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Senin, 21 Maret 2016

Small Boat Plans And Kits


THE WAY OF A SHIP in the sea is not as great a mystery as the Bible makes it out to be. Most of us can understand that a boat left to its own resources in heavy seas will tend to adopt a position that’s roughly broadside on to the wind.

Most keelboats will settle that way, and be quite happy, when all sail is taken down. Often, there’s a tendency, especially with sloops, for the bow to drift downwind a bit, which causes the hull to gather way and forereach. You can counteract that by lashing the helm to leeward, so that every time she tries to go forward the rudder will point her up into the wind and stop her in her tracks.  This is known as lying ahull, and works fine until conditions get so bad that your boat is being lifted by large breaking waves and hurled bodily down to leeward.

Most of us can also understand that things would be better if the boat could be made to lie with the pointy end facing the oncoming waves. Then she’d be presenting a much smaller area to the force of breaking waves, and she’d be much more difficult to overturn.

The question is how do you keep her facing that way in heavy weather without the help of an engine?  If you can keep the bow still in the water, then of course she will lie downwind as if she were made fast to a post. The sea anchor, made fast at the bow, is designed to do that, to act as a post, although it’s a post that actually moves very slowly through the water. But while it works well for boats with even, shallow draft, the sea anchor won’t keep a normal keel boat pointed into the waves, no matter whether it’s a fin keeler or a full keeler.

The Pardeys, a well known and very experienced cruising couple, claim to have kept their 29-footer pointing more or less into the waves by setting a sea anchor from a bridle, with one end of the bridle attached to the bow and the other to the stern. By taking up slack on one end of the bridle or the other, you can  of course alter the way the boat lies.

I’ve never tried this, but I have serious doubts whether normal people could manage this trick. For a start, I can’t imagine how I would be able to drag a sea anchor with its mass of small lines and its 25- to 30-foot spread of parachute material across the deck and over the side to windward in a heavy gale.

So I have never tried to lie bow-on to the waves in heavy weather. My method, in a full-keeler, is simply to lie ahull with the tiller lashed to leeward, until things get too dicey, and then to run off downwind under a storm job or bare poles. You need lots of sea room to do that, of course. A fin keeler is best kept moving at all times, but this needs a fit crew.

Some boats will lie about 45 to 60 degrees off the wind with the help of a special storm mainsail. It’s cut so that a lot of its area is aft of the boat’s underwater pivot point, the center of lateral resistance, so that it tries to point her up into the waves all the time.  But most boats these days don’t come equipped with a storm main, and few of us realize that using a third reef in the working mainsail instead doesn’t cut it, because that actually moves the sail’s center of effort farther forward, instead of aft where you want it.

 Anyway, the only real way to sort out this problem is to go out in bad weather and experiment with your own boat. The best way would be to persuade some experienced sailor with a sister ship to take you offshore, hunting for a storm, and watch what he or she does to cope with heavy weather. But I’d say your chances of pulling that off are rather slim.

Today’s Thought
Everybody talks about the weather, but nobody does anything about it.

— Charles Dudley Warner, Editorial, the Hartford Courant, c. 1890

Tailpiece

Overhead at a Boy Scout meeting:

“Did you ever have one of those days when you felt just a little untrustworthy, disloyal, unhelpful, discourteous, cowardly, and antagonistic toward those wretched old women who always wait for suckers to help them across the goddam road?”

(Drop by every Monday, Wednesday, Friday for a new Mainly about Boats column.)

 


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Sabtu, 19 Maret 2016

Boat Plans Nz


THEY SAY THAT IF you have a heater on your boat, you can extend your sailing season by six weeks or so at each end. I have never been swayed by that argument. Having spent most of my life in the sub-tropics, I have no love of sailing in the cold. Or the cold-and-rain, as happens around here. So I reckon there’s no need for a heater on a boat in this region.
There was one on a little Cape Dory 25D I once owned. We found her on an island in the San Juans, and sailed her home one bitter-cold day in February, when there was ice on deck. We had an overnight stop in a marina in Anacortes, where we ran into an old sailing friend. He offered us an electric heater because he said a cold night was forecast, but we scoffed and turned him away. “We have a nice Force 10 heater installed,” we said.
After a meal ashore, we came back to the boat and lit the heater. It had started life as a kerosene model, but the previous owner had converted it to gas. A small can of propane screwed onto the bottom.
We soon noticed something strange. It didn’t seem to be producing a lot of heat, and what heat it did produce rose to the top of the cabin and stayed there. What was even stranger was the fact that the can of propane was collecting a coat of ice. If we stood up in the cabin, the air was luke-warm from the belly-button up, and freezing cold from the belly-button down. As the layer of ice on the can grew thicker, we shut the heater off, fearing that it was actually producing more cold than heat on average. Our bunks were below belly-button level, so we spent a very cold night aboard, having brought only light-weight sleeping bags with us.
One of the first jobs I did on that boat was to convert the Force 10 back to kerosene heat.
It was a fairly easy job once I’d bought the right tools for flaring the copper tubing and so on. The new burner put out a lot more heat and never tried to make ice, but the hot air still hung around above belly-button level until we bought a 12-volt fan and mounted it where a reading lamp used to be. That stirred the air up nicely, distributing warmth all over the cabin from head to toe.
But we rarely used that heater because the fan used electricity, and I was scared we might flatten the battery overnight and not be able to start the diesel engine on a cold morning.
I have learned over the years that very little is simple on a boat, and the less you have to go wrong the better off you are.
So we never had a heater on any other boat since. And our belly buttons have been very grateful.
Today’s Thought
What is true, simple and sincere is most congenial to man’s nature.
— Cicero, De Officiis
Tailpiece
“Who gave you that black eye?”
“My wife.”
"I thought she was out of town.”
“So did I.”

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Jumat, 18 Maret 2016

Dinghy Boat Plans


CAMPION MARINE is a Canadian boat manufacturer that seems to be doing just fine in a difficult market. Campion has been making recreational boats for more than 40 years in Kelowna, British Columbia, and now sells its products practically all over the world, even in China.

