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Transdev-London United operates contract bus services for Transport for London.
VA73 (V189 OOE) is a 2000 Volvo B7TL with Alexander ALX400 10.1 metre 60 seat body.
Transdev (London United) Volvo B7TL VA73 arrives at Heathrow Airport on Saturday, May 10th, 2008.
The era of the pastoralists in the Crystal Brook area was dominated by the Bowman family. This area appealed to pastoralists as the Rocky River (which rises beyond Laura) joins the Broughton River near where Crystal Brook now stands. The first run in the district, called the Crystal Brook run (560 square miles) was taken up by William Younghusband and Peter Ferguson in 1842. It included the site of present day Port Pirie. Younghusband and Ferguson decided to survey part of their run and establish a town in 1848. They sold some of the land (85 acres) to Emmanuel Solomon and Matthew Smith, who established Solomontown. Around 1850 the leasehold was “sold” to the Bowman brothers with 25,000 sheep, 3,400 cattle and 200 horses for £50,000! The partnership between the three Bowman brothers was dissolved in 1864 following the Surveyor General’s new evaluation of their leasehold. George Goyder raised the annual lease from £514 to £3,420. One Bowman brother left for Tasmania, one for Poltalloch on Lake Alexandrina and another for Campbell Park on Lake Albert. The last remaining brother had his Crystal Brook run resumed by the government for closer settlement in 1873. The original homestead with a fine slate roof is part of Bowman Park, a state Native Fauna Park, controlled by the government. Many station buildings from the pastoral era still exist in this park. .
Surveying of the land for agriculture began in 1873 with town blocks being sold at auction shortly after this and the Hundred of Crystal Brook being declared. The town grew phenomenally in the first few years. The railway from Port Pirie arrived in 1877 sealing a prosperous future of the town. It continued on to Gladstone and to Peterborough by 1880. Many public buildings were erected in the years between 1877 and 1880. The first two storey construction in the town was completed in 1875 for E.H. Hewett, a butcher. At one stage this became the town’s bakery and it still has a basement oven. Today it is the National Trust Museum. By the time of the 1881 census Crystal Brook had 496 residents, making it the 12th largest town in the areas north of Adelaide.
At the end of the Main Street (Bowman Street) is Adelaide Square. Like Adelaide, Crystal Brook is also surrounded by parklands, although these have been used for development in places. The railway line divided the town into two parts. Some of the notable or historic buildings in the main street are:
1.The Crystal Brook Hotel on the corner of Railway Terrace was erected in 1878. The upper floor was added in 1910. For some years it was known as Knapman’s Hotel.
2.One of the large department stores was Claridge’s. It eventually became a Eudunda Farmer’s Store.
3.The National Bank site from used from 1876 but is now a private residence. The last a bank to operate here was the Savings Bank of SA. The classical looking bank structure was opened in 1936 for the SA centenary celebrations. It became a Savings Bank of SA in 1943.
4.The Royal Hotel built in 1882 with the upper floor added between 1910 and 1920.
5.Crystal Brook Institute built in 1881. Note the rounded upper windows and door quoin with the rectangular lower windows. Made of local stone. The library service started in 1878 before the Institute built.
6.The Georgian style Elders stock and station agent building was built in the 1930s. It is now a private residence. Note the perfect symmetry and the tiny portico above the front door.
7.In Adelaide Square note the Methodist Church- opened in 1877 and still in use. The unsympathetic front porch was added in 1967. Adjacent to it is a fine Sunday School building which opened in 1912 with FOUR foundation stones laid by four different local ministers and identities.
The District Council of Crystal Brook was established in 1882 and by then the town had a number of town facilities. These included the Crystal Brook School which opened in 1877; the Methodist Church which opened in 1877; and the first Catholic Church which opened in 1879. (The present Catholic Church opened in 1924 when the old church became a Catholic School.)
