Dr Bob

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About Dr Bob

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  1. It's gone on mine too. Well done. note sure abt the theme though. Preferred the 2017 one.....but then I am new!!!!
  2. Darn sarf starts south of a line from Liverpool to hull. Good recommendation, Braunston +\- 20 miles. That's where we got our boat. No point going any further north.
  3. I guessed that one! Seil is not a good stop but it does have an excellent fish and chip shop. Free if you can eat their 'monster' fish supper ...but it looked too big for me. Agree Phuilladobhrain is very good and worth a stop if you can get in. It is often very full. I had a friend who called his sailing boat after that anchorage. Can you imagine spelling that out to the coastguard as you go from port to port and keep them up todate with your position. "Shetland coastguard, Shetland Coastguard, this is yacht Phuilladobhrain, Papa, hotel, uniform, india, lima, lima, alpha, delta....................... What a good job there is no 'coastguard' for the muddy ditches!
  4. Another couple of reccomendations. Dunbar (north of Eyemouth) is a great small harbour - some nice pubs - but a tricky entrance. The trip from Eyemouth to Arbroath is quite a long one with no real 'safe' ports if things go wrong. Dunbar is good but the pilot books make it look difficult. If something goes wrong when you are at the mouth of the Forth, then Anstruther is an option but you can only use the outer harbour and that is exposed and shallow, dries on springs. Instead, Pittenweem is a few miles to the west and that is a great harbour. Problem is that they only like fishing boats so the Pilot books tell you to keep away. In bad weather though, it is by far the best 'safe' port
  5. Alan, We've done the Scotland to Ireland trip quite a few times but all more than 5 years ago. Biggest changes I would make are i) insert Rathlin Island (first stop for a decent Guiness) and delete Crinan (lumpy place). You didnt say what your draught or cruising speed is. From Fort William down, we always used to do Dunstaffenage (although it is a bit big and busy), Crobh Haven much nicer, Craighouse on Jura (lovely protected anchorage) then Port Ellen, Rathlin island, Ballycastle (bit busy), Glenarm (nice quiet marina) and then I would give Bangor (but good for shops if you need them) a miss as it is far too busy and go on to Ardglass which is a really nice small marina (if you boat fits) with a great pub in the village where you get locked in if you get there too late. We never got to the IOM as we headed south when we got to Ardglass. Another option (or if you have time when in the Jura/Islay area) is to stop at Gigha. Great anchorage protected from anything but Easterlies with superb sea food restraunt at the end of the landing pontoon. I never found the anchorage at Seil that flat, but just before you get there is one of the best anchorages on the west coat, Phuilladobhrain (spelling?), but it can get full. Its a short walk from there to the 'birdge over the atlantic' and the Tigh an Truish Inn. Great pub. If we were on a trip, we always did Dunstaffanage to Craighouse in one day as you have a 5knt tide behind you for 4 hours. If you have never done the trip before, take careful notes of the tide and follow the pilot book instructions closely - around the Cuan sound as the tides are very stong. Rathlin Island is lovely. Very remote. Totally quiet once the day boats from Ballycastle go home. Really nice pub - at least it was 8 years ago. We spent a few years moored at Port Edgar on the forth but this is a 30 mile detour from your route. Eyemouth on the way up is ok but we always struggled with our 2.0m draught at spring tides (ok on neaps). Lossiemouth is a nice marina and the town nice. Peterhead on the otherhand is a marina well away from the town. Last time we went there, we were entering the outer harbour and a crew member rang his mate who lived in Peterhead and asked 'we are just sailing into the harbour, what's the best thing to do for the night'. The answer was turn around and carry on sailing. Nuff said - a bit of a dump IMHO. If you are into nice small fishing harbours, McDuff is a nice stop just before Lossiemouth. Not sure again if you have done this trip before but watch out for Rattray head and follow the pilot book instructions. Any significant wind, keep offshore. We've done it in a flat calm and a Force 8 and a few conditions in between. Set the speed record in our boat downwind in a force 8, surfing down the waves. In can be dangerous in bad weather. In our 3 trips down the Cally, we never stopped in Inverness but in the basin at the north end of the canal. That was quite nice. Hope the trip goes well.
  6. ...2010.......not caught on yet then!
  7. I don't want to open webp files.
  8. Getting help for MH issues from the NHS is a nightmare. I feel for the lady. She needs all the support we can give her.
  9. Well, what a great response. Thanks to all who took the time to give me your views. Very much appreciated. From all of this, the 'chilling out' aspect comes through loud and clear and I now understand who has right of way and how the experts would do it. Sea Dog's comment caught my attention. Fully agree with the different end of the telescope. We've only been at it a month now but the number of boats you give way to - to go through a simple bridge- and they dither about even when you signal them through - and then crawl through. You wish they would just put their foot down. Ray T, love the comment on belt, fists and windlass! I can just see it. Very interested in the replies to Hudds Lads question. Keep 'em coming!
