In praise of beautiful overhangs

09.44 in a, about, beautiful, Boat Plans, boats, in, learning, little, lot, many, of, overhangs, praise, thanks, to

I FOUND A PROFILE of a Pearson Vanguard in a boating book the other day and I couldn’t help but be struck by how beautiful she was. That man Philip Rhodes could design a mean sheerline. Combined with low freeboard, Vanguards still look gorgeous 50 years or so after they were built.

The bow, in particular, has a cocky sheer and a rounded profile that seems just right for a seagoing boat, while the stern rises just enough to complement the wonderful curve that sweeps from fore to aft as befits a creature intended to live among waves.

By today’s standards, the overhangs are excessive. The bow and the stern overhangs measure more than 10 feet combined on a boat only 32 feet 7 inches overall. But today’s boats have traded beauty for utility and interior space, which is a compromise not necessarily for the better.

Designers tell us that overhangs enable a boat to go faster. They increase the boat’s waterline length as she heels, and waterline length, as we all know, is the major factor affecting the maximum sustained speed of displacement boats. I have never been convinced of this alleged benefit. Not for any good mathematical reason but just because I can’t believe it makes enough difference in waterline length to matter. I’m even suspicious about the very claim that heeling adds to waterline length. Some boats roll buoyantly upward, out of the water, as they heel. I bet they don’t add much, if anything, to the wetted waterline. And besides, when you’re running downwind, and not heeling, there is no gain in waterline length at all.

In any case, I personally don’t think the Vanguard’s overhangs are excessive. Another famous and very handsome design of that period, the Camper & Nicholson 32, had overhangs totaling 9 feet. Furthermore, L. Francis Herreshoff, the great master, designed what he called “sensible cruising boats” with overhangs very much like the Vanguard’s. His famous H-28 ketch, at 28 feet overall, had a waterline of just over 23 feet.

There’s no doubt, though, that very long overhangs are dangerous at sea. They’re very elegant, but on smaller boats they’re suited only to sheltered waters. They cause pounding at the bow and slamming at the stern.

A friend of mine once took his 30-Square Meter to sea. This was a narrow-gutted formula racing class with very long overhangs, because the goal for naval architects was to design the fastest sailboat you could build with a maximum of 30 square meters of sail area. My friend got caught in quartering seas and found that the leverage afforded by the long stern overhang caused each overtaking swell to spin the boat almost broadside on, into a dangerous broach. Those 30 Squares were gorgeous to look at, and extremely satisfying to sail to weather, but they were lousy seaboats in bad weather.

The Vanguard was designed in the days when the Cruising Club of America (CCA) rule applied, of course. When that rule was superseded by the International Offshore Rule (IOR), the rear ends of racing boats suddenly changed from generous, flowing, callipygian sterns to mean and tight pinched-in haunches, often with unsightly reverse-sheer transoms. This did nothing for seaworthiness or looks. It just helped a boat get a better handicap under the IOR formula.

Manufacturers of cruising boats, like lemmings plunging over the cliff, followed the style of the racers, of course, in the hope that prospective clients would be impressed. So we had a very ugly production run of racer/cruisers in the 1970s and early ’80s. Happily, though, there were the occasional standouts, like Pearson and Philip Rhodes.

I feel thankful to them every time I see a Vanguard.

Today’s Thought

Perhaps the greatest difference between the beautiful yacht and the plain one is the way their crews treat them, for the crew of the beautiful yacht usually gives her tender loving care.

—L. Francis Herreshoff

Tailpiece

Overheard at the yacht club bar:

“My dirty bottom is really wreaking havoc with my performance.”

“Yeah, just imagine what that would do to your boat.”

Read more

Heres what to give a sailor

15.20 in a, about, beauty, boat, Boat Plans, design, forever, give, heres, is, job, learning, of, sailor, thing, to, what

A few years ago some of my landlubber acquaintances asked me what they should give for Christmas to their friends who own boats. I responded with a column of advice. I’m not sure that it did any good, but I’m thinking there’s no harm in repeating it now. So here goes: 

TINKLE-TINKLE, TINKLE-TINKLE. The man with the kettle is reminding us to give, and give generously. This week there will be sailors all over the world who are receiving Christmas gifts from non-sailors. And it is to the non-sailors that this column is directed.

All right . . .  listen up now, you lot. What are the traditional gifts a non-sailor like you gives a sailor? I’ll tell you: a couple of battens for the mainsail. A stainless shackle or two for the bosun’s bag. A woolly watch cap for cold weather . . . let’s face it folks, I’m sorry, but this is not generous giving. The sailor in your life deserves better.

Now, heavens above, before you protest, let it not be thought that I am a purveyor of ingratitude. I believe as much as the next man that it is more blessed to give than to receive. I, too, believe it’s the thought that counts. I also believe that you should give according to your means and I am an ardent admirer of fiscal responsibility, thrift, frugality, prudence, parsimony and similar human traits that Mr. Roget reminds me of in his thoughtful Thesaurus.

On the other hand, the problem facing us today is that your average sailor does not want a silly hat or another mainsail batten to add to the pile of spares already cluttering the cockpit locker. What he really wants is a couple of gallons of anti-fouling paint at $150 a gallon. Or a 35-pound CQR anchor for $600. Or a new color GPS chartplotter for $800. Or a jib furling system for $2,000. Or a new diesel engine.

Yeah, wow, a new engine. That would please him no end. That would make a really good Christmas present. Ten thousand ought to do it. Fifteen, maybe if they have to build new engine beds as well. It sounds like a lot but it’s not really, honestly it’s not, when you consider the huge amount of joy it will bring. A really huge amount of joy. Honest.

It’s not too late to correct your Christmas mistakes. If you haven’t been generous before, you can be generous now. Tinkle-tinkle. Do your bit to make a sailor happy. Truly happy. Tinkle-tinkle.Give till it hurts. Tinkle-tinkle. I mean, really hurts. Tinkle-tinkle. On behalf of sailors everywhere, I thank you and wish you a Merry Christmas and a prosperous New Year. 

Today’s Thought

Money-giving is a very good criterion . . . of a person’s mental health. Generous people are rarely mentally ill people.

— Dr. Karl A. Menninger
Tailpiece

“What’s that you’re burying?”

“Oh, just one of my chickens.”

“Chicken be darned. That looks like my dog.”

“Yeah, right, the chicken’s inside.”

