Cabby 2025

Aim

To raise £5000 to conduct a full condition survey on barge Cabby.

Sailing Barge Cabby

Restoration and Rebirth 

 1. Sailing Barge Cabby

The Thames sailing barge Cabby is the very last full-size example of these great traditional craft to be built. Of a fleet numbering in the 1890s some 2500 vessels, today fewer than 50 survive, around half that number in viable condition. Despite – or perhaps because of  - their functionality, these barges are the most handsome of sailing craft and - in their time - the most remarkable of workhorses.  With a crew of just two and drawing less than five feet, they could reach far into England’s interior. They were maids of all work: bricks, cement, hay, rubbish, sand, coal, grain and gunpowder; timber, bricks and hay were stacked on the deck, cement and grain was carried loose in the hold. Like the road hauliers of today, they constituted a vital artery of commerce, collecting and distributing a huge variety of goods in the days before motorised transport. As their name suggests, they worked mainly in the Thames and its tributary rivers, but the larger vessels were sufficiently sea-worthy to cross the Channel, the North and even the Irish Sea. 

Cabby, dating from 1925, is a 92 ft vessel designed to carry 160 tons of cargo under sail. Commissioned in 1928, for more than a decade she carried grain, animal feeds, timber and other bulk cargoes between London docks, Colchester, Whitstable, and various ports on the South and East coast. An accredited Dunkirk Little Ship, she remained in trade until the 1960s. She was then converted for passenger charter use and fitted with an auxiliary engine. She is now part of the National Historic Fleet, recognised as one of the country’s core vessels of historic importance. 

Until quite recently she was kept in good condition and covered at least some of her considerable maintenance costs (circa £25,000 PA) through charter work. Her use as a family liveaboard vessel in Limehouse basin in London’s docklands curtailed charter income and her condition deteriorated. Though her hull is generally sound (see appendix), she needs a good deal spent to restore her to a condition in which she could be used once again for charter or carrying cargo. Recent MCA regulations also mean she may need a degree of reconfiguration, depending precisely what role she performs. She is currently lying in Maylandsea on the Blackwater. Her owner, who now lives in S.Korea, wishes to dispose of Cabby. As he is not in a position himself to restore her, the survival of this historic vessel hinges on her finding a new owner within a fairly short period of time. Nothing is being spent on her maintenance, and the window during which she might be saved is closing.   

 Cabby and North Norfolk

A handful of individuals living on the North Norfolk coast have interested themselves in Cabby. One has a background in management consultancy, several in finance, one is a professional administrator with experience in community projects, one is himself the owner of a modern barge; all are familiar with the challenges of restoring and operating old wooden ships, and of seafaring on this coast. They form the nucleus of a group that wishes to take over stewardship of Cabby and restore her to a sustainable level of repair. Having done so they want her to be based on the coast and to earn her living from, and on, the coast. They anticipate that she would be able to do so during the summer though passenger charter work and sail cargo, and in the winter by means of static display. The current intention is that she would be restored and subsequently based at Wells-next-the-Sea. This port is the only one of any size on the coast, has a flourishing tourist trade, and a proud history as a trading port. In her days as a trading vessel Cabby was herself to be seen there from time to time. She last visited Wells in 1996. On the occasion of this voyage to the N Norfolk coast she hosted a wedding reception at Burnham Overy Staithe (see photo above.) The spectacle of such a craft in the old port attracted a good deal of media coverage.

An Outline Project Plan 

Although the group has interested itself in Cabby for some time, the coronavirus pandemic and the recent lockdowns has curtailed its activities. Now there are reasonable expectations of a return to normal, and urgency has been lent to the project by the need of Cabby’s owner to dispose of her as soon as possible. 

Obviously there is little point in acquiring such an asset – and indeed accepting such a responsibility – unless the group has a clear understanding of what her restoration and subsequent management as a commercial operation would entail; and how – in broad terms – such a project might be executed. Fortunately, a number of Thames barges have already been saved in this way; and two local N Norfolk projects also provide some pointers and guidelines as to how to go about Cabby. These are the acquisition and restoration of Langham Dome, and the establishment of the charity Rescue Wooden Boats. Based on the experience of these projects, on site visits to Cabby at Maylandsea, on guidance from the director of National Historic Ships, and on discussions with Cabby’s existing and previous owner, her previous skippers and Wells Harbour Maritime Trust, consensus has been reached on what might be done with Cabby.

The principles and bare bones of the project are as follows. 

• Although Cabby might form the nucleus of a purely commercial operation, at present the group envisages establishing a charitable trust to own and manage the vessel. Charitable status places the group in a better position to attract the funding necessary for her restoration (eg Heritage Lottery Fund).
• As such, the intention is to acquire, restore and run Cabby in such a way as to make her survival and sustainable operation the chief objective. Sailing barges at best cover their costs. Any profits would be used to improve the vessel.
• Given that the interested parties are all based in N Norfolk, the intention is to make this a N Norfolk project. Although our coast is not as good as the East coast for sailing barge operations, it is at least acceptable: meaning that we believe that Cabby could safely and sustainably earn her living here.  
• We are currently exploring where she is best restored. The East coast is better placed in terms of skilled man-power and experience for such a project, but there is an appetite on this N Norfolk coast to nurture the skills necessary for the restoration. Such a project might also attract local and/or national funding (eg from the Coastal Communities Fund). 
• At present, we are working on the assumption that Cabby could be acquired and restored using external funding and that only her ongoing maintenance and personnel costs (eg crew) would need to be derived from the vessel herself. Broadly, the recent restoration of other Thames sailing barges supports this belief.
• It is envisaged that after her restoration Cabby would be based on the quay in Wells. The footfall on the quay supports the contention that at least some of her ongoing costs would be met by using her as a static attraction during the winter months. During the summer, the intention is to use her in the growing sail cargo market, sail training, and also for passenger charter. We would regard it as an unacceptable to use her for static charter only. Much of her appeal – not to mention her importance – lies in Cabby as a survivor from the days of working sail, indeed as the last in the line. 