Growth of the town was based on its industrial development and the employment opportunities this provided. The first blacksmith was started by John & Robert Forgan who had learnt their trades with James Martin of Gawler. Their Crystal Brook foundry and implement works began operations in 1878. In 1884 the business expanded following the death of Robert. John also opened a branch in Port Pirie in 1902. The firm was still operating in 1973 when the town centenary history was written. The first flour mill was built on the corner of Railway Terrace and Cunningham Street in 1880. The flour mill burnt down in 1905 but the chaff mill part of the operations continued until the 1920s when it too burnt down. It was replaced by a motor vehicle dealership and garage.
But the biggest employer in the town was the SA government. In 1885 construction of the Beetaloo Dam, upstream on the Rocky River commenced. The government based its headquarters for the construction team in Crystal Brook. Once this project was completed work began on the Bundaleer reservoir in 1898. This was connected to the Beetaloo system. All the engineers and other workers for water in the mid north were based in Crystal Brook. Next the Baroota Reservoir was started in 1921. The Engineering and Water Supply (E & WS) office has thus been in Crystal Brook since 1892. Since the 1950s Crystal Brook has been the regional head office for E & WS with over 100 employed in the department’s workshops and offices. They are still located on the edge of Adelaide Square. The Highways Department has also had regional headquarters in Crystal Brook since 1943. In the 1970s this department employed 110 people in Crystal Brook. The railways were the other major government employer in the town before the rail standardisation of 1970 which saw the old station complex demolished. Other employment options in the town have been the northern areas radio station which was established in 1932, and the town electricity supply which began providing a service in 1922. The government has also employed health workers at the town hospital since 1925. Today Crystal Brook has a population of 1,600.
The Royal Courts of Justice was opened by Queen Victoria in 1882 and became the permanent home of the Supreme Court. The history of the administration of justice in England and Wales spans many centuries. By the mid-19th century‚ a number of separate courts had come into existence at different times and to meet different needs. Many anomalies and archaisms had arisen and it was recognised that this state of affairs was unacceptable‚ and‚ in consequence‚ the Judicature Acts of 1873-75 reconstituted all the higher courts. The Judicature Acts abolished the former courts and established in their place a Supreme Court of Judicature‚ the name of which was changed in 1981 to the Supreme Court of England and Wales.
The Supreme Court consists of two courts: the High Court of Justice and the Court of Appeal. The High Court consists of three Divisions dealing mainly with civil disputes: the Chancery Division (which took over the work of the old High Court of Chancery)‚ the Queen’s Bench Division (which incorporated the jurisdiction of the three former common law courts: the Court of King’s Bench‚ the Court of Common Pleas and the Court of Exchequer) and the Probate‚ Divorce and Admiralty Division which took over the former Court of Admiralty‚ Court of Probate and Court for Divorce. This last division has itself been replaced by the Family Division which was created in 1970.
When Queen Victoria opened the Royal Courts of Justice on 4th December 1882 she was drawing a line under a long and difficult effort to achieve a home for the Supreme Court for England and Wales.
Before 1875‚ courts had been housed in Westminster Hall‚ Lincoln’s Inn and various other buildings around London and pressure had been mounting for a grand new building and in 1866 Parliament announced a competition for the design.
The eleven architects competing for the contract for the Law Courts each submitted alternative designs with the view of the possible placing of the building on the Thames Embankment. The present site was chosen only after much debate.
In 1868 it was finally decided that George Edmund Street‚ R.A. was to be appointed the sole architect for the Royal Courts of Justice and it was he who designed the whole building from foundation to varied carvings and spires.? Building was started in 1873 by Messrs. Bull & Sons of Southampton.
There was a serious strike of masons at an early stage which threatened to extend to other trades and caused a temporary stoppage of the works. In consequence‚ foreign workmen were brought in - mostly Europeans. This aroused bitter hostility on the part of the men on strike and the newcomers had to be specially protected by the police and were housed and fed in the building.? However‚ these disputes were eventually settled and the building took eight years to complete and was officially opened by Queen Victoria on the 4th of December‚ 1882. Sadly‚ Street died before the building was opened.
Parliament paid ?1‚453‚000 for the 7.5 acre site. It was reported that 4‚175 people lived in 450 houses. In two houses in Robin Hood Court 52 people had their abode‚ in Lower Serle’s Place 189 people slept in 9 houses. The site also housed the Kit Kat Club.
