Building the Bombaloza scull boat number one.

Finished boats are priced at R16,500,about U$2200,which represents a very good price.




The trial boat was built using pine ply,which is quite heavy,I would expect our kit boats using ockume veneer marine plys to be around 25% lighter?

Fort Dunlop,once the worlds largest factory!

Fort Dunlop tennis balls,have you ever wondered why they carry that name,now you know.

The Fort Dunlop building from the M6 motorway, 2007

Architecture
The early structure is of concrete, clad to a steel frame. Upon redevelopment, it was found that the steel frame had moved no more than 2 mm (0.1 in), a reflection of the quality of construction. The building is 52 metres (171 ft) deep. The south side measures 24 metres (79 ft) in height and 130 metres (427 ft) in width. The extension housing the Travelodge hotel extends 170 metres (558 ft) from the building, and has a width of 8 metres (26 ft). The northern face is of slightly different architecture to the rest of the building as it was damaged during World War II by bombing raids by the Luftwaffe.[6]

A circular light well was constructed from the roof to the atrium at the reception, allowing natural light to illuminate the centre of the building. At each floor, the light well is lined with steel to reflect the industrial heritage of the building


From Wikipedia, the free encyclopedia

Fort Dunlop
Type Office, retail and hotel (formerly industrial)
Location Erdington, Birmingham, England
Coordinates 52°30′35″N 1°48′43″W / 52.5097°N 1.8120°W / 52.5097; -1.8120Coordinates: 52°30′35″N 1°48′43″W / 52.5097°N 1.8120°W / 52.5097; -1.8120
Construction
Completed 1920s (2006 in current form)
Height 24 metres (79 ft)
Floor count 7
Main contractor Urban Splash
Architect 1920s: Sidney Stott and W.W. Gibbings
2007: Hazel Rounding of shedkm
Awards and prizes Grade A locally listed


Fort Dunlop under redevelopment, 2006Fort Dunlop (grid reference SP129902), is the common name of the original tyre factory and head office of Dunlop Rubber in the Erdington district of Birmingham, England. It was established in 1917 and by 1954, the entire factory area employed 10,000 workers. At one time it was the world's largest factory, when it employed 3,200 workers.[1]

Fort Dunlop is a landmark building next to the M6 motorway, near to junction 5. It is a Grade A locally listed building.[2] It was designed by Sidney Stott and W.W. Gibbings in the 1920s.[3]
Dunlop Tyres now occupies a small part of the original factory area

Redevelopment
Urban Splash acquired the building and the 4.02 hectares (9.93 acres) of land[2] from English Partnerships in 1999 and started work on drawing up proposals in conjunction with Advantage West Midlands, the regional development agency who funded the reclamation of the land.[4] Urban Splash hold the building on a 999 year lease from Advantage West Midlands.[2]

The Fort Dunlop building, derelict for twenty years and was used as an advertising hoarding, has been redeveloped into an office and retail space with an adjoining Travelodge hotel. Work on the redevelopment commenced in December 2004. It now has 300,000 square feet (27,871 m2) of office space[3] within the main building as well as recreational leisure space. There are also 1,150 basement and surface car parking spaces.[2] The developers were Urban Splash and the architects were Liverpool-based Hazel Rounding of shedkm.[5] The landscape designer for the building's setting was Martha Schwartz Inc.[6]

By March 2005, all windows and poor quality extensions were removed to reveal the shell. The steel structure which would house the 100-bed Travelodge hotel began construction and the largest advertisement hoarding in the world at that time was constructed on the front of the building. The steel structure was completed in June 2005 along with the roof structure. The concrete was added to the steel structure two months later. They were manufactured offsite and transported to the building where they were fitted into place. They contained the circular holes on one side to make way for the circular windows. By the end of 2005, the windows were being added to the inside of the building. The outside structure was left as it was and the glass structure was built behind it. The assembly work had been completed to the adjacent structure and work had begun to paint it dark blue with a sign saying "FORT DUNLOP" added to the top of the structure by March 2006. The sign is illuminated at night[7] The skyline signage, with its programmable, RGB LED illumination resulted in three separate industry awards for ASG, the company that designed, manufactured and installed the structures."Sign Industry Awards 2007". http://www.signindustryawards.co.uk.

