We left Valance on the morning of Tuesday 26th
June 2012. It was more of a ‘suck-it-and-see’ departure, as the Rhone rates
were still around 2½ knots and not likely to fall less than that until the late
Summer/Autumn months. Our good friends Mike and Ann, who have motored the area
for some years, were trying to push us to go but I was reluctant about Mikes
advice that ‘it looks worse that it
really is – you’ll be ok’. Anyway, we thought we’d give it a try and if too
stressful we’d linger at one of the ports downstream. Shortly after 0900 hours we motored around
the marina and made for the entrance to the Rhone. A bridge is not far downstream so it is a
dash out of the marina to cross to the opposite side of the river and make
between the lateral posts leading to the channel under the bridge. I wasn’t
looking forward to it, particularly as some friends had left a few weeks previously,
in similar conditions, and mis-judged the current, side-swiping the port-hand lateral
mark as they made across river. I knew
all eyes would be watching, and was feeling quite confident when Sno’ Rush
behaved perfectly going astern out of the berth – even Hil commented as it was
a faultless manoeuvre. Luckily, Sno’ Rush carried on behaving and we headed out
and slightly up into the stream until I’d got the strength right to turn and
enter the channel smack-on in the middle. Perfect – one up for the sailors!
I should have listened to Mike’s advice without question as
he was perfectly right. We were travelling at almost 3 knots, in the centre of
the channel, with hardly any rolling or ‘lumpiness’ to cause worry. It was a
beautiful sunny day, in the mid-twenties, with a following f3 or so wind. I
knew the wind would be strengthening and was waiting to see what would happen
at the next lock, Ecluse Beauchastel, some 11 km downstream. The entrances to
these locks are beside the main river and therefore suffer little of the main
tidal stream, so slowing to tie up to the waiting pontoon shouldn’t be a
problem. When we got to Beauchastel, it
was the strengthening wind that caused the problem. Since there was no activity at the lock, and
the inevitable silence to our radio announcement, we decided to tie up to the
waiting pontoon. The second attempt saw us with our bowline, and Hil, on the
pontoon when a particularly strong blow caught our stern and swung the boat
around. As luck would have it, Sno’ Rush just carried on round and, with a bit
of throttle, lay alongside as if it were our intention all along! It’s a
strange thing though, at these locks, the wind seems to funnel and get stronger
whenever we are near or in them!
These lower Rhone locks are big, deep and quite
awe-inspiring. Beauchastel is of the same ilk but a mere baby in regards to depth
– only 13½
metres drop. They have never caused much of a problem as all have floating
bollards which make life so easy. The wind gusting about the lock is about the
only problem and it doesn’t recede the lower you fall. We left the lock pretty
darn’ happy with ourselves that the first part of the last leg had gone so
well.
The plan as to travel down to Viviers, which is a port du
plaisance some 55km downriver and the only available port open to us. The next
stop at Cruas will only take 1m (apparently) draught vessels. So, on we plodded
downriver, in the warmth of the mid-day sun, through Ecluse Logis Neuf (13.75m
drop) and Ecluse Chateauneuf (18.5m drop – no waiting here, the eclusiere let
us straight in the lock) and then round the corner to Viviers which is set slightly
upriver on the old Rhone. At 1500hrs we tied up, a days’ total of 54km and 3
locks. We had no problems at all; in fact I sent an email to our friends at
Valence declaring the Rhone a ‘pussy’, not really thinking that we had a fair
few miles to go. Hil said I was tempting fate or ‘karma’ as she puts it!
Viviers was certainly not as plush as we had got used to at
Valence! A lovely spot, right on the junction of the Old Rhone where it meets
the canal leading from the ecluse. It’s protected by a spit so is tucked away
from the main river flow. Unfortunately when we got there it was full,
literally, with ribs and day boats, some sort of rally or something so we were
told. Anyway we barged through and tied up to the pontoons. Strange these pontoons, a cantilever
arrangement around 8m long, pivoting from the high bankside. Quite high as
well, but perfect for us even though they had clearly seen better years.
Electricity was from a communal distribution box further up the bank which
wasn’t a problem as we have a long extension lead. Showers were around a ¼mile
away and adequate. There is no security at all, but then that’s what makes the
place so enchanting. The local bistro is
welcoming and ½mile away is the town – a superb example of French rural
architecture. We liked it at Viviers, even though the constant to-ing and
fro-ing of large river cruisers mooring close-by disturbed our tranquillity. We
stayed two nights at €15 per night all in.