But what interests me most about Campion (which, incidentally is Canada’s biggest fiberglass boatbuilder) is the fact that its boats are edible. At least I think they are. In a press release the company proclaimed:

Campion Marine Inc., Canadas largest fiberglass boat builder, is proud to announce that it will become the first boat builder in the world to manufacture all of its boats with Envirez®, a renewably sourced bio-derived resin from Ashland Performance Materials.
Envirez® resin is the first resin that uses a substantial amount of soybean oil and corn derived ethanol in its formulation.
So now, if you run out of food in mid-ocean, you can eat your boat. You’ll have to spit out the fiberglass strands, of course, otherwise they’ll get stuck in your teeth; and the diet of soybean and ethanol may start to pale after a week or two; but at least you won’t starve.
The only decision left to make is: Where do you start eating? Somewhere above the waterline, obviously. Not the cockpit floor, but maybe the coamings. Or perhaps the toerails if your crew wash their feet regularly.
The edible boat ushers in a new era of yachting and I look forward to the first book of recipes. Transom stew. Corn à la Cockpit. Poopdeck Purée. Pintle and Gudgeon Potage. It all sounds so delicious I can hardly wait to buy an old wreck of a Campion and invite my friends to a boat tasting.
Today’s Thought
This has got to be the most expensive food ever laminated.
— Bryan Miller, NY Times, (on Manhattan’s Casual Quilted Giraffe restaurant)
Tailpiece
“Don’t you think he looks like me, nurse?”
“Yes, sir, but don’t let it worry you.  All new-born babies look strange for a while.”

(Drop by every Monday, Wednesday, Friday for a new Mainly about Boats column.)


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Wood Boat Plans And Kits


IT OCCURS TO ME now and then that I’ve written and repeated just about everything I know about boats and the sea, and that my readers must be getting just a tad bored with it all. But then I remember that new generations keep coming along, generations that have to learn all the same old things all over again, because humans don’t seem to be able to pass on the seeds of experience to the fruit of their loins.

So I console myself by catering to the newbies, the neophytes who are anxious to learn how not to kill themselves at sea, the ones who have not yet been bored by my ravings. And interesting things happen at sea, believe me.

So, in this vein of dispensing help for the unwitting, I ask: Do you know why boats so often broach, roll broadside on, and capsize when they’re running before the wind in large waves? It’s because when a wave breaks under your stern you have practically no steering power to keep her running straight. The rudder is suspended in foam, not water, and it can’t do its job. If you’ve ever been dumped by a big breaker while body surfing you’ll know the awful feeling of not being able to float high enough to get your head above water.

And if your boat heels to 45 degrees, you don’t have much steering ability, in any case. Think about it. The rudder is trying to lift the stern toward the sky as much as it is trying to turn the stern sideways. And, of course, if you do a 90-degree capsize you can’t steer at all. If the rudder isn’t totally out of the water, as it would be on a tubby light-displacement boat, it will be horizontal and unable to turn the stern either way.

Stability at sea is always a fascinating subject for sailors, whether they actually get away from the sight of land or not, and one of the very basic facts about boats is that stability comes as a cube of the length, other things being more or less equal. This means that a 30-footer is 72 percent more stable than a 25-footer, which explains why a 30-footer can stand up to its canvas so much better. It also explains why a 30-footer costs so much more than a 25-footer. But that’s another subject for neophytes to learn about. Some other day, perhaps. Class dismissed.

Today’s Thought
It hath been an opinion that the French are wiser than they seem, and the Spaniards seem wiser than they are; but howsoever it be between nations, certainly it is so between man and man.
—Bacon, Essays

Tailpiece
Golfer: “You must be the worst caddie in the world.”
Caddie: “Oh come now — that would be far too much of a coincidence.”

(Drop by every Monday, Wednesday, Friday for a new Mainly about Boats column.)


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Kamis, 17 Maret 2016

Boat Plans And Patterns


TWO VERY EXPERIENCED ocean racers have agreed that it would be wise to criss-cross the cockpit of a yacht with ropes during a storm at sea.

I am a bit puzzled by this.

At first sight, I’m not sure it’s a good idea at all, but I would be foolish to argue with either of these men.The first is Warren Brown, of Bermuda, who owned a 40-foot ocean racer named Force Seven. She was designed by William Tripp, and she was overtaken by a hurricane between Bermuda and Newport, Rhode Island, in August 1964.

Warren is quoted in a famous book on the danger of deep-sea voyages called Heavy Weather Sailing, by K. Adlard Coles. Here are Warren’s own words:

“By 1700, steering had become extremely difficult, and of concern for the deck watch. We criss-crossed the cockpit completely with rope, giving handholds for every movement in this area as a safety measure additional to safety belts.” Force Seven was knocked down many times, and her cockpit was filled with water on several occasions, but she weathered the hurricane and eventually arrived safely in Newport.

The second experienced ocean racer is Adlard Coles himself, of course. In his book, Coles describes the cockpit lash-up as a “useful tip,”and adds: “It is not uncommon for part of the crew to be swept out of the cockpit if a yacht is knocked down in a heavy gale, and several went overboard in the gale of the Bermuda Race of 1960 . . . the criss-cross of ropes seems a practical idea to help prevent accidents of this sort.”

Well, I can see the sense of providing handholds for the cockpit crew, but how would they be able to move around in the cockpit with ropes strung like spider webs at or about waist level? I can’t imagine trying to move fore or aft by high-stepping over line after line. It would be bad enough with the boat at rest in harbor, but how would you do it at sea with the boat bucking and heeled over?  I also wonder about the chances for getting sheets, other sail controls, and even your own tether snagged and tangled up in this web.

Warren doesn’t give any details of how many ropes were used, or where they were attached, but I presume they’d have to be strung from coaming to coaming, which might even be higher than waist level on some boats. I’d be interested to know if anyone else has ever tried this trick, and how it worked out practically. Meanwhile, I’m highly skeptical, despite the authoritative recommendations.

Today’s Thought
They were suffered to have rope enough till they had haltered themselves.
— Fuller, Holy War

Tailpiece
I want to know
How fireflies glow.
Do they carry
Little Exides
Slung beneath
Their tiny bexides?

(Drop by every Monday, Wednesday, Friday for a new Mainly about Boats column.)