The building was paid for by cash accumulated in court from the estates of the intestate to the sum of ?700‚000. Oak work and fittings in the courts cost a further ?70‚000 and with decoration and furnishing the total cost for the building came to under a million pounds.
The dimensions of the building (in round figures) are: 470 feet (approx.143 metres) from East to West; 460 feet (approx.140 metres) from north to south; 245 (approx 74 metres) feet from the Strand level to the tip of the fleche.
Entering through the main gates in the Strand one passes under two elaborately carved porches fitted with iron gates. The carving over the outer porch consists of heads of the most eminent Judges and Lawyers. Over the highest point of the upper arch is a figure of Jesus Christ; to the left and right at a lower level are figures of Solomon and Alfred; that of Moses is at the northern front of the building. Also at the northern front‚ over the Judges entrance are a stone cat and dog representing fighting litigants in court.
The walls and ceilings (of the older‚ original Courts) are panelled in oak which in many cases is elaborately carved. In Court 4‚ the Lord Chief Justice’s court‚ there is an elaborately carved wooden royal Coat of Arms.? Each court has an interior unique to itself; they were each designed by different architects.
There are‚ in addition to the Waiting Rooms‚ several Arbitration and Consultation Chambers together with Robing Rooms for the members of the Bar.
“Any users, found to replicate, reproduce, circulate, distribute, download, manipulate or otherwise use my images without my written consent will be in breach of copyright laws as well as contract laws.” www.flickr.com/photos/the_eye_of_the_moment
nrhodesphotos@yahoo.com
“The-Eye-of-the-Moment-Photos-by-Nolan-H.-Rhodes”
Used for an article about a pension fund for freelancers: www.24oranges.nl/2014/05/17/a-pension-for-freelancers/
Photo by Branko Collin.
The Go Ahead Group were awarded contracts for 25 services for Cirencester College student transport for the 2025/26 school year. These services were split between between the Pulham's (13) and Go South Coast (Swindon's Bus Company) subsidiaries and commenced on Thursday 4th September 2025. One of the Go South Coast (Swindon's Bus Company) vehicles in use on the first day of the new contract was BX09 PDZ, an Alexander-Dennis Trident Enviro 400 that had been new to West Midlands Travel in June 2009 and joined Go South Coast in June 2024.
Want to find out more? Join The PSV Circle - Details at www.psvcircle.org.uk
Copyright © P.J. Cook, all rights reserved. It is an offence to copy, use or post this image anywhere else without my permission.
The contract between ESA and Arianespace to launch the ADM-Aeolus satellite was signed on 22 July 2016 by ESA’s Director of Earth Observation Programmes, Josef Aschbacher, (right) and CEO of Arianespace, Stéphane Israël, (left) in the presence of Jan Woerner, ESA Director General, (centre), at ESA headquarters in Paris, France. Aeolus will be launched on a Vega rocket from Europe’s Spaceport near Kourou in French Guiana at the end of 2017. Using novel laser technology, this new mission will provide profiles of wind, aerosols and clouds to advance our understanding of atmospheric dynamics and to improve weather forecasts.
Read more: Vega to launch ESA’s wind mission
Credit: ESA–Nadia Imbert-Vier, 2016
-Supermarine Spitfire Mk.Vc
On 11th September 1942 Spitfire MK Vc EE602 was built by Westland in Yeovil, Somerset under contract number B124305/40.
Piloted by Dave Puleston
-Hispano Buchón 'White 9'
HA-1112-M1L “Buchon” is a licence built ME109 G produced by Hispano in Spain in the 1950’s
Piloted by Richard Grace
-P-51D Mustang 'Contrary Mary'
P-51D 44-84847 was one of the last Mustangs constructed at North American Aviation’s Dallas, Texas
Piloted by Andy Durston
-Republic P-47D Thunderbolt 'NELLIE'
Nellie' was built in 1945 at Republic's Evansville factory in Indiana. Serialled 45-49192 the aircraft was built originally as a P-47D-40-RA
Piloted by Jon Gowdy
www.warbirdflights.co.uk/ultimatefighters
Paris Air Legend 2021
Melun Villaroche Airport
+++ DISCLAIMER +++
Nothing you see here is real, even though the conversion or the presented background story might be based historical facts. BEWARE!