Viviers – Hil grabs a
coffee.
Our next port of call was a small marina at l’Ardoise,
officially known as Port 2, approx. 5km back up the old Rhone, close by the
Ecluse de Caderousse. This caused me a bit of concern, as I didn’t want to push
the old girl to hard trying to fight the stream up towards the marina. But
then, there is always the next downstream lock for the night! We left Viviers
at around 0900 hours and motored down the Rhone towards Donzere where the old
Rhone meanders away from the 30km long canal section containing the deepest
lock in Europe at Bollene, some 23m deep. This section of canal is often
referred to as a ‘chute’, as it is long, narrow and often picks up speed during
its length. We did pick up speed, up to around 4kn, but it was sheer joy riding
with the tide along the trouble-free lengths of the canal. Not as scenic as the
old Rhone, but stress-free. Bollene was a sight to behold when we approached
it, a large complex striding the canal with the ecluse to the one side,
typically austere power-generation buildings. Entering the lock and beginning
the descent was familiar, but as we went further and further down it suddenly
dawned on us that this was a cavernous place, surpassing all that we had seen
before.
Ecluse Bollene – 23m
deep
Passing through, we continued to the next lock at Caderousse
(a mere 9.5 metre drop), and prepared for the jaunt upstream to Port2. As we
made to turn at the junction, I could feel the Rhone tentively release its grip
as we headed further into the mouth. The river in front of us was narrow and
quiet, with tree’s lining the banksides. We slowed quite a bit through the
mouth and I chanced increasing the throttle. As we headed into the reaches we
gradually began to pick up speed and I was chuffed to be doing over 2kn. We
continued along the winding river with good depth and no significant loss in
speed.
Port 2 was a bit of a let-down at first sight – a little
rundown and I suppose typical of a backwater ‘marina’ that had seen better
days. We moored up at 1430hrs (a days’ total of 55km and 2 locks) to the angle-iron
pontoon with the help of a friendly resident, then had a wander around the
place. An out-of-the-way place – yes, but everyone was really friendly. It was
a hot day and we got talking to quite a few people who were sheltering in the
shade of various places. The Capitaniere was really good; she not only looks
after the marina but provides food in a very pleasant bistro-type veranda. She made an instant hit with Hil, who
couldn’t find anything on the menu to cater for her quirky tastes (not unusual).
When she popped to her nearby house and returned to serve up ham, chips and
melon, Hil was over the moon! You can guess that we liked this place, and at
€16 per night all in (plus €2 for Wi-Fi), we would have no hesitation in
returning.
Since time stands still for no man, the following day we set
forth for the bright lights of the old papal city of Avignon. At 0930 hours, we
left the mooring and wandered down the old Rhone to join the main stream for
the short journey to Avignon Lock (10m fall), and then down and back up the old
Rhone to the great city. We only know Avignon from the river charts and the
description given by those who had been there before, and of course the Google
maps satellite view. About 3km back up the river is a long quay that serves as
the ‘boat park’ for the city. It did have a splendid modern marina, by all
accounts, but this got washed away in floods a few years back and was never
replaced. Some friends let us know that when they arrived there a few weeks
previously, the quay was choc-a-bloc with boats, with many rafted and few
electricity points available. I must admit to a small degree of trepidation as
we made our way down the Rhone towards the outskirts of the city. Was the old
river going to be kind to us and allow us up, and was there going to be space
when we got there? Well, as we made our way past the spit of land between the
two rivers, negotiated under the SNCF Viaduct, turned and went under the
viaduct again to motor up-river to the city, we got our answer. Kind was the word – our down-river speed of 4½knots
dropped to 2kn up-river which was about the speed most craft were travelling
at. Had to be careful at the old Pont d’Avignon (the one in the song that fell
down), as the remaining part is still in-situ on the river causing a
restriction of two-way traffic. Around the bend the public quay came into sight
– plenty of space to moor up, hurrah!
At 1230hrs on a sunny and hot day, we moored against the
concrete quay having travelled 29km and 1 lock from Port2. A kindly Englishman
helped us tie up the mooring rings as they were set back from the edge of the
high quay, in fact it was a bit of a struggle having to climb onto the coach
roof to disembark, but you take want your given. We were intending to stay a
while at Avignon to explore the city, but a weather front was due in the coming
days and I didn’t want to get stuck waiting for the river levels to fall. We
decided to spend that afternoon and following day doing the ‘tourist’ thing.