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Rabu, 16 Maret 2016

Boat Plans Canada


PEOPLE CAN BE SO CRUEL. Even people who know you well. Even people without a harmful bone in their bodies. The trouble is, they just don’t stop to think how something might affect you.

Two good friends of mine, Sue and Jere, out cruising in the Salish Sea, have sent me an e-mail picture of a gorgeous little wooden boat they came across in Pages’ Resort Marina on Gabriola Island in British Columbia.  I recognized her as a Vertue 25, a British design by Laurent Giles.

She looked brand new, sparkling in the Canadian sunshine with gleaming white topsides and faultless brightwork, but I discovered she was built by the Bent Jespersen boatbuilding firm on Vancouver Island in 1985.

She’s called Sarissa and I fell deeply in love with her at first sight, as, I suspect, my friends knew I would.

What can be more cruel than unrequited love? I can’t afford to buy her, I can’t afford to maintain her, and as far as I know she’s not for sale anyhow. The simple act of sending me her picture has broken my heart.

I’ll get over it, of course. I always do. This isn’t the first time. But each time it takes a bit longer.

I have drooled over the Vertue 25 ever since I first read Humphrey Barton’s book, Vertue XXXV. He singlehanded her around Cape Horn, of course, the smallest boat to double the cape at the time, I believe. And then there was the epic voyage of another Vertue 25 as detailed in that splendid book My Old Man and the Sea, written in alternating chapters by father and son, David and Daniel Hays. A wonderful read.

The Hays’s set out from Britain, sailed south and across the Atlantic to Panama, made their way via the Galapagos to Easter Island, and then plunged into the Screaming Fifties to round Cape Horn and head for home up the Atlantic again.

So what is it about the 25-foot Vertue that affects me so much? Hard to say, really, except that she’s simply a beautiful, sturdy  little heavy-displacement boat that has all the features I love. A transom-hung rudder. A full-length keel. A well-protected cockpit. Narrow beam. Three-inch bulwarks. A cocky doghouse. A simple sloop rig. A sheerline to die for.

Most people these days would describe her as old fashioned and outdated. I don’t care. I’m that way myself. Say what you like, but this is a boat that just wants to be taken to sea, and when you look at her you know that she’s promising to look after you in the bad stuff, tiny as she is.

As a final touch of cruelty, it occurred to me that if I did own a Vertue 25, I would feel compelled to cross an ocean in her. That, after all, is her purpose in life.  But I’m getting too long in the tooth for that sort of thing. However, when I mentioned this to another friend she said:

“I disagree with you, John. The purpose of owning a  Laurent Giles Vertue would be to have a boat that you loved, that made you recall previous ocean crossings, and  admitting that cross-ocean adventures are beyond you now, while enjoying short sails in the protected Gulf Islands. Would you like us to go and have a look at her for you?”

Thanks, Jen, but no. I’m suffering enough already.

Today’s Thought
It is the special quality of love not to be able to remain stationary, to be obliged to increase under pain of diminishing.
— Andre Gide, The Counterfeiters
Tailpiece
"I couldnt sleep a wink last night with those curtains wide open."
"Why didnt you close them?"
"I cant reach across the street."


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Senin, 14 Maret 2016

Boat Plans Wooden



Strood’s ‘white van man’, who achieved overnight fame as a result of a tweet by Labour’s (now ex-) Shadow Attorney General, Emily Thornberry, might possibly be liable to prosecution under section 224(3) of the Town and Country Planning Act 1990. This sub-section provides that if any person displays an advertisement in contravention of the Control of Advertisements Regulations, he shall be guilty of an offence and liable on summary conviction to a fine of such amount as shall be prescribed, not exceeding Level 4 on the standard scale and, in the case of a continuing offence (i.e. if the advertisement goes on being displayed), one-tenth of Level 4 on the standard scale for each day during which the offence continues after conviction.


No doubt some readers already have in mind two possible objections to this proposition. First, is the display of a flag an ‘advertisement’ for these purposes? Secondly, is the display of flags not either exempted or granted deemed consent by the Control of Advertisements Regulations? Let’s look at each of those points in turn.

Without going into chapter and verse, it is well-settled law that if a flag or other display is likely to draw attention to the premises where the flag is displayed (even domestic premises), this counts as an ‘advertisement’. The Control of Advertisements Regulations themselves recognise this by exempting certain flags from control, and by giving deemed consent for the display of various other flags. But here’s the snag; the regulations are quite prescriptive as to what is actually permitted, and if the display does not comply with the conditions prescribed by the regulations, then it is unlawful. Even after Uncle Eric’s much-trumpeted (but in fact very limited) ‘liberalisation’ of the rules in 2012, there are still some quite strict rules as to what, and how, flags may be displayed.

Class H of Schedule 1 (adverts that are exempt from control altogether) allows the display of any country’s national flag, civil ensign or civil air ensign, but neither the flag nor the flagstaff may display any subject matter additional to the design of the flag, other than a black mourning ribbon. Now I know that the permanent addition of a black mourning ribbon to England’s national football flag might well be justified, but if you look at the lowest of the three flags displayed on the house in Strood, it had the England FA’s shield on it. So it doesn’t qualify as the country’s national flag, and it does display subject matter additional to the design of the cross of St George. So this one would not appear to be exempt under Sch 1, Class H.

In any event, it would appear to be implicit in the Control of Advertisements Regulations that a flag is expected to be flown from a flagpole, not draped across the wall of a building like a banner. This is not explicitly stated in Schedule 1, but the deemed consent granted for certain other flags by Schedule 3 (see below) certainly does refer specifically to flags flown from variously located flagpoles. It would also appear to be implicit in Schedule 1 (again, by analogy with Schedule 3) that the exemption granted by Class H applies only to a single flag, not to two or more.

In addition, Standard Condition 3 in the Second Schedule provides that any advertisement displayed shall be maintained in a condition that does not impair the visual amenity of the site. This is, of course, a matter of judgment, and I make no comment on the effect that festooning the house with flags in this case may have had on the visual amenity of the site in this case.