By June 2006, the windows had been fitted to the Travelodge and the hotel opened to the public. Window work on the inside of the old building was being completed and the floor layouts were being defined.

Fort Dunlop opened in an opening ceremony on December 1, 2006.[8] Upon completion, it had the largest living grass roof in the United Kingdom which provides natural insulation and a wildlife reserve.

In August 2006, Urban Splash announced that three retail companies were to move to Fort Dunlop; house accessory specialist Dwell, relocating from the Custard Factory, Snap Galleries and a Birmingham-based coffee outlet called The Daily Grind Coffee Company.[9][10] Another company, Boxer, a design consultancy, was announced as the first tenant, moving from their base in Coleshill.[11]

Captain (rtd) Brad (B Wallace-Bradley)

As everyone knows, we've had quite a rough time in SA with untimely power cuts. We decided to give our wine drinkers the opportunity to win a handy generator. The promotion ran in Picardi Rebel Liquor Stores in July and August.

Our winner in Western Cape was Captain Brad Bradley, a retired merchant navy captain from Noordhoek, in Cape Town. I asked him why he buys Leopard's Leap and he responded by saying: "My wife and I really appreciate the support that Leopard's Leap gives to the Cape Leopard Trust, conservation is something that lies close to our hearts."

Congratulations Captain Bradley, keep on enjoying our wines, and of course your brand new generator!

Pictured in the photo above, from left to right: Henniel Smit (Leopard's Leap Brand Manager), Captain Bradley and Josy (Manager of Picardi Rebel Longbeach)

The Lynnhaven 15 canoe by Dudley Dix

Mail just in from our customer Rob,in Petermaritzburg a 1000 miles away.

Good Morning Roy,

Just to let you know that I unpacked the bundle and everything is in
order and received without damage . Really impressed with the quality of
the wood and the cutting . Thanks very much . I just hope that I have
done the right thing in choosing the 4 mm board and not the 6 mm board .
I have chosen to go light so kids can manhandle the boat around .
Will send you pics hopefully as the build progresses





Left click this picture to view full size and check our more detail.

We have just prepared a set of panels for a customer in KZN,the boat comes from just three sheets of 4mm thick marine plys,look at how much setting out and jig saw work our kits can save you.

Manfred Marktel and his yacht Maus returns to HBYC

Left click the picture to view full size.

Monday evening I noticed the genoa was hanked on to the head stay of Blue Shadow of Mauritius,so the inteneded departure for FBYC was the next day? So an emtpty berth,just right for another boat needing a secure position and close to the marina emtrance security gate and managers office (peter godley) imagine my surprise when I arrived yesterday afternoon and finding the position filled already,it was yacht Maus,a boat that was on our marina in the last sailing season.The owner,Manfred Marktel,had various repair works done while he was here last time,Steve of Dixi Rollar did the work,this included new teak cappings for both sides of the steel hull,we machined the wood all round and cut the scarfs on our purpose made jig the make the work easier for Steve.

I asked Manfred where he had come from,knowing the answer already but I wanted him to tell me,Brasil! was Manfreds reply,to which I then asked how many crossings was this now? again I knew the reply,twelve said Manfred,this guy is at the top of his game,he will set off once more in three months time he told me.

You can follow Manfreds many travels on his own web site at the web site below,Manfred is Austrian but lives in Italy when not sailing,he also writes for various yachting magazines.

http://www.manfredmarktel.it/

Tina McBride,Panama Canal Pilot

Tina McBride - our ship agent for Canal Transit

Tinas contact info,from Noonsite:
Tina McBride, Transcanal Yacht Services, Tel: mob. +507 6637 2999, Fax +507 314 0977 www.panamacanaltransits.com/panama.html






Due to our family names being the same and a marine connection for us both,Tina and I have exchanged emails in the past,she has a family back ground that takes her to both Chile and Scotland,her great,great? grand father was a Scot,he was working in Chile,as an Admiral in the Navy I think she told me,use her services when passing through Panama,recomended!