Since the weather held, it was a pleasure walking around the walled city,
following the narrow streets, back against the walls as the buses pass! A very
grand old place and I’m glad we spent the time to explore it. In typical French
fashion, no-one came around to the boat to collect mooring fees. I did see some
man looking at the boats as he walked past on the first evening but, after a
simple ‘bon soir’, nothing else was
said. He was the Capitaniere, who we had to find the following day, very
lackadaisical but good humoured. €36 for two nights all-in – no Wi-Fi, but free
to customers at the café/bar over the road from the boat (pure heaven!).
The town quay at
Avignon
Since the wind and rain hadn’t materialised, we slipped the
mooring at 0900 hours on Sunday 1st July and took our leave of the fabled
city. This next journey was to be the turning point in our travels, since we
were headed down river to the junction of the Petit Rhone which we would follow
to the Canal du Midi. Although a long day was coming, by the end we would be
off the mighty Rhone and onto the quiet canal at Gallician. This lower part of
the Rhone is, from what I can see, the widest part, some ½km
wide for most parts as it meanders southward. The last lock on the whole river
is at Beaucaire, 15½m fall, some 24km downstream from Avignon. For a short
length after the lock the river narrows to around 150m before widening
slightly. This is another of those ‘chutes’ where the current increases and, so
I’ve been told, becomes very lumpy. As we made our way out of the lock, we
prepared for this chute at Tarascon. There are two bridges close together, both
have particularly large piers supporting the bridge, causing turbulence in the river
flow. The latter bridge has a shorter span, making the turbulence even worse.
We must have had a good day, as although we did pick up speed, and there was
turbulence, passing under the bridges dead-centre proved no more challenging
than any other bridge. I will say however, that had we not been set up
correctly, it would have been another matter.
The ‘bow’ wave from the front of the piers and the swirling eddies
behind them looked really nasty.
A short time later, we spotted the fork in the river where
the Petit Rhone starts. It really seemed
such a milestone – that long-awaited marker for leaving the Rhone and following
the route to the Mediterranean. Shame it clouded over and started to drizzle as
we left the mighty river behind us. No more wide-open and fast flowing rivers
to negotiate - the change was dramatic. All of a sudden we were back onto a narrow,
winding, tree-overgrown tributary, more like the canals than a fully-fledged
river. Twenty kilometres further on and we came to the turn for the St Giles
lock and the start of the Canal du Midi. Can’t think of much to say about the
Petit Rhone, it’s a nice river but I think everyone regards is as merely a
connection between the Rhone and the canal – certainly it must have some
delightful points but, late in the afternoon on a grey, drizzly day, it holds
no highlights for us. St Giles lock is a grand affair for a canal lock, large
but hardly any fall at all. I suspect it is more of a water-gate between river
and canal than a lock as we appeared to drop only a few centimetres. It is not
even the start of the canal, but joins it some 29km from its start at
Beaucaire. Beaucaire was the original
junction with the Rhone before the days of the hydro-electric power plants and
large locks. For some reason the access was blocked. Gallician is only 10km
away from Ecluse St Giles and it was here that we were to stay for the night. At
1600 hours, we finally moored after two miserable attempts trying to turn Sno’
Rush in the canal to berth stern-to. Even in the rain, the previously deserted
Halte Nautique filled with spectators to watch the silly Englishman try to turn
his boat where she didn’t want to go. They saw us moor up alongside a large,
old stink boat, technically bow first, but with the rain now chucking down, we
didn’t really care. Days’ total – 72km
and 2 locks.