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

Read more

All about roaches

22.03 in about, all, Boat Plans, roaches, sail, sea, the, we, why

SOMEONE CALLED BAYTRIPPER is in need of help. He or she needs advice on “how to stabilize an unstable roach in a roller-furling mainsail, especially in high winds.”

I have no idea what’s happening to this particular roach. It could be flopping off to leeward, or it might be curling back to windward, which is just as bad. I don’t know whether it’s a mainsail that tucks itself away inside the mast, or whether it rolls up on a free-standing stay running down outside the aft side of the mast.

But, despite my profound ignorance, I know of three ways in which sailmakers tackle the problem of making the mainsail roach follow the natural curve of the sail without collapsing to leeward or curling to windward.

The most usual way is to cut the mainsail with a hollow leech and thus do away with the roach altogether. That’s how jibs are cut. On a normal mainsail with a modest roach, horizontal battens are used to stiffen the sail in the area of the roach; but you’ll notice that foresails don’t usually have battens because their leeches are hollow-cut and there is no roach to worry about. The only drawback of a mainsail with a hollow leech is that you lose some sail area, but if the boat is designed to have a hollow leech in the first place, you can compensate with a slightly taller mast that accommodates all the desired sail area.

If you insist on having a regular roach on a furling mainsail, your sailmaker will probably resort to stiffening the roach with battens. You can have short battens or long battens, but both run up and down, parallel to the mast, and both bring their own problems. They have to be parallel to the mast so that they can roll up inside the sailcloth when the sail is furled, but they add bulk to the sail and can jamb in the mainsail slot if it isn’t wide enough.

I like best the idea of a roachless mainsail because it has few drawbacks and many benefits, not the least of which is freedom from the wear and tear on batten pockets, a constant and very comforting source of income for sailmakers.

I guess there will be some of you who are still wondering what a roach is, apart from an obnoxious tropical insect. Well, a roach is the curve in the side or foot of a sail. Square sails have a hollow roach in their foot to keep them clear of the mast stays when the yards on which they are set are braced up, and this is known as the foot roach. When sails are roached on their sides, as in the leech of a gaff mainsail, they are known as leech roaches.

On a Bermuda-rigged mainsail we often refer to the roach as being the area outboard of a straight line drawn from the head of the sail to the clew.  And just in case you haven’t had enough of roaches by now, Baytripper, here are a couple of links to the sites of sailmakers who know what they’re talking about:

Ø http://www.kempsails.com/yacht-sails/main-sails/in-mast-furling-mainsails.html

Ø http://www.quantumsails.com/news/index.php/2015/04/the-truth-about-in-mast-furling-mainsails


Today’s Thought

One ship drives east and another drives west by the same winds that blow.

It’s the set of the sails and not the gales that determines the way they go.

— Ella Wheeler Wilcox

Tailpiece

“What’s Angela’s last name again?”

“Angela who?”

Read more

Inspiration

17.23 in a, about, Boat Plans, by, fueled, gasoline, gin, hard, idea, inspiration, mad, think

Looking around, shanty boats have been around for a long time.  The dream of living on the water is hardly new.  Shanty boats were the obvious choice for itinerant workers, miners, dockworkers, and farmers. And as living on land has felt more and more constrained, people have looked to the relative freedom of rivers, lakes, and seas.

From "Toward Defining Shantyboat Living" by Bryan Lowe (original source uncredited)

Here are some of the inspirations Ive found from various online sources.

Untitled by Alexey Sergeev

"Floating camp on the Ouachita River by FinchLake" by Scott Whitlock.

"Euro Floating Cottage" from Euroship Services.  Custom made floating cabins.

"Float Cabins on Powell Lake" by Kent Griswold.  Float cabins in Coastal British Columbia.

"Loggers floating cabin" by Darian Rawson.

"Floating Shack" by Sadieinoz1957.  A floating bluegrass stage on the Derwent River, Hobart City, Tasmania, Australia.

"Jack Kerns Shantyboat" by Bryan Owen.  Permanently anchored in a little bay off the beach on the Ohio River.

"Shantyboat Gals" from steamboats.com

Read more

Airflo Switch Streamer In Stock!

20.20 in about, airflo, all, Boat Plans, defined, in, korkers, sole, stock, streamer, switch

The wait is over!

Let the games begin! The wait is over for the New Airflo Switch Streamer. Airflo recognized a need and delivered! And now were off to the races as we watch others scramble to come up with a worthy contender. That is the emotion I feel at this moment in time of writing this. 

Trout Spey is a growing market in the two hand fly fishing segment of this sport. More and more anglers are learning the benefits of the spey cast whether you choose to use a single hand rod, switch rod or an all out spey two hander. And why not! Why would an angler not want to swing streamers that entice reaction bites on sink tips that get the fly to where the fish are and do it without needing shoulder surgery at the end of a day of single hand rod double hauling? Two hand trout angling is an effective delivery system of streamers on sinking tips that is easier on your physical body parts and most of all its fun!

Spey casting does have some learning curves but much of it can be alleviated with lines that are designed for the technique, match the rod they are intended for and provide deep loading that ultimately helps you learn to feel your way to great casting.

Steelhead junkies Tim Rajeff and Tom Larimer also trout fish. Together they went out trout fishing and talked to others who are trout fishing with two hand rods and gathered the ingredients needed to cook up a line that would meet the demands of todays trout anglers. Various fragments of lines were chopped and welded into functioning prototypes that were secretly being deployed on backcountry trout waters across the nation by a select few trout junkies that had been sworn to secrecy.

Winston BIIITH-MS - Microspey

Behind another set of closed doors a carbon fiber and boron marriage was taking place with one goal in its purpose, Two Hand Trout! Not a switch rod! Not a downsized steelhead spey! But a true trout action two hander specific for the purpose. And guess who had his hand in this making? Yep, Tom Larimer.

Sure there are a lot of great trout size two hands rods on the market today and plenty of trout size two hand lines to load on them, but when have you heard of a line made for a specific rod or a rod made for a specific line? The marriage of the Winston Microspey and Airflo Streamer Switch line is no accident!

Now I know that many of you out there will resist what I tell you. Youll be out to prove me wrong. You have your own ideas different than mine. After all freedom of choice and freedom to explore your curiosity is what makes angling an attractive sport! The desire of angling freedom we all seek and if youre a lucky few to persevere you occasionally find it in some unsuspecting river or stream.

