Bradwell Marina - worthwhile?

1903 advice (I'll ignore the channel) "The Coastguard station is at Bradwell Quay; a trap can be hired at the 'Green Man', and Southminster, the nearest railway station is about 8 miles distant. Trap at the 'White Hart'. Time occupied to drive, one hour, fare 5s."

Now if some doubt the value of the current marks:

"On the south bank, abreast Tollesbury Pier, lies Peewit Island, low and marshy.... It is gained from the river through a gutway over the mud barely 100ft wide in places and with a depth of 2ft at low water in the entrance; the flats on either hand dry. To the SW of the creek entrance a mudflat runs for some distance northward from the end of Peewit Is.; to the NE of the entrance the mud runs out for some 300 yards below the mainland HW. -mark its edge being generally parallel to the shore-line. The edge of this flat close to the mouth of the creek is sometimes marked with small black buoys, but these are very difficult to make out except on a clear, calm day and when quite close to them. Moreover, if they are seen it must be remembered that they are moored a little distance within the (LWS) drying edge of the mud and that, in addition, with the prevailing westerely winds they tend to ride still further from the limit of the navigable channel. The presence of these buoys, however, cannot be relied upon and although, when in position, they undoubtedly assist the stranger in locating the creek entrance, it is better to anticipate their absence and dispense with their assistance" A further page of advice but excerpts:

ahead several conspicous bathing boxes (?) - approached until 350 yards distant when course should be altered to the SW-ward parallel to the mainland shore-line.....
a lookout should now be be kept for two leading post beacons which are set up on the crown of the mud-spit running northwards from Peewit Island; these posts are small and inconspiuous and none too easy to distinguish against the darkish background (rear - post with triangle topmark: fron a post with T crosspiece) etc, etc, ....the edge of the flats on either hand is shelving and soft and there is little room here to 'turn', however locally established withies or metes may exist.
Slender of none-too-prominent trees in front of the Green Man can be made out. When the second of the slender trees from the right (got that?) is in line with the centre of the Inn's lozenge-shaped signboard (or the central stumpy chimney) course should be at once altered to bring and keep these marks ahead. This new leading line leads down the next reach of the creek entrance entrance and until two inconspicuous small posts set up in the marsh-ground near the angle of the mainland sea-wall on the port bow come in line (front a short, dark post; rear a taller white post). These marks in one ahead now lead round an awkward bend in the channel between two flat 'horses' and until the run of the creek past Bradwell Quay begins to open up to starboard." Irvine, 1933.

Actually with the pen and ink drawing shows the slender tree/sign lining up very nicely.

I recall I shot a short video of avoiding the buoyage. Must see if I can find it. I think the point about the 'drifting' buoyage if it got moved into the channel would suffer towards low water. Hey ho.
 
To tell more tales, the first time I ever when down the Blackwater (with some knowledgeable chaps) we enter Bradwell Creek from the other end (don't ever go that way until we really know the Acrow 'stake' has gone). Later with the tide ebbing and a brisk wind (I thought a gale the first time) we couldn't go up out the Creek with the Stuart Turner and had to turn round. And had to work out how to reef. Later while motoring up into the Creek the traditional way, with the tide but against the wind, the Stuart wouldn't get up there after - needed a tow. I decided to re-engine - a side valve Albin 12 hp with a variable prop and quarter installation - so the prop never stopped - great for getting rid of a few troublesome moorings. Only trouble was that I didn't have the proper pitch control lever so it couldn't stay in neutral. Going into Bradwell Marina, it was critical to get ashore with line- cleated - PDQ - she would either go into full ahead pitch or full reverse pitch. One wiseowl (a plastic owner of course) suggested I ought to put the engine into neutral before I tried to moor - 'tish, what do they know :p Once I got the hang I tried a couple of time to put the pitch to 'feather' rather than neutral. Ok if coming alongside to port but very wet if coming alongside to starboard - think aboujt it, :encouragement::cool::rolleyes:

I miss that old boat....... I have a photo somewhere that will show the vagabond look.

Oh, yes found it:

Clochard by Roger Gaspar, on Flickr

Jib luff sagging, staysail so ripe it barely stayed up, mainsail all baggy, radio aerial wonky. Apols for thread wander
 
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A wealth of information, thanks all.

Now, with a draft of 5'06" and having taken the advice to have a look at the Crossing the Thames Estuary chartlet for Bradwell, Which I have, I see that is does indicate a bit more water outside the port buoys! Therefore I should (or consider ) leaving those to starboard when entering? Well, a couple of them.