Roy

Leg 10, 2002: Panama Canal Transit
January 4, 2002
On a mooring at Fuerte Amador Marina, 8.54N, 79.31W, Log: 53,592 Temp: 86F, Humidity: 70%
On Friday 28 December Leg 10 crew were ready at Hotel Costa del Sol in Panama City and on the 1.5 hr bus ride across Panama to Colon we stopped at the Miraflores Lock and visitor center for a close up view of the canal.


Tina McBride, our ship's agent had organized the official paperwork for our canal transit and when I checked in with Cristobal Signal Station that night they came right back and said to be out in the Flats ready to have the Pilot Advisor board at 0430. After dinner at the Panama Canal Yacht Club, we left our berth and anchored in the flats area for the night spending a few hours tying our five fenders and 10 plastic wrapped tires to the lower life lines on each side and preparing 4x150ft lines.

We were delighted to see the pilot boat coming alongside at 0445. Our pilot advisor's name was Victor and he had recently been one of the six out of 300 applicants to train as a tug captain and canal pilot. He'd also completed maritime academy in Mexico and learned to sail there. The first thing he told us was that our request to transit side-tied to a canal commission tug had been approved, next he had us raise anchor and motor slowly behind a large Greek tanker.

Tinas background:

TINA MCBRIDE

The year was 1989, I was working independently as a teacher teaching English as a Foreign Language, but during the crisis in Panama that year, business came to a standstill and I was forced to look for other options of work, so I applied to work for the U.S. government being a U.S. citizen. I was accepted to work for the Navy at the Tropic Times. It was the local military newspaper, which at the time was the only paper that was not controlled by ruling military junta. I also worked at the helicopter logistics department and finally Protocol. My stint as a civilian working for the military ended shortly after the invasion of Panama by U.S. forces. The U.S. military was closing its bases and diminishing its presence in Panama. Besides that, I was convinced working for the U.S. military as a civilian was not something I wanted to do forever.

I was not looking forward to working as an English teacher again, since the work and pay was not stable. After being unemployed for three months, with a young child and mounting bills, I was invited to a violin concert by a friend. We snaked our way
through the narrow streets of Casco Viejo, to the Teatro Nacional. My friend introduced me to three Americans who were visiting Panama. The conversation
veered to the inevitable “What do you do?” I was embarrassed to admit I had been unemployed for three months. I met a lot of people I knew at the concert and gawked at the “in” crowd including the U.S. Ambassador. He remembered me and so did many officers of the Southern Command where I had worked last. It was fun to listen to beautiful music, munch on good cheese and drink wine. The American who was my escort for the night mentioned that he knew of a job I would do well in and that he would call me in three weeks.

The rest is history…

Meets Panama Canal pilot Paul Jennings, who trains her as an agent for yachts year 1990.
Works as an apprentice yacht agent for Panama Canal pilot Paul Jennings. 1991-1992.
Paul Jennings decides to quit the business and pursue other interests.
Tina McBride asks Paul Jennings if she can start her own business with the clients she has worked in the past and for marketing of business.
1995. Being the only woman working as an agent for the Panama Canal, begins to provide agency services for yachts transiting the Panama Canal.
2005. Becomes first woman to be a “bona fide” agent for the Panama Canal.

The Caledonian Canal,Scotland

Route
The canal runs some 62 miles (100 km) from northeast to southwest. Only one third of the entire length is man-made, the rest being formed by Loch Dochfour, Loch Ness, Loch Oich, and Loch Lochy. These lochs are part of the Great Glen, a geological fault in the Earth's crust. There are 29 locks (including eight at Neptune's Staircase, Banavie), four aqueducts and 10 bridges in the course of the canal.

[edit] History

The Dochgarroch Lock in Dochgarroch along the Caledonian Canal with its lower gates open. The upper gates leading to Loch Dochfour are closed.
Locks on the Caledonian Canal at Fort Augustus
Loch Lochy, part of the route of the Caledonian Canal
Gairlochy Bottom LockThe canal was conceived as a way of providing much-needed employment to the Highland region. The area was depressed as a result of the Highland Clearances, which had deprived many of their homes and jobs, and faced with laws which sought to eradicate their culture, including the right to wear tartan, to play bagpipes, and to speak Gaelic, many were emigrating to Canada or to the Scottish lowlands.[1] The canal would also provide a safer passage for wooden sailing ships from the north east of Scotland to the south west, avoiding the route around the north coast via Cape Wrath and the Pentland Firth.[2]

