Year: 2013

I have spent a lot of this year in conflict with ignorant landlords. The other week I got a neighbour notification notice about a planning application (13/04474/FUL) and being someone who likes to know what’s happening in his neighbourhood and care about improving it I looked it up. It was described as an application to turn the unused office opposite me into a residential property. This makes perfect sense since I live in a street full of small residential properties and no offices. However when I read the application on the council’s faffy planning website and found the small print it was actually an application to turn it into a serviced apartment. These are short stay hotels and often get used as party flats, rented out to people who make a lot of noise late at night and throw up at three in the morning then go back home. Edinburgh has seen an increase in these and some are even so bad that the council had to take the owner to court and confiscate the property.

So I put in an objection to the planning application, I asked my neighbours to do the same and I put up a notice on the property’s window (with cheap easily removed masking tape) explaining to anyone passing by the status and what they should do about it. After exchanging some e-mails with my local councillor and community council it was clarified that it would not be allowed to be turned into a serviced apartment and the architects submitted a revised application (13/04769/FUL) for it to be a residential unit. Success for local democratic processes and everyone happy all round.

Except I just received the following e-mail (CCed to architect Marcus McEwan) insulting me and making idle threats from the owner, Paul Anthony Dickens. Paul Dickens is a bankrupt property tycoon who has for example lost a court case where he took money from his own company just before it went bust but was ordered to return it. He also launched a guaranteed profit buy-to-let scheme in 2004 making him a significant factor in the financial crisis of 2008. He has been in short term property lets for some time. It makes me very sad when failed landlords make idle threats because people took the time to correct their actions. He now seems to work for Shepherd Chartered Surveyors, I hope his employer is responsible enough to tell him how unacceptable it is to insult and threaten people.

I passed my D1 minibus licence 🙂 This makes me very happy because I have a mild brain injury and this shows I can still learn and achieve new things.

It is quite a faffy thing to do because of the limited number of driving schools that do D1 licences. The law in the area of what counts and what does not is very fuzzy with many unclear cases.

For many people it’s unclear if you need to apply for a category D1 licence to drive a minibus. If you passed your UK drivers licence before 1997 you get a D1 for free. You don’t need it if your minibus is under 3.5 tonnes max load and you are not driving it for “hire or reward” (and are over 21, had your licence for two years). We phoned up the DVLA complaint center and asked if I could drive the bus and they said it was fine to do so, which it wasn’t, so even the DVLA don’t understand the rules. Then there’s a section 19 permit which lets some non-commercial organisations let people drive and be paid but again only under 3.5 tonnes max load busses. The definition of “hire or reward” is very unclear as a general point of law and it’s unclear if it covers a sports club such as mine where you have to pay membership or if it covers fuel expenses. I’m told that North Lanarkshire do not require their drivers to have a D1 while South Lanarkshire do which shows how unclear the rules are.

To start with you need a D4 medical form signed from your doctor, which costs about £100. This tests your eyesight and general health.

Then you need to apply for a provisional licence. Pleasingly this is free.

Now you need to do a theory test for a PCV. A PCV is a fancy name for a bus: a Passenger Carrying Vehicle. (Cost £35). Incidentally the fancy name for a lorry is LGV for Large Good Vehicle now, for some reason the term HGV for Heavy Goods Vehicle is deprecated. The theory test is much the same as for a car, lots of multiple choice questions.

A read over of the Official DSA Theory Test for Large Vehicles will tell you all you need to know. (Cost £11.50) It’s in the building of a company called Pearson in Union Street in Edinburgh and you sit at a computer and click on answers then get your result straight away.

There is also a separate hazard perception test (Cost £15) you need to book onto then go on another day to the Pearson centre and click. There are a few websites that show the sample videos (probably illegally) but in low quality which meant I didn’t get a high mark on any of the websites, but the real videos are in higher quality so I passed without a problem. It’s quite easy to pass, you don’t get marked down for clicking if there’s no hazard so you just click every time something moves and you’ll get it fine.

Now you need to get some minibus driver training. There are only two options for minibus learning near Edinburgh that I could find.

The first is CTTS (commercial transport training services) run by a guy called Jim and his associate Jim in Bathgate. They do two half days training and an assessment day for £690. I went on their training and assessment but screwed up on the first assessment with not joining a dual carrageway properly and making another vehicle slow down, tsk. I went for another assessment with them but this time they screwed up and gave me an incorrect time for the assessment. Although I made it to the test centre in time I wasn’t in a state of mind to pass and failed straight away. I refused to pay so alas fell out with one or both of the Jims.

I found a guy who trades as Drive me Bananas who seemed friendly on the phone and can do the training but doesn’t have a bus to train in. Can I use my bus to train in? Yes but not to assess in because the assessment needs it to be over 4 tonnes and with special mirrors for the assessor to use. Can I hire one? No hire companies don’t let provisional drivers in their busses and they’d still need the mirrors.