Some background:
The Arsenal (de l'Aéronautique) VB 31 was a French naval fighter aircraft developed shortly after World War II. In January 1947 Arsenal were given a contract to develop a powerful naval fighter for the four French aircraft carriers. Since the modernization of the Aéronavale was pressing, the aircraft had to be developed fast. In order to cut time, the initial concept, the VB 30, was based on the unrealized German Messerschmitt Me 155 project.
The Me 155 naval fighter had been a naval development of the Messerschmitt Bf 109G, intended for the German aircraft carrier Graf Zeppelin, which never saw the light of day. When it was clear that the Me 155 was a dead end, the basic design was developed further into a high altitude interceptor and the project handed over to Blohm & Voss. The resulting, highly modified Bv 155 saw the prototype stage in the late years of WWII, but was never put into service. Years later, though, the Me 155 should surface again: Evolved by Ingenieur-General Vernisse and M. Badie, the VB 30 did not only use many design features of the original Me 155 design, it also heavily drew on the indigenous VB 10 heavy fighter which had been previously under development since WWII.
The VB 30 was more compact than the VB 10, though, even though it had similar proportions. IIt was an all-metal single-seat fighter with a low-wing monoplane, a retractable tailwheel undercarriage and of largely orthodox configuration. The wings had an inverted gull wing shape, in order to shorten the main undercarriage as much as possible, and were foldable. The landing gear retracted inwards, and the tail wheel was retractable, too.
The VB 30's layout resembled much the smaller North American Mustang. The aircraft was powered by a powerful Arsenal 24 H engine which was theoretically capable of 3.400hp – itself a development based on the cylinder blocks of the German Junkers IV12 213 engine. A huge radiator bath for the liquid-cooled engine was located under the fuselage, at the wings’ trailing edge.
The aircraft was heavily armed, with a newly developed, compact 30mm cannon (which would eventually become the famous DEFA cannon), firing through the propeller axis, plus four HS-404 20mm cannons or six 12.7mm machine guns in the wings, outside of the propeller arc. Various ordnance loads, including bombs of up to 500 kg caliber, drop tanks or unguided missiles, could be carried under the fuselage and outer wings.
Unlike the huge, tandem-engined VB 10, the VB 30 was (relatively) more successful, but its career started under misfortunate stars: Just one month after the VB 10 contract was cancelled, the prototype VB 30-01 made its maiden flight on 8th of December 1948. Overall, the aircraft behaved well, but its low speed handling was hampered by the immense torque of the Arsenal 24 H engine and the huge, four-bladed propeller. This problem was eventually countered with an enlarged fin, which earned the type its nickname "Requin" (Shark).
With this and many other detail modifications the aircraft was now called VB 31and cleared for series production, even though it was already apparent that the future of the fighter lay with jet power. A second prototype, the VB 30-02, had been started, but its assembly lagged so much behind that it was eventually finished as the first serial VB 31. Anyway, the development of the VB 31 continued as a safety net for France's nascent jet fighter programs, since it was not clear when pure jets would eventually offer the appropriate performance for carrier use, and when they'd be ready for service.
The VB 31’s development saw several drawbacks, including constant problems with the complicated, liquid-cooled engine, the radiator system and the landing gear. Serial production and service introduction of the VB 31 started slowly and was delayed until January 1951 – by which the French Air Force already had to rely on surplus British and American fighters to tide it over until domestically-produced jet fighters appeared. Time was already working against the VB 31.
Additionally, with the brooding Indochina War since August 1945, the need for a maritime fighter and fighter-bomber became so dire that the Aéronavale had to order the WWII Vought F4U-7 to fill this specific gap and replace several obsolete types. The XF4U-7 prototype did its test flight on 2 July 1952 with a total of 94 F4U-7s built for the French Navy's Aéronavale (79 in 1952, 15 in 1953), with the last of the batch, the final Corsair built, rolled out on 31 January 1953. With this proven (and cheaper) alternative, only a single batch of 40 VB 31 aircraft (instead of the planned 200!) was eventually built and put into service.