We awoke late the following day, I guess we would have slept
later but the sun was shining bright and it was warm. Gallician seemed ok, but
I can’t say much about it as we only got off the boat for a short time the
previous evening and that was to pay two elderly ladies who had helped to moor
up. I think they were sort of standby Capitanieres' as no-one else was around. Berthing cost €15.40 per night, all-in, I
didn’t ask about Wi-Fi as I think the technical age had passed these people
by. The facilities appeared ok and
consisted of a newish building set back behind a line of trees close to the
bankside. All was quiet the following day but it did seem quite pleasant in the
warm sunshine. We were starting to get a tad excited, knowing that journeys end
was not far away, and had decided to do short hops to enjoy our remaining time
on the canal. I had studied this canal on the fluviacarte for such a long time
it was going to be fun comparing the reality to those pictures you conjure up
in your mind. We left Gallician at 1200 hours that day and motored along a
straight stretch towards our next stop at Carnon some 29km away. We by-passed
Aigues Mortes, an old and interesting garrison town the guides say, in favour
of using a newer section of canal designed for that use. A short distance ahead, the canal crosses the
Vidourle river and the fluviacarte notes two ‘portes de garde a guillotine’. I couldn’t quite picture what these
were and presumed they were some flood protection for the canal, as the river
joins a canal from Aigues Mortes and empties into the Mediterranean at Le Grau
du Roi. What I saw was exactly as the book says, two giant guillotines high up
over the canal and mounted between two concrete pillars on either bank. Passing
through was no problem other than a slight sea-ward current. It suddenly dawned
on me then that the canal was at sea level and fed/drained by the Med itself. I
hadn’t really given it a thought until then. The land was opening up to show
flat lands either side and as we went further along, a wide-open lagoon to our
right came into view. This is one of those famous salt-water etangs I’d read so
much about, the Etang de Mauguio or de l’Or. It seemed quite strange at times,
as only a narrow bank separated us from the etang. We knew the Med was close,
perhaps ½km
to our left but no way could we clearly see it. The main road follows the canal
quite closely here and it was mainly this that restricted the view. We carried
on down the straight section of canal towards Carnon where a halte was noted in
the fluviacarte. When we arrived it was packed with rafted boats so we took the
last un-rafted spot and settled in. Good job really as several boats arrived
after us and had to find somewhere else. I thought they could have double-rafted but
when a fully loaded péniche slid by a couple of hours later it was clear that
they had no chance - there was barely room for it between the bank and the
existing boats!
When we had a look around the place, I saw that the boat I’d
rafted against, and in fact the rest of the boats around me were unoccupied. It
was then I realised that the long bankside pontoon was in fact, in two
sections. We were on a hire boat pontoon and the halte was at the other end. The
man we paid didn’t say anything to us about it, but probably explains why it was
cheap, €10 per night all in. The halte pontoon was in a poor state of repair
with few electricity/water pods. The only toilet/shower block in the area was
near here and frankly it was disgusting – old and unclean. I think I would list
this as a ‘last resort’ stop, even though we had a better pontoon.
Nevertheless, it was quiet and had a well-stocked ‘Spar’ shop at the garage 5 minutes’
walk away.
We left the following day at 1130hrs and, a short distance
away, approached the junction of a tributary from the etang leading to Carnon
harbour. Loads of boats moored everywhere along this little river from the
harbour (where I’m told there is a proper marina), up to the etang where we
could see what appeared to be a decent halte de plaisance. Wouldn’t you know
it! Anyway, we carried on down the canal hoping at some stage we would be able
to get our first sight of the Med. Passing Palavas-Les-Flots was another pair
of ‘guillotines’ which protect the canal
from River Lez. This little river goes all the way up to Montpellier, but boat
traffic is restricted a few kilometres up-river. This river is another place
where little boats are moored in every available space. As we moved further along
the canal, the etang was on both sides, again only narrow banks separating us,
like a boat ‘highway’ through the etang. Odd breaks in the bank allowed the
water to flow between us, with a moderate flow from across the canal from one
etang to the other. Along this stretch we came upon an oddity at la Maguellone,
the carte calls for boats to ‘sound horn’
on the approach to a floating foot-bridge crossing the canal. It came as a
surprise when a young man at the end of the bridge waved in reply to our ‘toot’, started an outboard engine on
the bridge and pushed it out and into the canal to swing it open. I would hate
to have his job on a busy day!
The etangs either
side of the Canal du Midi
Our next stop was at Frontignon where the bridge only opens
twice a day, so it was easy to make this an overnight stop-over, especially
when the first night is free. The idea was to stay here and back-track a short
way to take the commercial waterway to the sea and enter Sète marina directly
from the Med. The other way is to continue along the Canal into the Etang de
Thau, enter Sète and then through the various bridges in the city to make our
way to the marina. Always being one to take the easy way, the choice seemed
obvious, although there is little information about the waterway in the carte
which marks the end as ‘fishing port
prohibited to pleasure boats’, I’m sure this wouldn’t apply to an obvious
sailing boat. As we passed the open ‘T’ junction of the waterway, all seemed
clear for our forthcoming passage to the sea, however taking the canal-to-canal
course is not possible. The buoyage is unclear and shallows if you take the
direct course. It only becomes clear when you make for the seaway then turn back
towards Frontignon. It’s a bit confusing
but we managed it and only a short distance away is Frontignon where we moored
against the concrete quay with 6 inches under the port bilge keel. The bridge is in fact a very low lift bridge
that completely blocks access. The set times of lifting are 0830 and 1600 each
day. The carte says that downstream traffic has right of way but when we
watched the afternoon lift it was absolute chaos. As soon as the bridge was
lifting, boats began to jockey for position, ok on our side I thought, but then
I could see the other side and they were doing the same. One boat on our side clearly wanted to go
through first and was hovering feet away from the bridge. I think he was trying
to show the other side that we had right of way but when the ‘clear to pass’ signal sounded he
‘gunned’ it only to ground on the port side. Boats behind him took no notice
and passed around him but he did stop the oncoming traffic. When he got free
and had barged his way into the line of boats, the other side started coming
through. Two lines of boats, big and small, were passing in a small gap with
smallest of clearances. We sat and watched thoroughly amazed!