My point is you dont need a Winston Microspey rod to enjoy the benefits of the Airflo Streamer Switch line. While the two could be the perfect union the beauty of this line is it works great on all trout size spey rods. Breath new life into any switch rod sitting around collecting dust or strip off that nymph line and get your streamer game in gear. Spring is here and the streamer bite is on!

Specs -

Tungsten Sink Tip

Current offerings are 300gr to 420gr in 30gr increments. Head length ranges from 18 to 20. Skagit by design but tapered to be just friendly enough with polyleaders for dry lines or intermediate sink tip work. Airflo pulled out all the technology including PowerCore for increased sensitivity and positive hook sets, SuperDri that repels water, dirt and scum better than any material in the history of fly lines and like all Airflo lines 100% PVC Free.

The Airflo Streamer Switch features an integrated running line so no more loop to loop hassles when an overhead cast is appropriate and no loop to rod guide interference when a turbo charged brown trout is in hot pursuit of your "hand tied, the night before, new favorite" streamer pattern.

My line matches for the Winston Microspey are 330gr for the 4110 and 390gr for the 5116. The 330gr is also a great match on the Sage ONE 4116

So loop on some Airflo T-7 or T-10 Tungsten sink tip, tie on your best pattern and let the games begin!

Read More about trout two hand angling in Trout Spey Chronicles

Greg Darling 

Gorge Fly Shop Internet Sales Manager | Product Specialist

"Fly Fish the World with Us"

Read more

Learning a little about a lot

17.38 in a, about, below, Boat Plans, down, falling, learning, little, lot, paradise, promised, the, wheres

ONE OF THE MOST fascinating things about cruising under sail is the vast extent of knowledge required. By that, I mean you have to know at least a little about a very wide range of subjects. Enough, anyway, to keep you out of trouble.

Maurice Griffiths, a sailor and yacht designer who was editor of Yachting Monthly for 40 years, once described it this way:

“Cruising in small craft embraces a very large field of knowledge, and those older men who have devoted the greater part of their lives to its study have acquired a knowledge that embraces weather lore and sky and clouds, a knowledge of deep water and shallow seas, of tides and winds and currents, of astronomy and geometry in navigation, of ropes and ropework, of canvas, sails, rigging, paints and varnishes, of timber and its infinite variations, of wood preservatives and decay, of theory in the designs of boats, and their construction . . . in short, many subjects that competent seamen can discuss for hours without touching on . . . the actual sailing.”

To that list we can now make additions, of course, including the field of electronics, from GPS and chart plotters to wind, and speed instruments, depth sounders and fish finders, radar, AIS, radios of all kinds and, in the field of chemistry, the various uses of urethanes, polythanes, epoxies, polyesters.  And then there are the fields of diesel mechanics, steering hydraulics, electrolysis, and the fancy synthetic cloths and lines that are now the backbones of modern sails and rigging. In short, there is a lifetime of learning here if you are so inclined, including such subjects as cooking, first aid, anchoring, and much more.

Another famous yachting editor, Thomas Fleming Day, of The Rudder, got everything in perspective, though. He knew very well that no-one can be an absolute expert in every phase of cruising under sail.

“Know this,” he said, “that three-quarters of what you read  in trade papers and technical magazines is written by people who don’t know any more about the subject they write about than you or I do.”

Today’s Thought

The true secrets of the sea cannot be learned upon the shore.

— Captain F. G. D. Bedford, The Sailor’s Pocket Book, 1898

Tailpiece

From the Associated Press:

LONDON — A former meerkat expert at London Zoo has been ordered to pay compensation to a monkey handler she attacked with a wine glass in a love spat over a llama-keeper.

Read more

Korkers Defined All about Sole!

02.52 in about, all, answer, Boat Plans, defined, korkers, lines, no, perfect, sole, spey, trout

Korkers - Defined

Lets talk about Korkers. There has been confusion on sizing and which sole option best suits your needs. We hope this answers your questions.

SIZING: 

When it’s time to purchase a new wading boot it is always confusing to know which size is best.

Please see our Wading boot sizing guide for all general rules. We want to note however, that if you own the older Korkers sole boot (the one where only the middle part of the sole is interchangeable) the sizing on those boots are different than the current models. So please use the one full size up rule and not purchase the same size as your previous boots as they will not fit.

Studded Felt vs Studded Kling-On 
Studded Felt in the water is our preference however on the sides of the river and while hiking felt can become slippery. Also to note that in temperatures below freezing snow can build up on wet felt or can freeze.

AS OF THIS WRITING: All Korkers boots can be purchased with two different sole configurations. This is true except the Redside boot which offers three configurations.

First Configuration
Kling-On and Felt this is the base price for all boot models. (2 sets of soles)

Second Configuration
Kling-On and Studded Kling-On this is a $20.00 upgrade (2 sets of soles)

Redside Only - Has above two options plus they offer a Felt only option for a great price of $99.99 (only 1 set of felt soles)

All other soles are considered accessory soles and purchased separate from the boots. 

Korkers Soles - Defined

Kling-On Sticky Rubber - Basic sole that comes with all boots. Great for use in boats / inflatables and basic hiking situations. While it is sticky rubber, it was not designed for highly slippery conditions.

Studded Kling-On Rubber - Same as Kling-On but with 26 carbide-tip studs per pair. These are great for slicker conditions or where studded felt can not be used.

Felt - Compressed high quality felt provides great traction while wading in the water. As noted above, depending on your wading conditions studded felt might be a better option as plain felt is not as grippy without studs.

Its all about that Sole!

Studded Felt - Plain felt soles adorned with 26 carbide tip studs per pair. Our number one choice of soles for our home waters and extremely slick conditions. Keep in mind while felt is great in the water it can be very slippery outside of the water and in very cold conditions snow/ice can build up on your feet. If this occurs we recommend changing the soles back to a rubber based sole for hiking in between fishing spots or back to your rig. That is a Korkers Boot Bonus…. not another boot out there allows you to change your soles while on the water.

Alumatrax - Our # 1 selling Accessory sole - These soles are a great alternative to studded felt. The aluminum bars are made here in the USA and for this reason very limited quantity. Aluminum is a soft metal, offering exceptional grip in the most slick wading conditions. One downfall….aluminum wears out faster vs. carbide but due to how grippy it is still very popular.

Studded Rubber - Large aggressive 7mm threaded carbide tip spikes adorn these flat rubber soles. Please note these studs are replaceable. These soles are great for those whom are Jetty fishing or fishing in highly slick conditions. Not the most comfortable to do much hiking in.