The first survey for a canal was carried out by James Watt in 1773, but it was the Caledonian Canal Commission that paved the way for the actual construction.[1] On 27 July 1803, an Act of Parliament was passed to authorise the project,[3] and the canal engineer Thomas Telford was asked to survey, design and build the waterway. Telford worked with William Jessop on the survey, and the two men oversaw the construction until Jessop died in 1814.[2] The design was expected to take seven years to complete, and to cost £474,000, to be funded by the Government, but both estimates were inadequate.[1]

Because of the remoteness of the location, construction was started at both ends, so that completed sections could be used to bring in the materials for the middle sections. At Corpach, near Fort William, the entrance lock was build on rock, but at the other end, there was 56 feet (17 m) of mud below the proposed site of the sea lock. Rock was tipped on top of the mud and was allowed to settle for six months before construction could begin. The ground through which the canal was cut was variable, and further difficulties were experienced with the construction of the locks, the largest ever built at the time. There were also problems with the labour force, with high levels of absence, particularly during and after the potato harvest and the peat cutting season. This led to Telford bringing in Irish navvies, to manage the shortfall, which led to further criticism, since one of the main aims of the project was to reduce unemployment in the Highlands.[1] The canal finally opened in 1822, having taken an extra 12 years to complete, and cost £910,000. Over 3,000 local people had been employed in its construction,[4] but the draught had been reduced from 20 feet (6.1 m) to 15 feet (4.6 m), in an effort to save costs. In the meantime, shipbuilding had advanced, with the introduction of steam-powered iron-hulled ships, many of which were now too big to use the canal. The navy did not need to use the canal either, as Napoleon had been defeated at Waterloo in 1815, and the perceived threat to shipping when the canal was started was now gone.[1]

[edit] Operation

A sailboat on the Caledonian Canal approaches from the Loch Linnhe side of the Mallaig Extension Railway swing bridge.
Lord of the Glens leaving Corpach Sea LockBefore long, defects in some of the materials used became apparent, and part of Corpach double lock collapsed in 1843. This led to a decision to close the canal, to allow repairs to be carried out, and the depth was increased to 18 feet (5.5 m) at the same time.[1] The work was designed by Telford's associate, James Walker and completed by 1847,[2] but not all of the traffic expected to return to using the canal did so. Commercially, the venture was not a success, but the dramatic scenery through which it passes led to it becoming a tourist attraction. Queen Victoria took a trip along it in 1873, and the publicity surrounding the trip resulted in a large increase in people visiting the region and wanting to travel on the canal. Even the arrival of the railways at Fort William, Fort Augustus and Inverness did little to harm the canal, as trains were scheduled to connect with steamboat services.[1]

There was an upsurge in commercial traffic during the First World War when components for the construction of mines were shipped through the canal on their way to Inverness from America, and fishing boats used it to avoid the route around the north of Scotland. Ownership passed to the Ministry of Transport in 1920, and then to British Waterways in 1962. Improvements were made, with the locks being mechanised between 1964 and 1969. By 1990, the canal was in obvious need of restoration, with lock walls bulging, and it was estimated that repairs would cost £60 million. With no prospect of the Government funding this, British Waterways devised a repair plan, and between 1995 and 2005, sections of the canal were drained each winter. Stainless steel rods were used to tie the double-skinned lock walls together, and over 25,000 tonnes of grout were injected into the lock structures. All of the lock gates were replaced, and the result was a canal where the structures are probably in a better condition than they have ever been.[1]

The canal is now a Scheduled Ancient Monument, and attracts over half a million visitors each year. British Waterways, who work with the Highland Council and the Scottish Forestry Commission through the Great Glen Ways Initiative, are hoping to increase this number to over 1 million by 2012.[1] There are many ways for tourists to enjoy the canal, whether it is taking part in the Great Glen Rally, cycling along the tow-paths, or cruising on Hotel Barges such as the Fingal and Scottish Highlander.

[edit] Names
The canal has several names in Scottish Gaelic including, "Amar-Uisge/Seòlaid a' Ghlinne Mhòir" (Waterway of the Great Glen) and a literal translation "Sligh'-Uisge na h-Alba".

