – It’s a thing of beauty, housed in its own engine room and visible to all through port and starboard side doors. The downside is that it takes up a huge amount of space, weighs as much as a small car and is the reason towpath users often find me bent double in a darkened room furiously polishing my pistons.
Engine Power: 21 horsepower – It’s about half the power of engines you find in many modern narrowboats of a similar length. However, working boats carrying forty tonne loads and towing a similarly laden butty used engines similar to this. If they were good enough for working boatmen, they’re good enough for me.
Fuel consumption: 0.97 litres per hour – Most narrowboat engines use between one and one and a half litres of diesel per hour. Orient’s fuel consumption came as a pleasant surprise.
Diesel tank size: 500l – This is an enormous tank for a narrowboat, twice the size of many boats, four times the size of some. It feeds the engine, the generator and the Kabola boiler
Batteries: 1 engine starter, 1 generator 1 starter, 5 x 130AGM batteries in the domestic bank – There were thirteen batteries on board when we bought the boat; one engine starter, one generator starter, two for the bow thruster, seven in the domestic bank and two connected to nothing at all under the engine room floor. Twelve of the thirteen wouldn’t hold a charge.
Inverter: 3,000W Sterling – Overkill as far as I’m concerned. A more powerful inverter increases the temptation to use power hungry devices which quickly drain the battery bank. The key to a happy off grid life is using less power, not equipping your boat with expensive kit so that you can use more.
Generator: Lombardini 15LD 315 5KW – What a useful tool this would be if it worked. It doesn’t. It didn’t work when we viewed the boat. We had it serviced. The Lombardini worked perfectly for a while MORE HERE
Battery monitor: Sterling PMP1
Solar power: None
Water heating: If we’re connected to a shore line, or during the brief period we could use the generator, we can turn on the calorifier’s immersion heater. The immersion heater would quickly drain the battery bank so we can’t use it if we’re powering the boat through the inverter. The most cost effective method is via the Kabola diesel boiler FUEL CONSUMPTION HERE
Cooking: A gas hob and oven in the galley plus limited cooking on the Premiere range in the boatman’s cabin.
Boat Use And Lifestyle
I didn’t know anything about narrowboats when I stepped aboard my first floating home nearly nine years ago. I didn’t know how to handle this long, thin boat, which was just as well really. James No 194 wasn’t in any condition to take out on the cut. The once beautiful boat had been languishing on a marina mooring for ten years. Everything on board needed servicing, refurbishing, repairing or replacing. I didn’t earn much so the boats beautification took five long years.
Apart from the occasional nerve wracking cruise around the marina, my boat was nothing more than a floating flat for the first three years. The forty year old Mercedes engine remained cold for most of that time. A clogged fuel filter brought the engine to an embarrasing stop six miles from home on my first cruise. One of the marina fitters used a hire boat to tow me back to base. A split gearbox hose put a stop to my second cruising attempt. I pretty much gave up after that until I could afford to have the engine’s perishables replaced and attend to some dangerous faults in the engine room.
I ran the engine for less than fifty hours in my first thirty three months on board. The boat’s condition and my confidence and competence improved dramatically in 2014. I recorded a slightly more respectable three hundred and seventy four engine hours in 2014. In 2015, I swapped my job at the marina for the life of a continuous cruiser. I clocked up 1,134 hours at the tiller that year and lived off grid for all of it. I kept a mooring at Calcutt Boats but didn’t use it. I stayed on the cut all winter, living completely off grid. In fact, I used my shore line to connect the the national grid for just one day in the whole year.
My life changed in 2016. MORE HEREIf you can see this message you aren’t logged in and/or you haven’t purchased Narrowbudget Gold. You can log in by using the form at the top of the right hand column or by clicking on the Narrowbudget Gold/Course Login link on the menu bar. You can find out more about my low cost information packed Narrowbudget Gold package here.