Vibram Idrogrip - Idrogrip is made by Vibram. This sole has a deep and wide lug patterns that offers better grip in tougher wading conditions. Great all around sole.

Studded Idrogrip - Same as Idrogrip but with carbide studs which offers even more grip in slick conditions.

Do you have the current generation of Korkers with OmniTrax v3.0 soles?

They are pretty easy to identify if you look closely at these pictures. The current OmniTrax v3.0 soles have a U-shaped notch on the front portion of the sole. They are the only ones that have this feature. Gorge Fly Shop only stocks current OmniTrax v3.0 soles. If you are searching for older generations please call us for information and availability.

Three generations of Korkers Soles

We hope this information is helpful in your quest to find the perfect wading boot and soles to match. Korkers Innovative design and comfort really allow you to utilize one boot in many ways with the replaceable and interchangeable soles. If you are headed on a trip and will need a studded sole but your friend does not want studs in his boat….easy fix just throw your non studded sole in your pack and you just solved a big problem without needing to haul a second set of boots.

For further questions or information please feel free to contact us via phone or email. We are here 7 days a week to help!

Helpful links:

Wading Boots - Finding the right size
Korkers K-5 Bomber Wading Boot (New for 2015)
Korkers Wading Boots




Lyndsey Duddles
Gorge Fly Shop | "Deskmaster"
541.386.6977

"Fly Fish the World with Us"

Read more

Normal and natural errors

23.49 in about, and, boat, Boat Plans, errors, natural, normal, presents, thinking

ONE OF THE THINGS that small-boat navigation teaches you is that nothing is precise. The best navigators make allowances for the unknown factors that always affect small boats, especially sailboats. They plot their positions within a circle of uncertainty and if they’re seeking landfall at a particular spot on a coastline, they aim way off to one side or the other, so they know which way to turn when they sight land.

When I was a lot younger I thought I knew how to navigate with precision. This misconception was confirmed when I sailed a 17-foot dinghy across the English Channel from Dover to Calais. I studied the tide tables and figured out the speed and direction of the tidal stream (or the set and drift as I used to call it then) for every hour. I then drew my course on the chart and adjusted the compass heading to account for the distance the tide was pushing me sideways in each hour. And thus, with a great sense of triumph, I arrived off the rather featureless French coast exactly at Calais.

It was beginner’s luck, of course. Nobody can forecast the exact speed of the current, or its exact direction. Nobody can tell you how much leeway your boat will make. Nobody can forecast your exact speed or distance covered during any one-hour period, and so the detailed markings you make so carefully on the chart turn out to be impractical nonsense. In my case, it was probably a matter of all the errors canceling each other out — a minor miracle in other words.

Years later, when further experience had taught me some humility, I read The Yacht Navigator’s Handbook, by Norman Dahl.[1] In the introduction he says: “When I was first taught navigation (in the Royal Navy) errors were thought of as being rather disgraceful, the sole result of poor technique by the navigator. Whilst I always accepted (and still accept today) that I was not the most brilliant navigator in the world, I was disappointed to find that, however hard I tried, errors never seemed to go away. Navigating a submerged submarine, and later, yachts of many kinds in many situations, eventually made me realize that errors are an integral part of navigation and need to be studied in their own right.”

Dahl said a major purpose of his book was to show that errors in navigation are normal and natural, and that a major skill in navigation lies in your ability to interpret the results in terms of the likely errors. He goes on to show boat navigators how they can actually use the errors to help make sensible decisions about their positions and a future course of action.

As one who had never experienced any difficulty in making errors I found Dahl’s advice very comforting, and I never again tried to do anything as impossibly precise as maintaining a rhumb line from Dover to Calais.

I expect Dahl’s book is out of print now because it was first published in 1983, before the great revolution in navigating that finally did bring near-precision to position-finding. We don’t think of errors now, because GPS doesn’t allow for that. It will tell us our position to within a boatlength in any kind of visibility, day or night.

And yet people have run aground using GPS, often because GPS is more accurate than the charts you plot your position on. There have been many reports of yachts wrecked on rocks, reefs, and islands that were where either GPS or the charts said they weren’t.

So we now all find ourselves in the position that I was in all those years ago, when I knew precisely and without doubt how to cross the English Channel. It’s surely time we started doubting again. It’s time we listened to Mr. Dahl, time we started taking all the possible errors into account. Time to accept that navigation is never precise, even with GPS.

[1] The Yacht Navigators Handbook, by Norman Dahl (London, 1983, Ward Lock Ltd.)

Today’s Thought

The greatest of faults, I should say, is to be conscious of none.

— Carlyle, Heroes and Hero-Worship: The Hero as Prophet.

Tailpiece

“What made you marry old Bella?”

“She was different from all the other girls I’d met.”

“In what way?”

“She liked me.”

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

Read more

Recovering a lost anchor

15.14 in a, about, anchor, Boat Plans, lost, offshore, out, recovering, sailing, sorting, the, truth, urethanes

IF YOU WANT to call yourself a sailor, you really should know how to recover a lost anchor. Luckily for you, I know how. I found the instructions among a bunch of old magazine clippings that had fallen down behind my desk. So here, in the words of a very old salt, is the way they used to do it in the days before you could effect a quick and painless anchor replacement by flashing a credit card in a West Marine store:

“You will need two boats, an oarsman in each. Fasten a weight to the middle of a long, heavy line to keep it down; also, position weights about 10 feet from the middle.

“Fasten the ends of the line to the two boats, coiling it loosely in each. Row to windward of the estimated position of the anchor, then row the boats away from each other to run out the line so it will be stretched just off the bottom. Row the boats down toward the estimated position of the anchor.

“When the bight of the line catches on the anchor’s fluke, cross the boats to take a round turn around the fluke. Make a running bowline at the end of another line, around the drag line, weight it so it sinks, and slip it down. When the bowline is fast to the fluke, pull up the anchor.”

Yeah. Okay. Thanks a lot, old-timer. So where did I put that credit card?

Today’s Thought

The wonder is always new that any sane man can be a sailor.

— Emerson, English Traits

Tailpiece

“How much is a bottle of brandy? It’s my nephew’s birthday and he likes brandy.”
“Well, madam, it depends on the age. Seven-year-old is quite reasonably priced. Ten-year-old costs a bit more. Twelve-year-old can be quite expensive.”
“Gee, that’s terrible. My nephew is 25.”