Turning now to Class 7 in Schedule 3 (adverts which have deemed consent), this class (together with several sub-classes) permits an advertisement in the form of a flag, but in each case attached to a single flagstaff, mounted at various angles. Bearing in mind that national flags are covered by Sch 1, Class H, none of the types of flag authorised by Sch 3, Class 7 includes any national flags (although it does include a flag bearing the device of any sports club, so flying the English FA flag from a flagpole would be OK). In any event, this deemed consent certainly doesn’t extend to flags draped over the wall of a house. Furthermore, on sites comprising less than 10 houses, only one flag is permitted.

As readers will have gathered from previous posts in this blog on the subject of flags, I think the whole business of regulating the display of flags under the Control of Advertisements Regulations is a complete nonsense, but if an eager and ambitious enforcement officer in the local planning authority for the Strood area wants to make a name for themselves, then the opportunity to do so is presented by a possible prosecution under section 224(3) of the 1990 Act in this case. The evidence is there in the form of Ms Thornberry’s photograph, and it would merely be necessary to call her to prove the photo. (If she proved to be a reluctant witness, her attendance could be compelled by a witness summons.) This case would be bound to attract huge attention from the media, and so this would be a real feather in the cap for the enforcement officer, and a valuable addition to their CV.

Taking my tongue out of my cheek for a moment - if the display of flags (particularly the flag of St George) were to be thought to be provocative or racist in some areas (and I am not for one moment suggesting that this applies to the example in Strood), then prosecution under section 224(3) of the 1990 Act might be an effective way of nipping it in the bud.

One final thought, particularly bearing in mind the approaching festive season – what about Christmas lights? These, and particularly the more extravagant displays, could also be the target for prosecutions under section 224(3), if they were thought to be objectionable in terms of their effect on the amenity of the area. (November 5th is behind us now, but this is the point at which I should perhaps observe the warning on the fireworks to “Light blue touch paper, and retire to a safe distance”!)

© MARTIN H GOODALL

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Sabtu, 12 Maret 2016

Boat Plans For A Chesapeake Deadrise



[The first five parts of this saga were posted here in March 2013.]

In the last of my 5-part series reviewing the development of the law on barn conversions, which was posted on 13 March 2013, I reported on the High Court decision in Williams v. SSCLG. I expressed some misgivings about this judgment and, although I did not spell it out in that article, I had very much expected that the LPA and/or the Secretary of State would take the case on to the Court of Appeal. At that point, being very busy with other matters, I took my eye off the ball and failed to spot that the Court of Appeal did in fact overturn this judgment on 26 July 2013, only four months after my article on the High Court decision was published.

I am very grateful to my colleague David Evans for drawing my attention to the Court of Appeal’s judgment - [2013] EWCA Civ 958. The leading judgment, with which the other judges agreed without comment, was given by Beatson LJ.

The Secretary of State and the Council both argued before the Court of Appeal that the Deputy Judge at first instance had failed to respect the Inspector’s statutory role as the primary decision-maker on questions of fact and degree, that he wrongly became embroiled in questions of planning policy, and that he adopted an approach to the construction of an enforcement notice which risked undermining the certainty that is required in such notices.

The respondent (Mr Williams, the original appellant in the planning appeal which was under challenge) argued that the Inspector’s decision erred in law, because requiring demolition of the building exceeded what was necessary to remedy the breach of planning control (pursuant to his Ground (f) appeal) and that the Inspector failed to give adequate reasons for his decision. It was submitted on his behalf that the most that could be required by the Council and the Inspector was the alteration of the existing building to make it conform to the planning permission granted.

A point which did not emerge from the judgment in the court below was that it was accepted on all sides that the planning permission for the ‘barn conversion’ had not in fact been implemented. It was common ground between the parties that the development that had been carried out went outside the scope of the planning permission. Non-payment of the appeal fee led to the Ground (a) appeal (that planning permission ought to be granted) lapsing, although the appeal was consolidated with a contemporaneous section 78 appeal against the LPA’s refusal of retrospective planning permission. In the section 174 appeal there was, however, as noted above, a Ground (f) appeal (that the requirements of the enforcement notice exceeded what was necessary to remedy the breach, or to remedy any injury to amenity).

Perhaps most importantly, the Inspector found as a matter of fact and degree that the previous building had been substantially demolished and a new one erected in its place, whereas the planning permission had authorised only the adaptation and alteration of the existing building, and not the erection of a new structure. As a matter of fact and degree, the inspector therefore found that the development could not reasonably be called a conversion of the original building. It followed that all of the building operations were unauthorised. In light of that, Mr Williams’ appeals under Grounds (b) and (c) had unsurprisingly been dismissed.

So far as the Ground (f) appeal was concerned, Beatson LJ drew attention to the Inspector’s material findings in the section 78 appeal, which was dismissed but was not challenged in these proceedings. These included a finding that the subject building with its livery business had little or no relationship with the predominantly agricultural use of the surrounding farm, and the Inspector was not satisfied that the location for a full livery business was necessarily dependent upon the use of the land at this farm.

In particular, the Inspector found that the increase in bulk and mass of the new building had reduced the openness of the Green Belt and, although the footprint of the building was similar to what was approved in 2006, the new building’s siting had had a significant impact on the openness of the Green Belt because of its materially larger scale. The decision letter referred to the visibility of the development from the surrounding area, and found that the building did not assimilate into the countryside because of its bulky appearance, due to the roof’s effect on the skyline, and that the building had a jarring effect because of its blocky form and appeared over-dominant because of its bulk. Furthermore, the mansard roof and skylights were found to be atypical of the form and shape of nearby buildings, and intrusively large.

The Inspector considered whether modifications to the roof form and external appearance of the building could overcome the objections, but was unpersuaded by Mr Williams’ arguments. Crucially, when dealing with Mr Williams Ground (f) appeal under section 174, the Inspector cross-referred to his findings on the section 78 appeal. In dealing with the argument that the steps required exceeded what was necessary to remedy any breach of planning control, the Inspector stated that the purpose of the enforcement notice was to remedy the breach of planning control and that this required full compliance with the terms of the enforcement notice. He stated that, in light of his findings on the section 78 appeal, he did not accept that modifications to the building’s external appearance and fabric would be acceptable. This cross-reference to the decision on the section 78 appeal was perfectly adequate to explain the Inspector’s reasons for refusing the appeal under section 174(2)(f)

In light of the foregoing, it is unsurprising that the Court of Appeal allowed the Secretary of State’s (and the LPA’s) appeal on the principal ground that they had pleaded, namely that the Deputy Judge had gone behind the Inspector’s findings of fact, which the courts are not permitted to do. The Deputy Judge was also held to have erred in going behind the Inspectors’ planning judgement in determining that modifications to the building’s external appearance and fabric would not be acceptable as a means of remedying the breach of planning control. It lies beyond the powers of the court to ‘second guess’ the Inspector’s planning judgment in this way. Only if a decision-maker reaches a decision which no reasonable decision-maker properly informed of the facts could properly have reached (in other words, only if the decision-maker’s judgment on the merits can be truly categorised as ‘perverse’) can the court then intervene on legal grounds.