  10. We are new to the canals so wanted to get some views on "who goes first" and what we did wrong last sunday. We were out on the GU with the kids and grandkids heading from Braunston towards Norton Junct where we winded to go back to Braunston. We went under bridge 10 and turned into the Leicester arm....and then reversed in the direction of Buckby top lock ready to go forward back under bridge 10 back towards the tunnel. No other boats in sight. Unfortunately we picked up a plastic bag on the prop so came into the north bank of the canal a few yards to the east of the Leicester arm. Cleared the rubbish and then started off. Problem now was that we could see 3 boats coming down from the Braunston direction, spaced quite a bit apart. We were nearer the bridge 10 than the first boat, but gave him right of way as he was moving. He wanted to turn left up the Leicester arm so we reversed a bit to let him through - my fault, I should have seen that one coming and not covered his exit up the Leicester bit. We then moved forward to go under bridge 10 but the second boat was coming fast although again we were nearer and now covering the turn to the Leicester arm. We therefore stayed put and let him come through and although we were across the junction he didnt signal he was turning north until through the bridge, therefore forcing us to reverse again. Ok - again we should have held back. What I am really p**sed with is the 3rd boat then put a lot of revs on and stormed through the bridge and again turned north when it had to be clear to him that we had been waiting and we were far nearer to the bridge than him and across his exit. Tailgating seemed to be the thing of the day. What should we have done? It was a very busy day with lots of boats about .....and some going very slowly. On the way back we caught up with a couple boats training some teenagers. We were 2nd in the queue behind them. Now we dont tend to go that fast and seem to settle on 1200 revs (which is circa 3.5 mph if the water is deep enough) when it is clear . We were forced to go at 700revs and cycle between being in forward gear and neutral......an no, it wasnt past moored boats, it was the 2 miles before and IN the Braunston tunnel. We are 63 ft and the boat steers a lot easier if we have 'some' revs on. How do you guys react to situations like this? I've got no problem slowing down and going slowly but when its windy, a bit of steerage is very useful. Keen to hear the wisdom of the forum.
  11. Fully agree. We did our ocean sailing over the years including Norway, Scotland etc but have given up as it is too strenuous trying to reef a 40ft boat in a force 5. We now love our NB and have been so lucky to have tried both. One is not better than the other. Both are completely different experiences. ......and Richard, I guess you were the 'Richard' from Manchester with the Blue and White spinnaker avatar on the YBW forum? We were a year behind you going down to Lagos and I always looked forward to your posts on YBW. I knew you got to Malta but then wondered where you had gone. We were down that way 2008-12.
  12. I wasnt thinking of testing to destruction....and I wasnt thinking of testing thousands of batteries....just a couple. I also wasnt thinking of an algorithm. For that you need lots of data - and using thousands of batteries - as his model was a global model that had to work for everyone. I was thinking of the newer types of model predictions - viz Topology that uses pattern matching or other advanced techniques. The technique is to get one or two models working on one or two installations during normal running with a limited set of variable inputs and a defined set of fixed inputs. If a relationship can be set up between data in one set up, then the model can be expanded one by one to introduce new training sets. The world has moved on. The amount of data you need is far less. Please stop reading now if this is boring you. Let me give you an example of pattern matching models that many of you may have an interest in. The refining industry make gasoline and sell it to us motorists. They sell to a standard MON/RON value (Motor Octane Number, Research Octane Number). So I buy petrol at RON95. This is tested by an engine test which takes 24 hrs and is accurate to +/- 1 unit. The refineries therefore should make it made to RON96 so that every drop is over RON95 when they sell it ( I think I have RON and MON the right way round) - similar to shops selling a bag of sugar of 1Kg, they always put a little more in to keep them at 1Kg minimum. That 1 unit of RON 'give away' costs refineries over £2M per year. We developed a model to do this on line using Near Infrared Technology (NIR). At one refinery we tested the output from gasoline blending to collect NIR spectra - that were to the naked eye just a wiggley line - and tested a number of Engine tests which were inherently inaccurate. People had tried for years to do this via regression modelling and trying to come up with Algorithms to do it. They never worked. The input data kept changing and the linear regression models although accurate when the new feed was in the training set range, were useless when outside the range. That is akin to having a model based on say a 500Ahr battery bank and then using the model on a 400Ahr bank. The topology method overcame this and it was possible to come up with a unique system that could cover all feeds with only a little effort with new tests and model validation. Now when you go to a petrol station, you tend to get 1unit of RON less as there is no give away as the NIR test is accurate to within .05% rather than the 1% of the engine test. If you are into Diesel not petrol, then we did the same for Cetane number in Diesel. Have you ever noticed how sometimes you get a tank of bad petrol (or diesel). Sometimes it is this RON giveaway. Sometimes it is how much Butane the refinery puts in the petrol!!! ....but not all refineries are using this technology - we were selling this technology at £500K a pop. Maybe Gibbo is using advanced techniques but pattern matching and the newer techniques (ie sparse data) dont require you to determine an algorithm - and the use of that word suggests it is regression (or regression type) technology. The new methods work by collecting live data but in this case you would also need to get some SoC data (but not necessarliy accurate - as long as the method is consistent) and capacity data. If you wanted to sell such a model then YES you would have to put so much effort in to make it work for everyone that you would be selling at £1K a pop. I was thinking about a model that works for one person, and then training it with data for another etc etc. Data logging is perhaps the biggest challenge but perhaps linking a Raspberry Pie to a Voltage and Ahr counter could be a cheap option. There would be a lot of other inputs to measure as well (engine revs, temp, solar input to MPPT, output of MPPT etc). It is nice to dream........ this is more a hobby for a bored ditchcrawler......and I am not bored anymore!
  13. Fully agree. I think you would have to be consistent across all methods of data collection.
  14. Yes, of course all data sets would have to have a reasonably accurate SoC values and Capacity numbers as I guess they may be the target outputs. I've not thought it through but for each system modelled you would have to log a SoC - maybe via SG - but it could be done via voltage at rest and linked to voltage under load. The trick is to collect a lot of data so that can then be assessed to reject poor data and to get good averages so you dont have to rely on one off numbers that could be inaccurate. Time consuming but not difficult.