The Corinth Canal in Greece

The Corinth canal.







The Corinth Canal - Corinthia Peloponnese Greece
The famous Corinth Canal, which separates the Peloponnese from mainland Greece, connects the Gulf of Corinth with the Saronic Gulf. The Corinth Canal, though only completed in the late 19th century, was an idea and dream that’s dates back over 2000 thousand years.

The strip of land that connects the Peloponnese and mainland Greece is called the “Isthmus”. At it’s narrowest point, it is only 4 miles wide, and in ancient times, one could see from one side to the other.

Before the Corinth Canal was constructed, ships had to travel all around the Peloponnese, which added approximately 185 nautical miles, and several days more travel to their journey time.

The Ancient Greeks devised a solution to the problem of the extra length of the ships’ journey when the “Diolkos” was constructed. This was a stoned path, paved with limestone, which ran along from Schinous on the Saronic Gulf to Poseidonia on the Corinth Gulf. The name “Diolkos” means a “movable platform”.

The tyrant of Corinth, Periander, was the first who envisioned the Corinth Canal in 602BC, but the technical capabilities in ancient times made his idea impossible to carry out. Instead, he developed the “Diolkos”, which more than served its’ purpose.

Along the “Diolkos” ran the “olkos”, which was a wheeled vehicle onto which ships were actually lifted onto, and taken over land from one side to the other. Not all ships could use the “olkos” due to their size, but in many cases, the cargo of ships was taken off at one side, and transported to the other, where a second ship would be waiting to load on the cargo. Today, there are still sections of the “diolkos” that one can still see.

There were many others who intended to start the construction of the Corinth Canal, but for a number of varied reasons, the project never took off. Demetrius Poliorkitis, King of Macedon was one who tried in 300 BC, but with no positive results.

Amongst reasons stopping him was the belief that Poseidon, God of the Sea, opposed the joining of the Aegean and the Adriatic. This was also a fear that stopped Julius Caeser and Emperors Caligula and Hadrian from starting construction of the canal.

The first serious attempt at the canals construction was by Emperor Nero, who in 67AD, announced to spectators at the Isthmian Games that he was going to dig the canal that would "connect the two seas".

Nero in fact dug the first piece of land out himself, using a golden pick, and carried this first basket of earth and turf on his own back. However, even though Nero had approximately 6000 slaves who would work on the canal, again, the plan never materialized, for several reasons, including financial ones.

The idea for the canal was left unfinished, until it was revived again during the late 1800’s. After several false starts, the Corinth Canal was finally completed, and put in use, on October 28th 1893.

The work on the canal was carried out by a combination of French and Greek workmen. The Corinth Canal was actually based on the “Panama ans Suez Canals”, and has often been referred to as the “step-child” of these canals.

The Corinth Canal is still in use today, though many newer and larger ships are too large to pass through any more. However, the canal is still used by many smaller ships, and there are also cruises organized where you can travel on a boat along the canal.

For those with a little more adventure inside them, there is also a bungy jump, which is organized by Zulu Bungy, where you can jump off the bridge and experience the bungy jump of your life. For those of you with not so much adventure, you can stand on the bridge and watch the bungy jumps, as well as look down on the passing ships that sail slowly along the canal.


Facts about the Corinth Canal
Length: 6343 meters (3.94 miles)
Width at land level: 24.60 meters
Width at Sea Bed: 21.30 meters
Water Depth: 8 meters
Highest Point from Sea Level: 79 meters

Introducing Bombaloza,a world first

Bombaloza,whats it mean? Dave Hartwanger,its designer and builder says nothing but anything,it describes how it goes he says! either way this new design is a really practical Scull,its made for sea water and small surf,its light too,the design says 35kgs,while the boat in the pictures came out at 36.5 kgs,so very close.This is a great South African design,we can offer the boat as a set of plans,a CNC cut kit or a fully built up boat ready to go.

Hi Roy,

I've attached a few pics of the Bombaloza. I designed it to conform to the FISA specifications for a coastal single (C1x). I've attached the official FISA regulations for interest, but basically the Bombaloza has the following specs:
length: 5.95m
Beam: 76cm
Weight: approx 35kg depending on build. (the boat in the pics weighs 36.5 kg)
Load capacity: 60 - 120 kg.