Where this judgment is of some importance, in relation to the questions that were considered in my previous series of articles on this topic, is with regard to the way in which a planning permission for a barn conversion is to be construed. Beatson LJ criticised the Deputy Judge’s interpretation of the planning permission based on the absence of express directions or restrictions in the planning permission, rather than the fact that permission was given for “alterations” and “conversion”. The Deputy Judge had stated that, because no condition limited or directed the building method to be used, the sequence of work, or the parts of the existing structure or proportion to be retained in the light of the approved plans, the implementation of the planning permission involved both the substantial demolition of the old barn and the provision of what would be tantamount to a new building in its place. It is an argument that I have put forward myself in the past, but Beatson LJ made it clear that this approach is inconsistent with the principle, set out, for example, in Slough Estates Ltd v Slough BC [1971] AC 958 at 962. The apparent meaning of the terms “alteration” and “conversion” was not to be modified by reference to what was not in the planning permission. [I would comment that this is very much in line with the Inspector’s reasoning in the Bridgend appeal decision, referred to in an earlier episode in this series of articles.] To do that would detract from the certainty that is needed in such documents because they are relied on by third parties.

It was argued on behalf of Mr Williams that the Inspector’s finding of fact that the original barn was “substantially demolished” did not amount to a finding that the building was entirely demolished or that the demolition was either in fact or in law a separate operation to the construction of the new building. Counsel for Mr Williams maintained that, because the works resulting in the substantial demolition were so integral to the construction of the new building, the breach of planning control included both elements. Accordingly, ordering the demolition of the building went beyond what was necessary to remedy the breach of planning control and, in so ordering, the Inspector erred in law.

These submissions were rejected. It was not an error for the enforcement notice to allege that the relevant breach of planning control was the erection of a new building, because that was the effect of what had happened (and, as noted above, the planning permission could not be construed as authorising such a development). Beatson LJ also rejected the submission that the Inspector’s use of the phrase “substantially demolished” meant he did not find it was entirely demolished. Read fairly, the Inspector’s decision was that the barn had been demolished. The evidence before the Inspector was that, in proportional terms, 99% of the building was new. Determining whether changes to a building constitute a “conversion” or a “new building” is a classic fact-sensitive matter involving evaluation. The Inspector’s finding that the barn had been demolished and could not be restored was unchallengeable in a section 289 appeal.

This Court of Appeal decision would appear to put an end to arguments based on the approach taken by the inspectors in the South Hams and Woodspring appeals (see earlier articles in this series), and so it seems that the Cheshire Cat (whose views on this topic were originally canvassed in “More development in Wonderland” posted on 15 July 2011) has finally got his come-uppance. It is clearly going to be more difficult in future to argue that a planning permission for a barn conversion that does not require in terms that the pre-existing structure should be retained can therefore be construed as a permission that authorises in effect the creation of a new building. It has to be accepted that “alterations” and/or “conversion” does mean only alterations and conversion, and not substantial demolition and rebuilding.

UPDATE: On further reflection, I do not believe that the Court of Appeal’s decision in Williams altogether disposes of the proposition that was accepted by the High Court in Basildon. I have dealt with at least one case which was on all fours with Basildon, in the sense that the barn conversion that was authorised would have resulted in a building in which only the basic steel frame of the pre-existing barn structure would have been retained, and this frame would be entirely hidden from view (both externally and internally) when the development was completed. In the event, due to storm damage during the conversion works, it did not prove possible to retain the original steel frame and so it was removed and replaced with an entirely new frame. The development was then completed substantially in compliance with the approved drawings. After some argument, the LPA did eventually grant an LDC confirming the lawfulness of the development as executed. I stress, however, that the facts in this case were almost identical to the facts in Basildon, whereas the Williams case clearly differed on its facts and would not have fitted the Basildon scenario, even if that judgment had been cited on Mr Williams’ behalf.

© MARTIN H GOODALL

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Selasa, 08 Maret 2016

Boat Plans Arch Davis


MODERN BOATS come complete with many of the household appliances landlubbers take for granted these days, including microwave ovens, but only the very biggest and most luxurious boats have dishwashers. That leaves the rest of us to wash the dishes by hand, often in cold salt water.

It’s not a pleasant task, especially when it follows a satisfying meal and a mellowing beer or two, so it’s little wonder that people try all sorts of tricks to avoid taking their turn at washing up.

John Steinbeck knew all about it. In 1940 the famous author sailed in a sardine boat with a small crew to collect marine invertebrates down south of San Diego in the Gulf of California. In his book, The Log from The Sea of Cortez, he tells this delightful little tale:

“We carried no cook and dishwasher; it had been understood that we would all help. But for some time Tex had been secretly mutinous about washing dishes. At the proper times he had things to do in the engine-room. He might have succeeded in this crime if he had ever varied his routine, but gradually a suspicion grew on us that Tex did not like to wash dishes.

“He denied this vigorously. He said he liked very much to wash dishes. He appealed to our reason. How would we like it, he argued, if we were forever in the engine-room, getting our hands dirty? There was danger down there too, he said. Men had been killed by engines. He was not willing to see us take the risk.

“We met his arguments with a silence that made him nervous. He protested then that he had once washed dishes from west Texas to San Diego without stopping, and that he had learned to love it so much that he didn’t want to be selfish about it now.

“A circle of cold eyes surrounded him. He began to sweat. He said that later (he didn’t say how much later) he was going to ask us for the privilege of washing all the dishes, but right now he had a little job to do in the engine room. It was for the safety of the ship, he said. No one answered him. Then he cried, ‘My God, are you going to hang me?’