The VB 31 just came in time for the First Indochina War between France’s French Far East Expeditionary Corps and Emperor Báo Dai’s Vietnamese National Army against the Viet Minh, Led by Ho Chi Minh and Vo Nguyen Giap. During this conflict, the French used many different pre Cold War aircraft of World War Two, as well as the new types.The VB 31 were distrubuted between Flotille 3F and 12F, where they replayced Curtiss SB2C Helldivers and Grumman F6F-3 Hellcats, respectively. Flotille 12F pilots arrived in Asia on board of the aircraft carrier 'Arromanches' in early 1952, equipped with both VB 31 and F4U-7 fighters. Both types were deployed from the carrier and also served from Haiphong for CAS and escort duties in the Tonkin area.
The operational era of the VB 31 did not last long, though. The type was powerful, but complicated. The VB 31 also needed much more maintenance than the sturdy Corsair, which could also take more damage and had a considerable larger range. Hence, already in June 1953, all VB 31 were returned to Europe and based at Hyères, where they replaced obsolete F6F-5 Hellcats and were mainly used for training purposes. In the early sixties, with naval jet fighters finally available, the VB 31 were quickly withdrawn and scrapped, being replaced by Sud-Ouest SO-203 'Aquilon' (license-built D.H. Sea Venom) and Dassault Etendard IVM.
General characteristics:
Crew: one, pilot
Length: 11.63 m (38 ft 8 in)
Wingspan: 13.07 m (43 ft 6 in)
Height (peopeller at max. elevation): 4,9 m (16 ft 1 in)
Powerplant:
1 × Arsenal 24 H, 2.260 kW (3.000 hp), driving a four-bladed propeller
Performance:
Maximum speed: 665 km/h (413 mph)
Range: 1.191 km (740 miles)
Service ceiling: 11.125 m (37.100 ft)
Rate of climb: 10.2 m/s (2008 ft/min)
Armament:
1× 30 mm cannon with 100 RPG, firing through the propeller axis
4× 20 mm HS-404 cannons with 200 RPG or 6×12,7mm machine guns with 250 RPG in the outer wings
1.500kg (3.300 lbs.) of external ordnance, including bombs of of to 454kg (1.000 lbs) calibre, drop tanks or up to eight unguided missiles under the outer wings.
The Kit and its assembly:
I wonder if you recognize the basis for this fantasy airplane? It's actually a modified Bv 155 kit from ART Model/Special Hobby from Russia (Both kits are identical; the ART Model contains an injected clear canopy while the Special Hobby kit offers two vacu canopies, though).
Inspiration struck when I read about the huge VB 10, which has, in its profile view, much resemblance to the Bv 155 - and the latter actually has some naval-friendly features, e .g .the raised cockpit, placed pretty far forward at the wings' leading edge, or the massive landing gear. Since France used some German aircraft after WWII (e.g. Fw 190 for the Air Force and Ju 188 for the Navy), why not create a naval fighter from the Me 155/Bv 155 concept? Well, here it is... the Arsenal VB 31.
For this fantasy conversion, the Bv 155 kit saw major modifications, e. g.:
● The wing span was reduced - from each wing, 4.2cm/1.65" were taken away
● The wings received a new inverted gull wing shape, the cuts came handy
● Outer wings were clipped by 10mm/0,4" each
● Original wing tips were transplanted and re-sculpted to fit
● The rear fuselage was shortened by about 1.3cm/0.5"
● A carburetor intake was added under the nose (from a Hawker Hurricane)
● New horizontal stabilizers from a Grumman Panther (Matchbox)
● Lower position of the horizontal stabilizers
● New landing gear wells had to be cut out, a simple interior was scratch-built
● The landing gear retracts now inwards, original struts and covers were slightly shortened
● New main wheels from a Douglas Skyknight (Matchbox) were used
● New tail wheel (front wheel of a Revell F-16, I guess)
● Modified tail section with an arrestor hook
● The original, extensive exhaust piping between the engine and the turbo charger had to go
● New exhausts at the nose were added (scratch, HO scale roof tiles)
● New propeller from a Matchbox Hawker Tempest was mated with the original spinner
● Cockpit was taken OOB, but a different seat, a pilot and a radio in the rear were added
● Some panel lines had to be re-engraved, due to putty work and/or logical reasons
● Missile hardpoints under the wings come from an F4U
● Antennae were added, accoring to French F4U-7 pictures
There actually was no big plan - I had an idea of what to make from the kit, but modifications came step by step, as the parts fell together and looked or looked not right.