Looking around for other instructors all I could find is GTG (used to be Glasgow Training Garage I think) which is a company owned by Arnold Clark and do a bunch of workplace training courses in computers, management, driving and vehicle mechanics. I think many of the students are Arnold Clark’s own apprentices. They only have one minibus in Scotland which is based in Glasgow so I had to go through to Glasgow for an initial assessment (cost £39). They said my driving was perfectly good and recommended I only have one lesson to tidy it up and then go for assessment. They charged me a hefty £800 for a full day’s training and following day’s assessment. Fortunately I could go to their site by Hermiston Gate in Edinburgh for the main training. Turns out they just contracted out the training to Billy Copeland who came through from Ayrshire for it (so it would probably much cheaper to go direct to him). Billy gave me an intensive one day of training after which I was knackered but learnt a bunch of important things.

Things I learnt were…

• Check your left mirror after every fourth parked car and after any notable hazard or potential hazard, this is the follow through
• When overtaking a vehicle on the motorway time yourself against a marker by saying “only a fool breaks the two second rule” and watch in mirror when the overtaken vehicle passes it, only move back in if it’s a 2 second gap.
• Don’t be afraid to make progress, once you’ve passed a hazard you should be aiming to get up to the speed limit
• Stop at lights so you can still see the white line in your windscreen
• Use the wide angle mirror on the wing mirrors when joining a motorway
• when going round a blind corner on a single track road (or a bridge) beep your horn twice to let oncoming drivers know you’re there
• on a single track roundabout keep central in the lane to discourage over or under-taking
• when stopping put on hand break then neautral
• Put on sidelights when driving a minibus, since 2011 vehicles have sidelights that are always on anyway

Then it’s time for the test. Get the official guide to driving buses and coaches for £10.87. This is held at the VOSA test centre in Livingston. The test starts with a few verbal theory questons: show me where the fire extinguisher is, show me and tell me the maximum passanger limits, tell me about the tyre treat (needs to be 1.6mm for a minibus although all the books say 1mm which is for full size busses), tell me how to test the oil level (engine needs to be cool, take dip stick and wipe clean, put in out again and read).

Next there is a reversing maneuver in the test center where you go forward past a parking cone then reverse to meet a point beside your starting point. It’s simple but surprisingly easy to get disorientated and make a mistake.

There is an hour long drive although it feels like three hours because it needs a lot of concentration. The driving has to be a high standard of course. The instructors have a number of test routes that go through the fun variety of streets nearby, village high streets, school, residential, rural streets, dual carrageways, motorways, and lots and lots of roundabouts. There’s a couple of maneuvers, you need to stop at the side of the road and you need to stop at a bus stop as if to pick up passengers. Again these are simple but it’s easy to forget a part of the maneuvers. After picking up passengers you much check your central rear view mirror to check your passengers are all seated and once moving off you need to check your left mirror again to check nobody has held onto the door that you are about to drag along the road.

When you return to base the assessor spends a minute on his paperwork while you sweat and get either an “I’m afraid you haven’t passed” or “I’m please to tell you you have passed” and then you go over any faults you made.

Anyone driving for hire or reward (whatever that means) must do a Driver CPC test every few years which involves another theory test involving case studies and a practical test involving discussing how to stop illegal immigrants playing stowaway on your bus. There is also a Midas test which many local authorities did use but I think that’s obsolete (although like much of this it’s unclear).

Total cost £1702.31. Golly. Obviously it would have been £800 cheaper if I’d passed first time and probably if I’d found someone other than GTG to use but they did get me to pass the test.

If you want to take a trailer over 750Kg you need to do another test D1+E which involves a similar practical test. There are approximately no trainers in Scotland who can train this.

I feel I am a better driver for doing this and I don’t begrudge the government for making me do it but I am surprised at the lack of driving schools who can train you, goodness knows what schools will do when their older teachers die out.

I’m now a 3 star white water assessor. This has been a long time coming, I’ve had to do: 4 star WW training, White Water Safety and Rescue, 4 Star WW Assessment, UKCC Level 1 including Foundation Safety and Rescue, UKCC Level 2 Training,child protection, first aid, LTPD crap web quiz, UKCC Level 2 Assessment, Moderate water endorcement training, Moderate water endorcement assessment, observe some 3 stars and run a 3 star. And after all that I’m still not convinced I’m quite as good as I’d like to be as a coach and assessor. Partly because I had my head bashed around. When I wanted to do this last year I went on one of the 3 star observations and left my kit at home, a bit of a clue I wasn’t quite ready in the head.