“At last Sparky spoke up, not unkindly but inexorably. ‘Tex,’ he said, ‘you’re going to wash ’em  or you’re going to sleep with ’em.’

“Tex said, ‘Now just as soon as I do one little job there’s nothing I’d rather do than wash four or five thousand dishes.’

“Each of us picked up a load of dishes, carried them in, and laid them gently on Tex’s  bunk. He got up resignedly then and carried them back and washed them. He didn’t grumble, but he was broken. Some joyous light had gone out of him, and he never did get the catsup out of his blankets.”

Today’s Thought
Let us be grateful to Adam, our benefactor. He cut us out of the “blessing” of idleness and won for us the “curse” of labor.
— Mark Twain, Pudd’nhead Wilson’s Calendar

Tailpiece
A woman who heard a 5-year-old girl swearing like a trooper in a city park  reported her to the park keeper. He went up to the little girl and said:  “I hear there’s someone in the park who’s using very naughty language.”
“Who told you that?” demanded the girl sharply.
“A bird whispered it in my ear,” said the park keeper.
“I’ll be damned,” said the girl. “And to think I’ve been feeding the ungrateful little bastards.”
(Drop by every Monday, Wednesday, Friday for a new Mainly about Boats column.)

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Minggu, 06 Maret 2016

Boat Plans Pdf


MY FRIENDS, a lot has been said recently about immigration and gun control. Much hot air has been released over who did what in Benghazi, and how to deal with Mr. Putin and ISIS. But what have our elected representatives done to ease the lot of suffering boatowners? Who has spoken a single word in favor of fewer taxes and more amenities for sailors and powerboaters?

Is this not wicked? Is this not discrimination? Is this not un-American behavior of the worst kind?

It’s as if Obama and Mr. Boehner have never heard of decent, hardworking owners of sailboats — people who live honest lives, pay their taxes, and contribute to the economy by consuming large amounts of beer.

A pox on such thoughtless politicians, I say. You can’t trust a presidential candidate who doesn’t sail. Have they never wondered what happens to old shellbacks when they are cruelly deprived of their beloved boats? They tell me that old golfers never die; they merely lose their balls. But what happens to sailors confronted with ever-rising slip fees and haulout charges? They can’t even afford to paint their own bottoms.

My friends, we must use the power of the vote to change this desperate state of affairs. We must let it be known that we want a president who can steer a ketch or at least helm a Sunfish. We want a Vice-President who can hand and reef and splice as well as take over the White House when the President is away playing golf in Hawaii. We want leaders who aren’t afraid to fight for a boat owner’s right to bop a banker on the bean when he tries to repossess a humble sloop or cutter.

My friends, in this present hour we are all gearing up to vote. If your candidates can’t sail, it probably means they have no hearts. Throw the bums out.

My name is John Vigor and I approve this message.

Today’s Thought
I tell you, Folks, all Politics is Apple Sauce.
— Will Rogers, The Illiterate Digest

Tailpiece
“She told me you told her the secret I told you not to tell her.”
“Aw gee, I told her not to tell you I told her.”
“You did? Well for goodness’ sake don’t tell her I told you she told me you told her.”


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Kamis, 25 Februari 2016

Pontoon Boat Plans Aluminum


George Cook

Watching a tutorial videos can greatly accelerate the learning curve of todays high tech sporting industry. It is my belief that in the perfection of fly fishing about 50% of our effort needs to be aimed at quality casting. It takes much practice to become efficient at casting but it also takes little tweaks along the way to overcome hurdles that are holding us back from casting perfection. I never know where those little tweaks are going to come from and I can tell you from many years of experience that they have come from everywhere and often times some very unlikely sources. 

Hiring the best instructors will certainly get you on the right path but dont overlook other resources. One never knows what will trigger our own internal light switch that makes our light bulb glow.

George Cook could be one of the most experience anglers I know. Besides being an industry rep for more than 25 years George draws much of his experience on just doing it! Just getting out and immersing into the angling sport and passionately doing what George loves to do. In the many years I Ive got to know George he has pass to me many nuggets of information/instruction that have helped improve my casting skills greatly.

Welcome Spey TV!  Im pretty excited to watch Spey TV videos. Like I said earlier my Ive learned many things from George that has helped to become a better caster and Im sure with watching Georges videos that I am certain to learn more. Ill post them out here as they come available.

Episode 1



Episode 2



BassProGreg



Greg Darling 
Gorge Fly Shop Internet Sales Manager | Product Specialist


"Fly Fish the World with Us"



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Selasa, 23 Februari 2016

Boat Designs And Plans


Originally brought forth by the “3 Speyketeers” as I call them, Mike McCune/Scott O’Donnell and Ed Ward (Hence the name MOW…McCune-O’Donnell-Ward). The MOW System is nothing short of brilliant!


Available in Light (T-8 format 7.0 ips), Medium (T-11, 8.0 ips), Heavy (T-14 format @9.0 ips) and Extra Heavy (T-17, 10.0 ips) .

Each MOW Family (Series) has 6 “Family Members” consisting of the following:
                10’ Floating Tip
10’ Sinking Tip
12.5” Sinking Tip
THEN….the 3 MOW’s…..7.5 x 2.5 (7.5 Floating integrated into 2.5 of given make up say medium as an example in T-11). 2nd MOW is a 5 x 5 (5’ of Floating integrated into 5’ on sinking).MOW #3 is a 2.5 x 7.5 (2.5 of Floating Integrated into 7.5 of sinking).

MOW Tip Kits
There are two ways to get these 6 family members, either individually or in a MOW Kit (Say, a MOW Medium Kit as an example).


Practical Usages as prescribed below….

10’ Floating Tip : The MOW system is built for use with Skagit Style Spey Lines . Regardless of Skagit “Type” (RIO formula’s include Skagit Max Short, Skagit Max & Skagit Max Long) the MOW’s are formulated to play in the Skagit line theater. The 10’ Floating Tip is a quick way to “Ala Carte” your Skagit Line into a Full Floating use line.