Read more

The truth about offshore sailing

13.25 in about, Boat Plans, common, deck, epoxy, fog, in, my, offshore, on, sailing, sense, the, truth, use, warfare

IT’S HARD TO EXPLAIN to a landlubber what offshore sailing is all about. But William G. Homewood found a way to do it, after he had raced from Newport, Rhode Island, to Bermuda and back in a Ranger 26.

This is his description, as recorded in Richard Henderson’s book, Choice Yacht Designs:

“First, at home, you should go into the bedroom fully dressed and pour a bucket of water over your head. Put on your foul-weather gear and harness.  Prop up one side of the bed to an angle of 20 degrees, then pour a bucket of water over the pillow and bedding.

“Engage the services of a fork-lift (and operator) who will lift one corner of your house up into the air six feet and then let it drop down with a bang.  He should do this all night long, intermittently, without warning. Now, go to bed.

“After one hour of sleep it will be time to get out of bed, open the sliding door to the balcony, and peer out (checking the sails). At this moment a friend, well hidden, should throw a bucket of water onto the back of your head. Your jacket hood must be in the off position, as this will allow the water to run down your neck. . . .  As  you turn to go back into the bedroom, another well-hidden friend should club you over the head with a two-by-four. This simulates head blows from the  bulkheads. . . .”

There’s more that a landlubber needs to know, of course. You should fill your rubber boots with water and you should remember to throw up only on the lee side of the cockpit. You should preferably practice walking with one leg shorter than the other so as to remain upright on the slanted deck and you should develop arms like a gorilla’s so you can hang on to the handholds when a wave tries to wash you overboard.

You should also practice holding your bladder for at least eight hours because it’s impossible to get a hand on the outlet from your urinary tract when you’ve got a whole bunch of layers of clothing and waterproof pants on.

As for cheerful, sustaining hot meals — um, well, sorry feller. Ain’t gonna happen.

Today’s Thought

We have all sinned and come short of the glory of making ourselves as comfortable as we easily might have done.

— Samuel Butler the Younger, The Way of All Flesh

Tailpiece

Adolescence is a period of rapid change. Between the ages of 12 and 17, for instance, a parent can age as much as 20 years.

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

Read more

En route to the GPS of all trades

23.35 in about, all, and, boat, Boat Plans, design, en, fever, gps, learning, neglect, of, on, route, the, to, trades

I WAS WONDERING what people might be giving their boats for Christmas when my eye fell upon an old 2008 advertisement for a Garmin Rino 530HCx. I have never seen one, but the Garmin company is famous for GPS navigation instruments and the Rino seems to be a departure from the norm.

For a start, it can’t spell its name. It should be Rhino, not Rino. It has two antennas that look vaguely like the horns of a rhinoceros. In Africa, game poachers often saw off a rhino’s horns and sell them to customers in the Far East, who grind them down into a powder that reputedly has aphrodisiacal powers.

Frankly, I’ve never understood how that works. You swallow some powder and suddenly women look attractive to you? What? Who needs rhino powder? Didn’t they always look attractive to you? But wait . . . I’m getting carried away here. Sorry. Back to the Rino:

It probably isn’t a good idea to saw off the Rino’s antennas, no matter how much of a boost your testosterone needs. I suspect something won’t work if you do that. Something on the Rino, that is.

The interesting new direction this hand-held GPS was taking was evident from its attributes as listed in the advertisement. Besides a color screen that shows where you are on a chart, there are two built-in radios. One is a Family Service Radio, a glorified walkie-talkie. The other is a General Mobile Radio Service radio, a rather more sophisticated mobile transceiver for which you need an $85 license.

In addition to GPS and two radios, the Rino has a barometric altimeter. This tells you how high you are getting, which is very useful in a season of sequential Christmas parties. There is also an electronic compass so you can find your way home if you are too high to read the GPS screen. In addition, there is a built-in weather radio that informs you what kind of storm struck you on the way home.

There’s more, but I’m sure you can see which way the new generation of electronic gadgets is headed: One GPS does it all. I can’t wait to see what they add to the next generation of GPSs, but in case any Garmin people read this column, I’d like to suggest some additions to the new “omnibus” Rino GPS.

It would be real nice, guys, if you could add a night telescope so people can find their slips after dark. And how about a few rocket flares to help the search-and-rescue people find lost sailors? A small bar would be very welcome, just a little one, of course, perhaps with miniature French maids dispensing cocktails etc., to the shivering bodies in the cockpit on the midnight watch.

I suppose it would be too much to expect a modest galley with a European chef skilled in confiture and baguettes. No matter. Most sailors I know would settle for a GPS with a fish-and-chips dispenser.

Today’s Thought

I find the sea-life an acquired taste, like that for tomatoes and olives.

— Ralph Waldo Emerson

Season’s greetings

I wish you all a merry Christmas, a happy Hanukah, and best wishes for whatever celebration you choose to observe at this time of year. I wish you peace and tranquility to calm your soul, and I wish you fortitude to face life as she presents herself in the New Year.

Tailpiece

“Good grief, what happened to your face?”

“I coughed.”

“But you don’t get your teeth knocked out if you cough.”

“You do if you cough in your friend’s wife’s wardrobe.”

Read more

Common sense about the Green Belt

21.11 in about, belt, Boat Plans, common, continues, green, nonsense, sense, the, validation

I get the impression that there is a gradual dawning of realisation, not only within certain think tanks but also among ministers and their advisers, that Green Belt policy has been allowed to get out of hand, and that far too much land has been designated as Green Belt, with the result that there is no longer sufficient land readily available near existing towns and cities to meet the urgent requirement for house-building where it is needed. The penalty is a chronic housing shortage and spiralling house prices, particularly in the South-east of England.

The original object of establishing the Green Belt was to discourage uncontrolled urban sprawl into the open countryside around our larger towns and cities and to prevent the coalescence of two or more large neighbouring towns. No-one would disagree with that broad objective; but two undesirable elements have crept into Green Belt policies over the years.

First, the Green Belts have been expanded to a far greater extent than was originally intended and to a far greater extent than is necessary to achieve their objective. For example, the Metropolitan Green Belt around London was intended to be about 12 to 15 miles deep. In some places it is now well over 30 miles deep. I recall, for instance, massive extensions to the Green Belt in Surrey in the 1980s for which there was no need and no objective justification. Our Green Belts now encompass huge areas of land that ought never to have been incorporated in them.

There needs to be a fundamental review of the extent of the Green Belt throughout the country, with a view to reducing substantially the extent of their designated area. This review should proceed on the presumption that extensions of Green Belts that have occurred within the past 35 years should be reversed unless there are very convincing reasons for those extensions, having regard to the primary objective of the Green Belts.