There is supposed to be electricity on the quayside but I
could find any, and no-one else could tell me why not. No Capitaniere's
appeared either. I went for a walk to the other side of the bridge and found a
few English-speaking people. Apparently all the electricity was off, and that
was the end of it! I also asked about the seaway access and was told, without
doubt by others that had tried, that no boats other than commercial boats were
allowed access – oh, well, we’ll have to carry on the Etang de Thau. It was a
beautiful evening, idling on deck in the evening warmth, topped only by a practice
session of the local ‘Jouteurs’ (water jousting) club practising on the canal
beside us for the August event in Sète – perfect!
I must admit to a faux pas at this point. I had completely
forgotten about the rise and fall in the water level. We had started to list
during the late evening and I realised that my port keel had grounded. But the
Med has no tide, I hear you say – I say yes it does, as does the canal that
feed from it, so much so that by the middle of the night I was almost falling
out of bed and resorted to tying more straps on the mast! As with all things
however, by breakfast time we were level and free, and the panic was over. The
canal must have risen around a foot (0.3m) while we were there.
We were up bright and early that day to ready ourselves for
the 0830hrs bridge. I’d already telephoned the girls at Sète marina and been
told to be at the first bridge to enter the city at 0945 hours. Since it was
only a distance of around 7km, we reckoned, without mishaps, that we’d make the
distance comfortably. A melee of boats had appeared and were all shuffling to
position themselves in readiness for the opening of the bridge. A large number
of hire boats, or ‘bumper-boats’ as we call them, were in amongst the mass.
They easily stood out as the ones without any boat-handling skills. One caused
quite a stir as he was unable to stop the stern of his boat ‘touching’ a large, posh French
motorboat moored a few boats back from us. The Frenchman came running out, arms
flailing, shouting what I can only assume were obscenities at the young German
wannabee’s. I expected to see some
gaping hole in his bow from the way he was going on, but I couldn’t see a mark.
The man made it worse when he got back onto his boat, revved his monster
engines, pulled away from the quay and stormed off downstream. A short time
later I saw him lurking at the end of the queue. I’d already decided to wait
until last to avoid any problems.
Finally the bridge rose and the inevitable two rows of boats
attempted to pass the narrow channel, fortunately all behaving themselves. On
the other side, most of the boats travelling in our direction were jostling
about trying to moor. We were lucky to be able to thread our way through and
into the canal without mishap. The last part of the canal comprised of a short
length of open grassland and then the rear of a large commercial/industrial
area. Once through this we entered the wide open lagoon of the Etang de Thau.
The day was warm and bright but we were unprepared for the gusty wind blowing
across the etang as we entered. Although
5 or 6 metres deep at its centre, the lagoon is shallow at its edges and we
were to follow a marked channel to the entrance to Sète along its edge. Between
the channel and the land the area was strewn with nets and poles and other
devices to, I guess, feed the local population – the carte states ‘fond dangeruex’, which clearly they
were. We made the bridge on time and with 15 minutes to spare. Just after 0945hrs, the railway bridge and
road bridge opened up and we trundled through with another boat. Turning to
port, we headed towards a swinging road bridge, already open, passing the
pontoons of the Halte Nautique to our right and the Gare set back from the road
to our left. At this point we joined about six boats, all sail I might add, which
were waiting for the two remaining road bridges to lift. I’d been forewarned of
a 20min wait so was prepared, and joined the ‘fleet’ attempting to check the
drift. As it happens, we waited about half an hour until the bridges, one lift
and one swing, opened for us. At around 1100hrs we were moored, stern-to in the
marina at Sète. At long last!
Journey’s end
Statistics
Total journey length (Calais – Sète) 1302km
Total number of locks 232
Total journey time 226.75
hrs.