10’ and 12.5’ Sink Tips: Available throughout the MOW Range (Light/Medium/Heavy/EX Heavy), these practical length sink tips play incredibly well with a wide range of Spey and switch rods making them a wonderful addition to the standard “Traditional” 15’ sink tips (Intermediate/Type 3, 6 and Type 8). These 2 sink tips will provide the Angler with sink rates from 7.0 ips (Light T-8) all the way to 10.0 ips (EX Heavy T-17)that will cover a wide range of use from Alaskan Kings to Tierra Del Fuego Sea Run Browns as well as the full gamut of Steelhead application.

The 3 True MOW’s

Here is where the absolute Genius of the MOW boys shines brightest !  Given that any “Cut” sink tip under 9’ is likely going to basically become a boomerang/tumbler within the cast that will prove to be ugly at best and ultra frustrating at worst. The “Integration Format” that McCune/Scotty O and Ed brought to the table from their “Chop Shop” artistry days providing the stability/cast-ability of a 10’ common denominator in overall length coupled with the desirable “Baby Tips” making for one of the all time great innovations.

7.5 x 2.5 (2.5 being the Sinking Portion): True “Rock Garden/Tail Out Probe Tool”. One could think of a 15’ Type 3 in this instance but the beauty of the MOW idea/format is that the mere 2.5 sinking portion is simply unrivaled when it comes to sliding around and thru such haunts. The traditional 15’ sink tip or even the 10’ and 12.5” MOW Sink Tip family members are all prone to “Swing Drag Thru” often catching/hanging up and killing any real chance at a follow and/or GRAB.

5 x5 (5’ Floating with 5’ Sinking):  Again, another Rock Garden probe but long enough to provide quick drop for given slots particularly in ledge rock environments found in many Steelhead streams. The 5 x 5  MOW Heavy (T-14 Format) is a great one for such a task where the angler needs a quick drop into a slot where he’ll need to engage quickly in order to be in that zone/slot target area. Lots of Pacific Northwest watersheds feature just such places making the 5 x 5 MOW a handy tool.

2.5 x 7.5 (7.5 being the sinking portion): My personal favorite in both the standard MOW as well as IMOW (See Below). This “Baby Tip” if you will has tons of application for a host of fisheries most certainly including the trout game. Given water depth and speed considerations often play perfectly into the hands of the 2.5 x 7.5 MOW quite often in the MOW Medium (T-11) format. Incredibly versatile sliding thru the boulders and swinging “All The way In” giving both “The Long Followers and The Down Below You” Critters time and opportunity to run down or run into your swung offering.

iMOW Family

The innovation of the Intermediate style Skagit Heads necessitated the invention of the iMOW in order to accommodate MOW usage with such an Intermediate format head (Substituting Integrated Intermediate VS Floating as found in the original MOW format), this is the obvious use of an iMOW but certainly not limited to an iFlight/IMAX format line. I personally love the iMOW’s, as a general MOW use tool as they can, and do have their place covering a host of angling waters particularly where you know going in, that the bottom format is relatively clean but needing “Less” of a given sink tip. iMOW’s come in LIGHT/Medium and Heavy. Kits have 6 family members with the previously mentioned 10’ floating Tip subbed out for a 10’ Intermediate tip.

iMOW Family:
                10’ Intermediate Tip
10’ Sink Tip
12.5” Sinking Tip
       The 3 iMOW’s
7.5 x 2.5 (7.5 is intermediate integrated to 2.5 of given sink tip say iMOW Heavy T-14 as an example)
5 x 5 IMOW
2.5 x 7.5 IMOW

Al in all, the MOW Families have a lot to offer the Spey and Switch Rod enthusiast. I can tell you with absolute confidence that every angler out there has/knows places that are “Made To Order” for MOW use, in particular the 3 True MOW tips. The Spey community owes a lot to the genius of the “3 Speyketeers “ Mike Mc Cune, Scott O’Donnell and Ed Ward.

Find RIO MOW Tips at Gorge Fly Shop

More about Sink Tips in Sink Tips, Polyleaders, VersiLeaders - A Buyers Guide




George Cook
Anglers Rendezvous
Northwest Representative
Sage, Rio, Redington




"Fly Fish the World with Us"




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Senin, 22 Februari 2016

Boat Plans Aluminum



STAND BY for a long, long story. It comes from a reader in New Zealand who saw my previous column about automated ships. It reminded him of an incident that happened some years ago, and which seemed to be worth relating in print. He doesn’t want his name used so I have taken advantage of his anonymity to change some of his prose from New Zealandish to American — mostly harbour to harbor, even where harbor is actually wrong.

So I recommend that you fortify yourself with a six-pack of your favorite beverage and settle down for the longest read this column has ever produced:

 

The followingis a story that while seemingly unlikely, is true.  It occurred sometime in the late 1980s or possibly the earlier part of the 1990s, however I cannot recall the actual year. I read about it in an obscure magazine in the 1990s.  I believe very few people actually know the tale.  Just a few years ago I happened to mention it to an acquaintance with a long history in the navy, whom, it transpired, had been directly involved in the issue at the time (New Zealand has a small navy). 

I related the story to him as I remembered it, he told me that I had a good memory and whoever had written the article had known what they were talking about.  He assured me it was completely correct.

To fully understand the saga it is firstly necessary to provide a background to the harbors of Auckland and the navy of New Zealand at the time.  The main North Island city of Auckland has two coasts, the East Coast and the West Coast and two harbors, one on each of these coasts.  The East Coast is generally reasonably calm.  The main harbor is the Waitemata Harbor and the city was originally started around it.  Within it is the main commercial port for the city, directly in front of the central business district on the Southern shore and the naval base opposite on the Northern Shore, known as Devonport. The Waitemata is very well protected and opens into the Hauraki Gulf, a large body of water itself quite protected, surrounded on three sides by land and containing hundreds of islands big and small, truly one of the best small-boat cruising grounds in the world, as people like John Welsford attest to.

The West Coast Manukau Harbor is several times larger than the Waitemata, and consists mostly of shallow sand and mudflats.  A 15-mile-long tidal channel from the entrance to the city provides access to a small commercial wharf that hosts fishing boats and very small coastal container ships.  As with most West-Coast harbors, there is a narrow entrance with a highly dangerous shifting bar (of the sand variety, not the alcohol type).  Tidal currents here push well over 5 knots with seas of 2–3 meters on a good day. In bad weather seas can be in excess of 10 meters. There is a harbor station on the remote southern head where signals indicate the state of the bar and whether the entrance is open or closed due to dangerous conditions. Once outside the harbor you are in the often stormy Tasman Sea, the coastline inhospitable, the next land Australia. Whereas the Waitemata and Hauraki Gulf are packed with cruising boats, virtually no one cruises the Manukau Harbor, though a smallish number of recreational fishing boats do use it.