The 24 cylinder Arsenal 24 H engine was really under development in France, so it was a neat choice for such a relatively large aircraft. The huge turbocharger bath under the fuselage of the Bv 155 could easily be taken as a radiator bath for the large, liquid-cooled engine, so that no additional adaptations had to be made.
Overall, I wanted to save the elegant lines of the Bv 155. With the reduced wing span the aircraft looks even elegant, IMHO. All in all, and with its slender, inverted gull wings, the VB 31 somehow reminds of the Ju 87 and the later paper Ju 187 development. There's also something IL-2ish to it?
A side note concerning the kit itself: it has nice engraved details and some fine resin parts for the cockpit or the radiators. But wall strength is high (up to 2mm!), the material is somewhat soft and waxy, and fit is mediocre, so expect serious putty work. Not a bad kit, but something for the experienced modeler. Things surely were worse here, since my modifications to wings and fuselage called for even more sculpting.
Painting and markings:
It took some time to settle on a French naval aircraft, since I already have an all dark-blue whif in my collection (the whiffy F1J Sea Mustang). But I had some appropriate decals at hand, and the time frame as well as the potential user offered a good and plausible story behind the VB 31 in Aéronaval service.
Overall, the aircraft was painted in Blue Angels Blue (FS 15050, Testors 1718) and weathered with slightly lighter shades of blue and grey, for a sun-bleached look and in order to emphasize the panel lines. One can argue about this tone: many Aéronavale aircraft look much darker, rather like FS 15042, but I have seen pictures of such bright aircraft - I'd assume that the color standard was not very strict, as long as the aircraft was "dark blue"?
After basic painting the VB 31 looked very bright, so I did some major dry painting with darker/duller shades like Humbrol 67, 77 and 104 to tame things down, and the result is O.K. now.
The interior surfaces were painted in Mid Stone and dry-painted with Chromate Yellow (Humbrol 225 and 81). AFAIK, this is the typical interior finish for Aéronavel aircraft of that time, and it is a nice contrast to the dark and uniform outside.
Most markings come from an F4U-7 decal sheet, some things like the tail rudder Tricolore had to be improvised (comes from a 30 year old Airfix Bristol Blenheim decal sheet!).
Beyond the dry-painted blue and grey hues on the upper surfaces, the model was slightly weathered with exhaust and soot stains and some dry-painted silver on the leading edges. This makes the all-blue aircraft look a bit more lively and is IMHO authentic for Aéronavale fighters of the 50ies, esp. under the harsh climate of South East Asia.
Finally, everything was sealed under a semi-matt varnish (Tamiya Acryllics, rattle can), and some additional matt varnish was applied on the upper surfaces, also for a dull and sun-bleached look.
The kit was built in a week from sprues to pictures, overall a sleek and elegant aircraft with plausible lines - an hommage to the many elegant and innovative aircraft which were developed in France in WWII and later but which are easily overlooked today!
Original Caption: An Amtrak conductor for the Coast Starlight which travels between Los Angeles, California, and Seattle, Washington. Amtrak came into being with the railroad passenger service act of 1970 which authorized the National Railroad Passenger Corporation to manage the basic national rail network and operate most U.S. intercity passenger trains under contracts with the nation's railroads, May 1974
U.S. National Archives’ Local Identifier: 412-DA-13513
Photographer: O'Rear, Charles, 1941-
Subjects:
Los Angeles (California)
Environmental Protection Agency
Project DOCUMERICA
Persistent URL: research.archives.gov/description/555965
Repository: Still Picture Records Section, Special Media Archives Services Division (NWCS-S), National Archives at College Park, 8601 Adelphi Road, College Park, MD, 20740-6001.