Its great for novice training and a bit of fun on flat water. Its not too slow either, can keep pace with a decent K2. Its real purpose though is for rowing on the ocean. It handles beautifully through small surf and easily cruises over the ocean swells.

My aim is to promote this boat as a versatile, fun, affordable entry into rowing that is suitable for the whole family.

Henrys Guillemot Kayak build continues.

Pictures are worth many words,so I will let these do their own talking,CKD Boats supplied all materials,plys,epoxy,glass tapes and bare copper wire,all of which are ex stock items,we can ship local or world wide.

Single handed Tasman Sea row boat crossing attempt

Shaun Quincey

WatchMate Joins Another Solo Adventurer
News release 23 November 2009
AIS WatchMate Joins Another Solo Adventurer

Shaun Quincey, 24, is setting out to do what only his father Colin Quincey has done before – single-handedly cross the Tasman Sea in a row boat. The elder Quincey made history in 1977 by completing the first ever and only solo Tasman crossing rowing from New Zealand to Australia. Counter to his father, Shaun will set out to row west to east across the treacherous Tasman, departing the Australian shore later this month.

In preparation for his solo endeavour, Quincey has spent the last two years preparing himself for the physical and mental challenge of a tough two months at sea. In addition his vessel, home and safe haven for the voyage, the 7 metre Tasman Trespasser II must also be prepared for the journey.

Shaun has equipped his small boat with technology that will help aid safe passage. He has considerably more options available to him than his Dad had for his passage in '77 when safety and navigation gear consisted of a radar reflector on a pole and a sextant.

Quincy selected the AISWatchMate RX by Vesper Marine. Designed to help warn mariners of potentially dangerous collisions, this dedicated safety instrument provides advanced collision warning and navigation information about the shipping traffic that is in the vicinity. The low power consumption of the WatchMate RX is especially beneficial for Quincey because battery power aboard is limited. The AISWatchMate sips power and is designed to be left on at all times. The AISWatchMate is made effective because of compulsory requirements for nearly all commercial vessels on an international voyage to be fitted with AIS transponders.

Quincy says “The WatchMate brings me great peace of mind and I appreciate the ability to leave it on at all times since my boat is powered only by a solar panel.” He plans to depart in January and added “it's very reassuring to know I'll be alerted if a ship is on a collision course with me since it's unlikely they will be able to see me otherwise.”

Follow his progress and read other information about his epic adventure at www.tasmantrespasser.com

Endurance 37 drying out in Hout Bay

Once was we had a nice facility to dry out at low tides,we see a good 1.8 meters and a little more at times,so its plenty to service through hulls and do antifoul if you want,except when reconstruction was done on the far end of this harbour wall a few years back,they closed the underside of the wall where we are tied to,before that section was open and the tide washed though,leaving a nice sand bank,its deeper there now and fishing boats use the space,so a good place lost to us,just like the small beach we once had over by the NSRI.

Tom Maben,single handed sailor

Tom and his wife Dale aboard Song of Grace prior to Tom sailing off,all pictures by R McBride using a Canon FT 35mm camera.

Song of Grace,along side a sister ship,Ocean Cloud both boats crossed the South Atlantic but only Toms with its blue transom single handed,well done Tom.
Left click the log book pages to view in a larger size.




I mentioned Tom did a trip on his own,well on checking I find its was all of fifteen years ago,month to month,he left Hout Bay at noon on the 13th of November 1995,sailing 5600 miles to Grenada and arrived on the 8th of January 1995,thats quite a trip.The boat was an Endurance 37 design by Peter Ibold,Tom bought a set of mouldings from the Knysna Boat Yard,in Knysna,Eastern Cape,he had the bare hull and deck delivered to his home in Bryanston,where he completed the boat prior to bringing it all the way down on a road trailer and launching in Hout Bay Harbour,I was there that day.

When Tom decided to leave Song of Grace in Grenada and fly back home,he wrote up his log book and kindly gave me a copy,I have copied pages one and 31 which is the last page on arrival,if you want the rest of the story you had better ask Tom!