The two harbors back onto each other and almost cut the North Island into two separate pieces.  At the narrowest point, only about a mile separates a muddy mangrove lined upper Waitemata creek from a muddy mangrove-lined upper Manukau one. A long time ago there was talk of a canal to link the two harbors. But the reality is if a boat in one harbor wants to become a boat in the other harbor, then (short of a trailer), the vessel must voyage up to and around the top of the North Island and back down the other side, a distance of around 400 nm, or a journey of twice that distance around the bottom of the Island and back.

In the 1980s and early ’90s, NZ’s Navy consisted primarily of four elderly frigates —  in size and capability Americans would probably consider them a light destroyer.  They were of the Leander Class, a British design from the late 1950s/early ’60s with a twin-barrel 4.5 inch turret gun, a small first-generation surface-to-air missile system known as Seakat and an antisubmarine mortar. A small torpedo-carrying helicopter known as a Wasp was carried in a hangar on the rear deck.

Live ordinance for weapons is not stored at the main naval base due to the proximity of residential housing and the commercial port. Instead there is a small base for this in the upper Waitemata known as Kauri Point. Naval vessels requiring ordinance provisioning are towed up the narrow channel to Kauri Point and loaded there. When supplies were needed, they had to be ordered from Europe – I assume England, due to the origin of the vessels and weapons systems. These would be sent via a charted freighter which would arrive in a designated ‘safe’ area for explosive-carrying vessels behind Browns Island just outside the port, whence the navy would meet the vessel and take it through the main port and up to Kauri Point to unload. As the navy had not seen any live action for at least several decades, ordinance usage was limited to training and quite minimal. I am not sure, but I suspect resupplying only occurred every few years at most.

And so it came to pass at this time that new supplies were needed. An order was sent and someone got hold of a small Danish-registered freighter. This was loaded with all manner of the above weaponry and away it sailed from Europe to New Zealand. An expected date of arrival behind Browns Island in the Waitemata was noted. The weeks passed. The expected arrival date came. And went. Every morning the navy would literally look out of their office windows in Devonport and check behind Browns Island. No ship. They began sending out radio calls and asking arriving vessels for sightings. Nothing. Over a week went by. Just as people were starting to get a little nervous, the navy received a call from the Manukau Harbor Master at remote South Head.  The harbor was closed due to poor conditions at the entrance, but a strange foreign ship had appeared off the bar requesting assistance to enter ‘Auckland Harbor.’ The Harbor Master had heard the navy trying to locate a ship.  Might this be the boat in question? The navy despatched a car to the site. Trusty binoculars confirmed the identity of the vessel.  Communication was established. The conversation with the Danish Master went something like this.  You’ll have to make up your own accents.  I imagine something like the Swedish Chef of the Muppets on one side and a toned down Crocodile Dundee on the other (New Zealanders sound like cultured, polite Australians, though I realize this is something of an oxymoron):

Ship: “’Ullo ‘ullo. Ve are trying to vind Auckland Harbor and zee navy. Ve haf a delivery.  Lots of boom bang stuff?”

Navy: “Gidday Mate. Well this is Auckland and the navy, but you’ve got the wrong blinkin’ harbor. You need to be in the other harbor.”

Ship: “Vich ozer harbor?  Can ve not cume into zis one?”

Navy: “No way hozay.”

Ship: “Vere is zis ozer harbor?”

Navy: “On the other coast mate. When you came across the Pacific, you should have come through into the Waitemata Harbor. Crikey, you’ve gone round the block and come to the Manukau Harbor.”

Ship: “Blast and damn. How do ve get to zis ozer harbor?”

Navy: “Shake out your chart mate.  Feast your eyes on that and you’ll see you need to turn around and go back around the North Island and come down the East Coast.”

Ship: “Um. Er. Uh. Can you gif me directions pleaz?”

Navy: “Hang a 180. Steam North for about 200 miles. When you run out of land, hang a right. About twenty miles on you’ll run out of dirt again.  Hang another right. Trundle on about 200 miles. Keep close to the coast and you’ll enter the Hauraki Gulf. The Waitemata Harbor is on the right when you run out of sea. Ah, watch out for Islands, rocks, and reefs and she’ll be right.”

Ship: “Roger, Wilco. Out” (or the Danish equivalent)

Navy: “Beaut mate. Catch ya in a couple a days.”

The vessel duly appeared in the Waitemata several days later. When the navy went on board it was discovered that although the ship had charts for the Atlantic, it did not have a single nautical chart for the Pacific Ocean. All they had was a school atlas. They had navigated their way across the entire Pacific using nothing more than an A4-sized child’s map. Given that New Zealand was little more than a squiggle in the corner, it was unsurprising they had mistaken which side of the country the correct port was on. Quite how they had managed to avoid the countless islands and atolls across the Pacific, to say nothing of the hazards of the NZ coast was, and probably will always remain, something of a mystery. This was before the days of GPS.

Normally spending most of their days steaming around the Atlantic, they apparently saw little point investing in charts for other places and decided to wing it when they entered the Pacific. Imagine that day on the bridge. “Well, Number One, that’s the Atlantic gone. Roll out the Pacific charts and let’s have a look.” 

“Ah, Captain, there are none.  However I noticed I accidently packed my son’s school book. There’s a map of the Pacific in there somewhere.”  “Jolly good. Pop it down here on the table. How hard can it be? Full steam ahead!”

I suppose you have to admire the fact that they got all this way without serious mishap, while carrying enough high explosive to do some serious damage and start a small war.

Today’s Thought

There is a great deal of unmapped country within us.

— George Eliot, Daniel Deronda

Tailpiece
"Dad, whats bigamy?"

"Well, son, its when two rites make a wrong."

(Drop by every Monday, Wednesday, Friday for a new Mainly about Boats column.)


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