Local political pressures are so strong that it would be impracticable for this to be dealt with at a local level. This is an exercise that will have to be carried out on a national level by central government. Notions of localism are simply going to have to be suspended, if not abandoned altogether as totally unrealistic in face of the dire housing crisis facing the country. Local planning authorities should be required to revise Green Belt boundaries in accordance with the conclusions of this departmental review.

In future, there should be a very strong presumption against further extensions of existing Green Belts. There should, on the other hand, be regular reviews of both the inner and outer boundaries of Green Belts to examine the desirability of removing further land from the Green Belt if changed circumstances require this.

The second undesirable element that has crept into Green Belt policy is an entirely unnecessary and inappropriate rigidity in the treatment of development proposals, which seeks to resist all development in the Green Belt unless either it is deemed to be ‘appropriate’ development or exceptional circumstances can be demonstrated. This rigidity has been further compounded by the unfortunate wording of the relevant policy guidance in the NPPF, compared with the wording of the former PPG2. [See Europa Oil and Gas Limited v. SSCLG [2013] EWHC 2643 (Admin) and Fordent Holdings Ltd v SSCLG [2013] EWHC 2844 (Admin), referred to in this blog on Friday, 1 November 2013 – “Inappropriate Development in the Green Belt”.]

Rather than this increasingly inflexible approach, the advice in the NPPF should be amended to indicate that within Green Belts development should not be permitted which would prejudice the objectives of the Green Belt and/or which would compromise its openness, but that in determining applications for development in the Green Belt local planning authorities should examine the contribution that the application site in question makes to the Green Belt (in other words, its ‘Green Belt value’). It would thus be the impact of the development on the Green Belt as a whole that would be the determining factor, rather than the ‘appropriateness’ of the development in the Green Belt (in land use terms) or any question of exceptional circumstances being required to justify the development. The essential point is that Green Belts are not and never have been intended to create wholly development-free zones in the countryside.

There is one other issue that also needs to be addressed when considering Green Belt boundaries. Over the years a number of anomalies have been created by inept drawing of the Green Belt boundaries. There are quite a few examples, for instance, of the Green Belt boundary cutting across the middle of a residential curtilage. This makes no sense at all, and should be corrected. A related problem is the drawing of a thick line on small-scale maps, with the result that it is impossible to tell with any precision where the Green Belt boundary actually lies. This is an issue that can be addressed by local planning authorities right now, without having to wait for any change of ministerial policy. In their Delivery DPDs (or equivalent DPDs, following adoption of their Core Strategies), local planning authorities should take the opportunity of ironing out anomalies of this sort in the detailed Green Belt boundary at a local level. This is an issue that must be urgently addressed, and not merely in relation to recently fixed Green Belt boundaries, but also in respect of boundaries where these anomalies have existed for a good many years. Local councils really must grasp this nettle, or face the possibility of challenges by way of judicial review if they fail to address the point in their second stage DPDs.

Revision of the NPPF (and/or of the NPPG, as appropriate) should reiterate the principle that the Green Belt boundary should be established on a strong defensible line. This should be a clearly defined and reasonably permanent physical feature in the landscape, such as a river, road or railway. Drawing the boundary across the middle of fields or gardens is totally unsatisfactory, and even field boundaries may not be sufficiently permanent to form a reliable long-term boundary. At the very least, the Green Belt boundary should exclude existing residential development (except in settlements where the Green Belt ‘washes over’ the entire village) and this exclusion must extend to the whole of the residential curtilage. What is required is not a straight line but a clearly defined and readily defensible boundary, even if this may look untidy on a map.

The knee-jerk reaction, both locally from the NIMBYs and nationally from the usual suspects, such as the CPRE, whenever any reform or relaxation of Green Belt policy is suggested must be ignored. These people have become accustomed to regard the planning system as a useful tool for resisting change. But such protests should not deter either this government or its successors after the General Election next year from carrying through this necessary reform of Green Belt policy, so as to enable the essential expansion of housing development around our towns and cities.

© MARTIN H GOODALL

Read more

A Bunch of Questions

18.39 in a, about, Boat Plans, bunch, cabin, construction, of, questions, thinking

Heres a big pile of questions that occur to me.  Solutions will no doubt present themselves, but in the meantime they are open questions.  Im not sweating the answers, but just want to remember to keep them in my mind for now.

Q: How will the winch be mounted on the trailer?

Q: How will the bow eye attach?  Related, how will the transom tie-downs attach?

Q: Where will the anchor(s) be stored?

Q: What about anchor line and mooring lines?

Q: Where will life vests be stowed?

Read more

Learning about boat design

13.00 in about, boat, Boat Plans, design, dishes, do, excuses, for, in, learning, not, real, sailors, washing, what, winter

MANY BOATERS eventually become interested in yacht design — but how do you learn about it? Veteran designer Ted Brewer suggests three methods in his book Understanding Boat Design (International Marine).

In the first place, he says, the hobbyist can simply read about yacht design. That sounds simple enough but it can be confusing because of conflicting theories.  Brewer says that designers “including me, may push their own concept of the perfect hull, layout, or rig. It is important to develop your own ideas based on facts and experience, rather than to accept someone else’s theories.”

In the second place, he recommends the home-study course. “The cost is moderate, but large enough to keep the student working hard at it. “The Westlawn course is good if it is done properly without taking all the easiest options. The Westlawn course requires serious commitment to time and effort, but provides a thorough grounding in small-boat design.”

In the third place is the time-honored college degree from the Webb Institute, M.I.T., Michigan, or another university offering a degree in naval architecture. This is for the serious student only, of course. “Since the emphasis of the university course is on large-ship design, it is not ideal for students of small-boat design, but it does work. Many famous yacht designers have gone that route. The Maine Maritime Academy offers a course in small-craft design that is worth serious consideration as well.”

Finally, Brewer offers this piece of advice:

“Anyone going into the yacht design business should work as a draftsman or assistant for a reputable naval architect for several years to gain practical experience. This is true for university and home-study graduates. Indeed, it is best if the budding designer works for several different architects or builders before he hangs out his shingle because he will gain invaluable experience and practical knowledge from each.”

Today’s Thought

Architects are pretty much high-class whores. We can turn down projects the way they can turn down some clients, but we’ve both got to say yes to someone if we want to stay in business.