A Feasibility Study.

The group is currently undertaking a formal feasibility study to explore the various assumptions set out above. Specifically, this is exploring:

• The current state of the vessel
• The practicalities of moving her to N Norfolk
• The viability of restoring her in Wells or elsewhere
• The viability of using Wells as her home port once restored, including the operation of the barge as a 12 passenger vessel using an Exemption from the Marine Coastguard Agency’s provisions of The Standard of Safety for Thames Sailing Barges   
• Sources of income that would enable her to cover her costs (charter, static display, sail cargo etc.)
• The viability of raising seed capital to acquire the vessel and bring her to N Norfolk
• The viability of raising the much more substantial sums necessary for her restoration.
• Actual costs of the same.

A Full Condition Survey.

The first step in this ambitious project is to ascertain the current condition of the barge. This, of course, is a piece of due diligence that any responsible group would undertake before making a significant commitment, not least financial. It is also necessary for insurance purposes should we acquire the vessel, to help ensure that a fair price is paid for her, and to provide guidance on the cost of restoration. The survey will be undertaken by an accredited surveyor with a great deal of experience of sailing barges. The costs involved are the surveyor’s own fees and the charges associated with moving the vessel to a dry dock so that she can be fully inspected, together with the hire of the dock itself. We are hoping to raise the sum of £5000 for this purpose.

Assuming this sum is raised, the survey will be undertaken in the early spring. On the further assumptions that the survey proves the vessel sound and capable of being restored at reasonable cost, and that there is sufficient interest in the project locally, the group will then raise the funds necessary to acquire her.

Restoration and Rebirth – a Vision 

 Bringing Cabby to N Norfolk would save an historic vessel of considerable importance. It would also create a considerable asset for the community. Her restoration and subsequent use at sea and in harbour would provide local employment, she would be an attraction in her own right, and her presence here would help reinforce the identity of the coast as a place of historic importance in the story of a trading nation. She would be a great source of pride, and a living reminder of the great age of sail. As a medium- term target, the intention is to return Cabby to Dunkirk on the occasion of the 85th anniversary of Operation Dynamo in 2025, with a Wells crew.

Appendix: Cabby inspection carried out on 19 July 2020

These notes record an inspection of the barge undertaken by the barge-wright Tim Goldsack on 19 July 2020. He has worked on Cabby on and off for the past 30 years. They were compiled by Jim Ring and Ash Faire-Ring, and subsequently approved as accurate by TG. As Cabby was afloat at the time and the tide high, no inspection below the waterline was possible. This was recommended by TG before she is taken to sea; neither was it possible to test the engine.

Tim’s general assessment was though Cabby was cosmetically poor, she was  structurally fairly sound – or at least as sound as an inspection of this nature could reveal. Those matters in need of urgent attention are noted below. Please also note that Tim drew to our attention that unlike most other surviving Thames barges, she has neither lining (of the hold) or a ceiling (on the barge, a structural floor). These add a considerable amount of rigidity to the box structure of the barge, and their absence has implications for her longevity. Tim felt she was slightly out of shape but not hogged.

These notes identify the work necessary to restore her to a safe usable condition.

Element/fitting

Condition and comment 

Stem

Good condition, replaced in 2016 by TG himself 

Foredeck

Poor, in need of immediate replacement 

Side-decks

Satisfactory, replaced by TG in 1995

Windlass

Adequate, reconditioned by TG in 92

Coamings

Poor, in need of replacement soon

Stern deck

Mixed, in need of attention

Transom

Good, replaced in 2005

Steering gear

OK. Replaced late ‘90s

Rudder

Satisfactory

Hull - general

OK. The original single planks were sheathed in the seventies. 

Hull - bows

Poor. The outer planking on the port side particularly so. Removal of the outer skin may reveal problems with the inner

Leeboards. 

Good. Fairly recently replaced by TG and aerofoiled 

Crab winches (controlling leeboards)

Adequate 

King planks (decking adjoining the hatches)

Poor and in need of immediate replacement 

Keelson (steel)

Apparently OK (difficult to inspect)

Chine keelsons (steel)

Apparently OK (difficult to inspect)

Mast deck (on which the mast is stepped)

Adequate

Apron 

Good

Skin fittings (seacocks etc.)

Unknown: require inspection 

Rails 

Good

Electrical system

Questionable. To a high standard when installed but now 30 years old

Engine

TBC. Installed by TG 92/93 to a high standard but in need of servicing. Some obvious old leaks common to these Gardner plants

Spars (steel)

Serviceable 

Standing and running rigging

Not known (inspection not possible)

Sails

Believed to be adequate (inspection not possible). 

This project successfully funded on 25th March 2021