The assessment I was running was organised by Kate (much thanks) and overseen by Steve L (much thanks). After some introductions I took them on the water and ran through the personal paddling skills with them. I did most of it on both still and moving water. Although it doesn’t indicate it in the syllabus or the training notes the personal paddling skills are intended to be on flat water only (except break in and ferry glide). Well always nice to challenge the candidates I suppose. It’s hard to make the judgement between a good draw and a mediocre draw, being a nice guy who doesn’t like to displease people I always seem to err on the side of being good but I should be a bit more strict. It’s also hard to ensure everyone does everything on both sides which is required. Lots of keep in the head, even if you have a waterproof notebook to take notes. At three star level the personal paddling skills on flat water should be of a high standard so it’s best for the assessor to err on assuming they’re not good enough for the flat water bits.

There’s a requirement to use a throw line in 3 star which wasn’t the case when I did mine 20 years ago. It doesn’t say it needs to be on moving water, neither of my observed 3 stars were but Steve L says it is the case.

The candidates have to show good group and personal awareness on grade 1 water and be led down grade 2. I’m a little unsure of the best way to get them to show good awareness, I think I need to ask them more and do some more challenges on this than I did. Maybe ask them how they’d do a rapid then watch three of them go down a simple rapid with some break ins/outs.

I asked the group to ascent up a simple bit of water because I’m sure I remember seeing it in the notes but now I can’t find it. Maybe my imagination.

3 star is a lot like 1 star in that it’s a bit of an encouragement award so say welcome to canoeing. I’m glad I can now welcome people to moving water with a nice certificate. I wonder what my next challenge will be – maybe I’ll get into surf.

This year’s SCA Club and Volunteer Conference didn’t have as much in the way of certificates as previous years but I did do the full day classroom qualifications of Coastal Navigation and Tidal Planning. I’ve been wanting to do this for a while to improve my knowledge of sea paddling theory and of maps in general. It covers what you need to know about the weather, reading Admiralty or other navigation charts as well as OS maps and planning for tide heights and currents. Our tutor was Mark McKerral from Paddle Lochaber, who was excellent.

Here’s some notes for my own reference and anyone else who cares to read.

Doing this safety course is needed for a 4 star and is part of the remit to lead a session in moderate water which on the sea means: up to force 4 winds, 2 nautical miles off the coast and a tide speed of 2 knots.

Places to get weather information are websites from the BBC and the Met Office. Met Office gives shipping, inshore waters, synoptic/pressure and general forcasts. Inshore waters is most interesting to us as coastal paddlers. XCweather.co.uk and windfinder are also good. Magic Seaweed website gives surf predictions and swell charts. You can also call a Coastguard and ask or listen to a VHF radio broadcast.

A weather front is where hot and cold air meet. Warm air holds moisture and cold releases it.

Anabatic winds is a sea breeze, when the land is heated by the sun causing hot air to rise and colder air from the sea to blow in. Katabatic winds is the opposite.

Sea fog appears when warm air (carrying moisture) drifts over a cold sea.

Shipping forcast on Radio 4 gives: general warnings, general synopsis then area info. Area is wind direction, wind force, sea state and visibility. Radio 4 also gives an inshore waters forcast. Rottray to Berwick is the area I care about covering the Firth of Forth. Sea State is the Douglas scale and covers wave height:calm is < 10cm, smooth is < 50cm, slight < 1.25m then moderate, rough phenomenal. Words are deceptively gentle sounding for a sea kayak. Sea navigation charts (maps) are made by Admiralty (part of the UK Hydrographic Office) and Imray (commercial company). They cover the depths in metres. 1 nautical mile is 1.8km which is close to 2km for casual purposes. 1 minute of arc of latitude (or longitude at the equator) on the earth is 1 nautical mile. nautical miles are used rather than km because on mercator maps the scale changes depending on your distance to the equator but 1' can easily be found on the scale at the side of the map. OS Landranger maps are useful too. They have a little known latitude and longitude scale on the outside of the map, it uses a different grid (skewed to OS national grid) with small blue crosses across the map to mark it. A divider is a tool like a school maths set compass which is useful for measuring distances on a map. Various places to measure a tide from: MHWS (mean high water at springs), MHWN (mean high water at neaps), MSL (mean sea level, used by OS maps), Drying Height (hight of something covered for some of the time by the tide), MLWS (mean low water at springs), CD is usually Lowest Astronomical Tide (a theoretical minimum tide level). Moon takes 24 hours and 50 minutes to go round the earth so cycle of tides is a little longer than a day. Spring tides are high & low tides when sun is aligned to the moon. 7 days later are neap tides - less high/low tides. At the equinoxes there are larger tides and at the solstices there are smaller tides. Rule of constants in tides - the difference in time between high tide at 2 spots is always the same (except when it isn't). Rule of 12th, a rule of thumb for the tide hights, 1st hour height rises 1/12th of total, 2nd hour -> 2/12ths, 3rd hour -> 3/12ths, 4 hour -> 3/12ths, 5 hour -> 2/12ths, 6 hour -> 1/12ths (a total rise of 12/12ths)

Tide Races are caused by constrictions. Overfalls are generally formed when a rock is under the water in a constriction.