— Philip Johnson, Esquire, Dec 80

Tailpiece

Four-year-old Janie had been put to bed for the night when her little brother wandered along and tried to enter her room.
“You can’t come in, Jimmy,” she said, “cos Mom says little boys mustn’t see little girls in their nighties.”
Jimmy went outside, closed the door, and was puzzling about this when the door opened again. “It’s aw wight Jimmy, you can come in now,” said Janie. “I’se tooked my nightie off.”

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

Read more

Sketchy Napkin Plans

02.14 in about, Boat Plans, gasoline, hard, into, napkin, plans, sailing, sketchy, storms, think

As with all great projects, this one started with a napkin drawing:

 

While  barrel floats have a long glorious history, well probably do either pontoons or a full plywood-fiberglass hull.  

We wont need any kind of keel with pontoons, but with a full hull, the keel is still an open question.  Though apparently some plans call for a, whadyacallit, a skeg, like a short keel that runs the length of the hull.

Read more

Thinking about boat presents

23.50 in about, and, berths, boat, Boat Plans, heads, in, presents, squeezing, thinking

I’M OF THE OPINION that you can never prepare too far ahead for Christmas. Furthermore, I have heard it said by both sexes that it’s very difficult to buy Christmas presents for men. That being the case, perhaps we men should do our bit to make this task easier, and, incidentally, thereby help the economy along.

One way to do this would be to make up a list of the Christmas presents we’d like to receive, and hand it out to friends, relatives, co-workers, and passers-by. Some of you will think this is a very crass thing to do, but it has occurred to me that a wish-list of this sort would be completely acceptable if it were presented in the form of a request for items for your boat.

You might think this a little strange at first, but it’s not really. It moves the guilt factor away from you to a third party. And people (even landlubbers) know instinctively that boats have souls. They realize that there are strong emotional ties between sailors and their boats that stop short only of kissing and hugging. Well, in most cases, anyway.

Now, you may be saying, “But people will surely query why a boat would need a new flat-screen, Internet-ready, 72-inch, plasma TV with icemaker.  Or a case of Johnny Walker Red Label whisky; or a five-year subscription to Playboy.How do you answer them?”

Well, use your common sense. Close your eyes slightly. Look wise and mysterious. Say: “There are more things in heaven and earth, Horatio, Than are dreamt of in your philosophy.” Explain that the bond between a man and his boat is intimate and very private. Tell them you have this intuitive, exclusive insight into your boat’s true needs and desires.

And make sure they realize that every boat knows the difference between real Johnny Walker and the cheap hooch they distill up in those scruffy hills in Arkansas.

Today’s Thought

Ever since Eve gave Adam the apple, there has been a misunderstanding between the sexes about gifts

— Nan Robertson

Tailpiece

He asked her for a burning kiss;

She said in accents cruel:

“I may be called a red-hot babe

“But I’m still nobody’s fuel.”

Read more

The sailors major virtue

01.32 in about, all, Boat Plans, how, is, major, roaches, sailors, sails, the, this, trim, virtue, we

I MAY HAVE MENTIONED this before but you probably don’t remember it. Besides, it bears repeating: One of the most valuable assets a sailor can cultivate is patience, followed closely by serenity.
Imagine that you’re nicely tucked into a snug anchorage on the rugged west coast of Vancouver Island. You got in just before the wind really started howling, and now the rain is starting to pelt down.
The VHF, tuned to the British Columbian weather forecast, is relaying a doleful message:
“ ... mostly awful with occasional ghastliness ... periods of low depression followed by unremitting rain ... wind from the southeast at umpteen knots ... large-boat advisory for tonight and all day tomorrow ... wind-waves 15 feet ...”
Your course is southeast, of course. So, if you have any sense, you’re stuck.
Well, then, what did sailors do with themselves in the Great Age of Sail when they were anchored in open roadsteads waiting for the wind to change? How did they pass the time? If they were in the navy, I expect they painted the anchor cable and holystoned the deck. But how do people stop themselves from going crazy on smaller boats? What would you do with yourself while waiting out bad weather, especially in places where you can’t get cell phone service or browse the Internet?
You can only sleep or play Patience for so long before you go nuts. You might take the opportunity to change the engine oil or do some all-day job like grinding the valves — but what if the forecast is wrong? You wouldn’t want to miss a good sailing day with bits of engine spread all over the cabin.
You can’t spend days at a time doing nothing but listening to Beethoven or the Beatles, and if you spend all day cooking you’ll have to eat it all and you know what that’s going to do to your waistline.
I guess you could call the Coasties on Channel 16 but I suspect that even the nice, friendly Canadian Coast Guards would get kinda grumpy if you just want to chat and tell them how depressed you are.
You could make love, I suppose, given the right circumstances, but I’m told that the average is eight minutes, which doesn’t take up an awful lot of the day.
For these reasons, yachtsmen cooped up in port — and fearful of being criticized for wimpishness — often try to make a break for it despite the bad weather. And all too often that’s a very bad idea unless you have an exceptional boat and an exceptional crew. If you do that, you might find yourself talking to the Coasties again pretty soon, and not just for fun.
If ignorance and ill preparation are the parents of adventure, then patience and serenity are the parents of safe cruising. They don’t come easily. They have to be cultivated, like most other sailorly pursuits. Learning how to extend your love life might be a good way to start.
Today’s Thought Patience, n. A minor form of despair disguised as a virtue.— Ambrose Bierce, The Devil’s Dictionary
TailpieceMs. Smith, your work during your trial period indicates a standard of mediocrity, inadequacy, and chronic incompetence.” “Oh thank goodness. I had a silly feeling you weren’t satisfied with me.”

Read more

Think hard about gasoline

01.07 in about, advances, Boat Plans, gasoline, going, hard, on, sailing, science, slowly, strange, things, think

WHEN THE DREADED day comes, and your old auxiliary engine finally decides to head for the great scrapyard in the sky, what are you going to replace it with? There’s almost complete agreement these days. You’ve got to get a new diesel, right?

But why a diesel? It’s not necessarily the right choice for everyone who owns a good old boat. In fact, it’s more of a fashion than a logical choice. There’s much to be said for modern gas engines with fuel injection and solid-state ignition.

The most popular reason given for choosing a replacement diesel is that it’s safer. But sailors who own diesels mostly cook with propane gas, which can blow a boat to pieces just as easily as gasoline can.

A gas engine is cheaper, smoother, and more powerful than a diesel of the same weight. It’s easier to crank, easier to repair, even for an amateur, easier to remove from the boat, and much quieter in action.