So, 1st to port, 2nd to starboard, 3rd to starboard and then 4th to port again?

My Mrs will no doubt be advising differently as she will be transfixed on the chartplotter and depth display! Therefore I need to, at least, look as if I know what I'm doing.

However, I plan on arriving at half flood or thereabouts, so, just leave them all to port I suppose?

Then, I've got to squeeze my 12'06" pride and joy in somewhere suitable!

This is going to be great!

Si.
 
shortjohnsilver said:
A wealth of information, thanks all.

Now, with a draft of 5'06" and having taken the advice to have a look at the Crossing the Thames Estuary chartlet for Bradwell, Which I have, I see that is does indicate a bit more water outside the port buoys! Therefore I should (or consider ) leaving those to starboard when entering? Well, a couple of them.

So, 1st to port, 2nd to starboard, 3rd to starboard and then 4th to port again?

My Mrs will no doubt be advising differently as she will be transfixed on the chartplotter and depth display! Therefore I need to, at least, look as if I know what I'm doing.

However, I plan on arriving at half flood or thereabouts, so, just leave them all to port I suppose?

Then, I've got to squeeze my 12'06" pride and joy in somewhere suitable!

This is going to be great!

Si.
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I draw 5'6" and at half tide you will be ok inside the channel on the red cans side. The mud is very soft and you can plough it if necessary.

If you have a 12'6" beam then ask for a hammerhead or a berth on F pontoon (wide berths but further to walk to the facilities).
 
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I agree with Roger. At half tide follow the marked channel. Ploughing is not only feasible but a good service! Leaving the green can to starboard can be counter intuitive as the mud flats uncover but is right.

Oh PS, the survey might look a bit old but I did a check in 2015 and there was nothing to cause a re-survey.

Oh PS 2 - if you drop me an email address via a PM I can give you access to a Dropbox file which has video of us going in and out. I and the late Colin Jarman were playing with the idea of a 'video pilot' and having a windless day and my stills camera with a video facility we strapped it to the mast. The sun was bright and low so hopeless for any final product (as was the camera) but you can see it well. I didn't actually entrance the marina but you can see the entrance. On the first run in, once round the green can I opted for the second 'avenue', in the second run and the reverse I used the first 'avenue' which has the deeper water. But if you can get past the red cans, there is enough water for the second 'avenue'; the logic is if a yacht leaving it will normally use the first 'avenue' so using the second avenue coming in is out of the way. You will see on the way in the first time, I held back to let an exiting yacht to round the green can first as it had the tide behind it.
 
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The more I read this thread, I am the more pleased that I gave it a miss. Which incidentally was completely down to the attitude of the HM when contacted them 1nm out for a berth, to be advised "come in (to our dodgily marked facility) and then we will tell you if we have one"
 
Hadenough said:
The more I read this thread, I am the more pleased that I gave it a miss. Which incidentally was completely down to the attitude of the HM when contacted them 1nm out for a berth, to be advised "come in (to our dodgily marked facility) and then we will tell you if we have one"
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Your uninformed knowledge of Bradwell will not deter others or stop it being one the highest occupancy marinas on the east coast. I appreciate that careful navigation and boat handling doesn't appeal to everybody.
 
I enter Bradwell as nearly often at night as I do in daylight. In fact the harbour staff commented that they have nicknamed me the vampire as i only ever seem to play at night. I find it quite easy & adverse comments about access are a little unfounded provided one waits for enough water. Entry by daylight is quite straight forward if one follows the PH buoys & then locates the stbd hand buoy & keeps close to it when turning. Watch out for the end of the launching ramp, marked with a pole, & then pick up the PH buoy near the marina entrance.
The pontoons are good & plenty of room for manouvers between the main runs. It is an excellent marina with friendly staff
To be recommended
 
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I too enjoy Bradwell Marina and a meal in the Green Man reminds me of my days running the now defunct emporium just down river. However, since acquiring Wild Thyme with her 4.05 m beam, I will only go in if they will offer me a hammerhead berth before I leave the river, In my previous boat, only 3.52 m beam, I twice got wedged in the allocated finger berth only half way in, despite having stated the beam clearly over the VHF before the berth was allocated. I do remember the days before the fingers were put in and I have a suspicion that the fingers were put in without spacing out the berths any further (that would have been an expensive move in terms of lost berths). The natural result is narrow berths. The staff were very good at sorting the problem out by shifting us to a more appropriate berth on both occasions.

Oh, and problems with navigating the entrance? None in 44 years of using the place as a visitor. It's on my mental list of half tide ports.

Peter
 
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