Overfall at the Falls of Lora, Oban.

When wind is against the tide it makes more waves (smaller waves if wind with tide).

High baromatic pressure also makes tides less high.

Proxigean tides are when lots of factors combine to make very high tides, sprints with equinox with meterological with perigee (near moon).

Rule of Thirds is a rule of thumb for the speed of the tide. middle of 1st hour -> 1/3 full speed, 2nd hour -> 2/3rds, 3rd hour -> 3/3rds, 4th hour -> 3/3rds, 5th hour -> 2/3rds, 6th hour -> 1/3rds.

50/90 rule is another rule of thumb for tide speed. 1st hour ends at 50% of speed, 2nd hour at 90%, 3rd hour at 100%, 4th hour at 90%, 5th hour at 50% and 6th hour at 0%

A journey planner needs to know the tide current speed, distance, paddling speed.

Use guide books or nautical tables to find the tide high water/low water and resulting current speed at any point.

I went on an Outdoor First Aid course at Lowport in Linlithgow with John Lewis to give my first aid knowledge the required three year refresh. First aid courses come in various shapes and forms. I’ve always considered the 3 hour evening courses to be useless, there’s so much to learn and practice you couldn’t hope to cover it in an evening. A two day course lets you spend a day learning things and another day practicing scenarios. This was a refresh course so we went straight away into scenarios to remind us what we knew and show us what we did not know.

Here’s my notes for my own use and anyone else who wants to read them..

On finding a casualty without much conciousness a primary examination is: DRSAB (doctor’s AB) for Danger, Response, Shout, Airway, Breathing. Look for any nearby dangers, ask victim for a response,shout for help, check their airway is clear by tilting the head back and check they are breathing. Then call 999/112.

The recovery position stops them chocking on their tongue and their own vomit.

If you find a victim on a slope best to rotate them to be along the slope to keep right blood pressure throughout body.

When checking breath check for speed, depth, sporadic, sounds (gargling, wheezy, snoring, agonal gasps).

Ambulances usually don’t know how to do grid references. They’ll want the age and number of casualties.

After DRSAB do a secondary examination. Use hands to check for blood/breakages around head, along arms, press on four quadrants of stomach, along legs, tap the feet, check pupils, ears.

Rest breathing is about 10/min and pulse is about 60-100 per minute.

Alertness can be measured in AVPU – Alert (normal), Voice (can talk a bit), Pain (can respond to pain), Unresponsive

Seizure: make comfy. Call ambulance if > 2 minutes, first time or complications.

Hypothermia: signs are shivering, blue/grey face, slow and unresponsive. Warm up with drink, clothes, heat (but not too fast).

If unconcious person vomiting hold face on far side from you and roll away.

CPR: chest compressions more important than breaths. For adults do deep compressions 5-6cm and 2 per second (110 per minute,Yellow Submarine speed). Do up to 30 compressions then 2 breaths. For child or drowing breaths are more important so start with 5 breaths.

Stroke: FAST. Face 1/2 working, Arm not raising as well as other arm, Slurred speech, Time to call an ambulance. Often mistaken for being drunk.

Asthma: blue inhaler is reliever (other colours are 1 a day steroid preventers). Triggered by physical effort and cold.

Hyperventilation: can cause dizzyness (body needs some CO2 to get oxygen through). If they pass out that’s ok as will regulate.

Chocking: slap on back 5 times in direction of top of throat. If not working do abdominal thrusts (then get checked over for organ failure).

Drowning: usually caused by small amounts of water, also dry drowning can cause spasms. Secondary downing possible hours or days after first incident so call ambulance.

Heat exhaution: wear a sun hat, take lots of fluids, use shade, cool down with water. Can become heat stroke: slurred speech, disorientated, headache, stop sweating – get outside help.

Burns: 10 minutes under cold water. Cover in cling film, no creams, no sticky material, don’t remove burnt clothing, don’t pop blisters, avoid touching, go to hospital if > hand size or facial or genetal.

Broken leg: use other leg as splint, pad out with towels and bags.

Slings can be elevation sling where hand on shoulder or support. Second rope can be needed to stop swinging arm.

Soft tissue injury (sprains, staved fingers etc) RICE: Rest, Ice, Comfort, Elevation.

First aid kit: I need more dressings, casualty report form, gloves, pencil, crepe bandage, mars bars, steri strips, paracetamol, compeed blister packs.