Gasoline engines in cars are designed to run about 3,000 hours, or 100,000 miles before they need an overhaul. Now, the average boat owner logs 200 engine hours a year, so, if you maintain it faithfully, it would take nearly 15 years before a gas engine needed an overhaul.

As for safety — your nose is very good at sniffing out very small concentrations of gasoline. Together with a bilge blower, run for five minutes before every start, it will virtually eliminate the chances of a surprise explosion.

So, when the time comes to replace your auxiliary motor, don’t be stampeded into diesel. Gasoline engines have been used in small boats for many decades. Consider their advantages very carefully before you make your choice.

Today’s Thought

To some will come a time when change

Itself is beauty, if not heaven.

—E. A. Robinson, Llewellyn and the Tree

Tailpiece

Notice outside a muffler shop:

“No appointment necessary. We heard you coming.”

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

Read more

Christmas presents for your boat

22.21 in about, below, boat, Boat Plans, christmas, down, falling, for, offshore, presents, sailing, the, truth, your

I KNOW we haven’t even had Thanksgiving yet, but that’s not my fault, and I maintain that you can never prepare too far ahead for Christmas. Furthermore, I have heard it said by both sexes that it’s very difficult to buy Christmas presents for men. That being the case, perhaps we men should do our bit to make this task easier, and, incidentally, thereby help the economy along.

One way to do this would be to make up a list of the Christmas presents we’d like to receive, and hand it out to friends, relatives, co-workers, and passers-by.

Some of you will think this is a very crass thing to do, but it has occurred to me that a wish-list of this sort would be completely acceptable if it were presented in the form of a request for items for your boat.

You might think this a little strange at first, but it’s not really. It moves the guilt factor away from you to a third party. And people (even landlubbers) know instinctively that boats have souls. They realize that there are strong emotional ties between sailors and their boats that stop short only of kissing and hugging. Well, in most cases, anyway.

Now, you may be saying, “But people will surely query why a boat would need a new flat-screen, Internet-ready, 72-inch, plasma TV with icemaker.  Or a case of Johnny Walker Red Label whisky; or a five-year subscription to Playboy.How do you answer them?”

Well, use your common sense. Close your eyes slightly. Look wise and mysterious. Say: “There are more things in heaven and earth, Horatio, Than are dreamt of in your philosophy.” Explain that the bond between a man and his boat is intimate and very private. Tell them you have this intuitive, exclusive insight into your boat’s true needs and desires.

And make sure they realize that every boat knows the difference between real Johnny Walker and the cheap hooch they distill up in those scruffy hills in Arkansas.

Today’s Thought

Ever since Eve gave Adam the apple, there has been a misunderstanding between the sexes about gifts

— Nan Robertson

Tailpiece

He asked her for a burning kiss;

She said in accents cruel:

“I may be called a red-hot babe

“But I’m still nobody’s fuel.”

 

Read more

Earth moving for garden landscaping

03.57 in about, belt, Boat Plans, common, earth, for, garden, green, landscaping, moving, sense, the

A topic that has vaguely troubled me for some years is the doubtful status in planning terms of engineering works carried out in a domestic garden in order to realise some of the more adventurous garden designs that are publicised on TV as well as in various magazines.

The General Permitted Development Order is of limited assistance here. Part 1, Class E permits the provision within the curtilage of (among other things) any building or enclosure, swimming or other pool, required for the enjoyment of the dwellinghouse as such. “Building” would include anything that amounts to a structure, so various built features could be included in the design, subject to the limitations and conditions set out in Class E. For example, raised decking (or any balcony or other raised platform) is ruled out if its height from natural ground level is greater than 300 millimetres. Class F also permits hard surfacing, and this is not limited as to its area (in contrast with Class E). [There are, of course, exclusions, limitations and conditions in Class E, which I have discussed in a previous blog post, and do not propose to repeat here.]

When addressing a meeting of SWENFORCE (South West enforcement officers) last week, I speculated that one might also rely on Part 2 in respect of fences, gates, walls and other means of enclosure, but an earth bund (which could in principle come within Part 2 if it performs the function of enclosure) would not be permitted development if it was wider than is really necessary to perform that function or if it does not in reality act as a means of enclosure. In some circumstances, it might be possible to argue that raised banking in the garden does in fact constitute a structure, and is therefore permitted development under Part 1, Class E, but the position remains uncertain.

What is certainly not covered by the GPDO is more extensive excavation, and other earth-moving, taking the form of engineering operations rather than building operations. And yet I can think of quite a few garden landscaping schemes, even involving fairly extensive earth-moving, which have produced an entirely acceptable garden landscape, and which have no appreciable impact in planning terms. It seems to me that there is a lacuna in this respect in the GPDO, and there should perhaps be an additional Class within Part 1 of the Second Schedule to cater for works of this type.

The enforcement officers to whom I was lecturing had not encountered this problem in the course of their work, and this certainly accords with my own impression that most local planning authorities turn a blind eye to what in theory might be unauthorised development in the garden, presumably because no-one ever complains about it. The problem is that if a jealous or resentful neighbour does complain, there may be one or two enforcement officers who will see it as their mission to charge into action over it.

I am only aware of one appeal decision that is in any way relevant to this topic. Enforcement action was taken by Greenwich LBC against works carried out in the rear garden of a house as part of a televised makeover of the garden (instigated and broadcast by the BBC no less!). However, this action appears to have been directed at the structures that had been built, including two cube structures and an area of decking, plus a structure made out of old telegraph poles. In practice, it seems that it was only the height of these that was a problem, and the inspector accepted that reducing them below 3 metres in height would be acceptable. The question of any earth-moving or other landscaping does not seems to have arisen in this case.

In practice, even if the earth-works do amount to engineering operations, it is very unlikely in most cases that it would be expedient, under section 172, to serve an enforcement notice, and I would hope that common sense would prevail. I can’t recall off-hand if the NPPG repeats earlier ministerial advice to the effect that enforcement action should not be taken simply in order to ‘regularise’ the position where planning permission has not been obtained for development, if the development is doing no real harm in planning terms, but this principle should apply in any event.

The proper and permanent solution, however, would be an amendment of Part 1 of the Second Schedule to GPDO to permit engineering works for the purpose of landscaping a domestic garden. No doubt it would be necessary to set certain parameters, but this would be better than the continuance of the uncertain and unsatisfactory situation that obtains at present.

© MARTIN H GOODALL

Read more