For information about ordering reproductions of photographs held by the Still Picture Unit, visit: www.archives.gov/research/order/still-pictures.html
Reproductions may be ordered via an independent vendor. NARA maintains a list of vendors at www.archives.gov/research/order/vendors-photos-maps-dc.html
Access Restrictions: Unrestricted
Use Restrictions: Unrestricted
From Wikipedia, the free encyclopedia
History
United States
Name: St. Louis
Namesake: City of St. Louis, Missouri
Ordered: 13 February 1929
Awarded: 16 October 1935
Builder: Newport News Shipbuilding and Drydock Company, Newport News, Virginia
Cost: $13,196,000 (contract price)
Laid down: 10 December 1936
Launched: 15 April 1938
Sponsored by: Miss Nancy Lee Morrill
Commissioned: 19 May 1939
Decommissioned: 20 June 1946
Struck: 22 January 1951
Identification:
Hull symbol:CL-49
Code letters:NABX
ICS November.svgICS Alpha.svgICS Bravo.svgICS X-ray.svg
Nickname(s): "Lucky Lou"
Honors and
awards: Bronze-service-star-3d.png Silver-service-star-3d.png 11 × battle stars
Fate: Sold to Brazil on 29 January 1951
History
Brazil
Name: Tamandare (C-12)
Namesake: Municipality of Tamandaré, Pernambuco, Brazil
Acquired: 22 January 1951
Commissioned: 29 January 1951
Decommissioned: 28 June 1976
Struck: 1976
Identification: Hull symbol:C-12
Fate: sunk while under tow from Rio de Janeiro to the ship-breakers in Taiwan for scrapping, 24 August 1980, 38°48′S 01°24′W
General characteristics (as built)[1][2]
Class & type: St. Louis-class light cruiser
Displacement:
10,000 long tons (10,000 t) (standard)
13,327 long tons (13,541 t) (max)
Length: 608 ft 8 in (185.52 m)
Beam: 61 ft 5 in (18.72 m)
Draft:
19 ft 10 in (6.05 m) (mean)
24 ft (7.3 m) (max)
Installed power:
8 × Steam boilers
100,000 shp (75,000 kW)
Propulsion:
4 × geared turbines
4 × screws
Speed: 32.5 kn (37.4 mph; 60.2 km/h)
Complement: 868 officers and enlisted
Armament:
15 × 6 in (150 mm)/47 caliber Mark 16 guns (5x3)
8 × twin 5 in (130 mm)/38 caliber anti-aircraft guns
8 × caliber 0.50 in (13 mm) machine guns
Armor:
Belt: 3 1⁄4–5 in (83–127 mm)
Deck: 2 in (51 mm)
Barbettes: 6 in (150 mm)
Turrets: 1 1⁄4–6 in (32–152 mm)
Conning Tower: 2 1⁄4–5 in (57–127 mm)
Aircraft carried: 4 × SOC Seagull floatplanes
Aviation facilities: 2 × stern catapults
General characteristics (1945)[3][4]
Armament:
15 × 6 in (150 mm)/47 caliber Mark 16 guns (5x3)
8 × twin 5 in (130 mm)/38 caliber anti-aircraft guns
4 × quad 40 mm (1.6 in) Bofors anti-aircraft guns
6 × twin 40 mm (1.6 in) Bofors anti-aircraft guns
18 × single 20 mm (0.79 in) Oerlikon anti-aircraft cannons
USS St. Louis (CL-49), the lead ship of her class of light cruiser, was the fifth ship of the United States Navy named after the city of St. Louis, Missouri. Commissioned in 1939, she was very active in the Pacific during World War II, earning eleven battle stars.
She was deactivated shortly after the war, but was recommissioned into the Brazilian Navy as Almirante Tamandaré in 1951. She served until 1976, and sank under tow to the scrappers in 1980.
Construction
St. Louis was laid down on 10 December 1936 by the Newport News Shipbuilding and Dry Dock Company, Newport News, Virginia; launched on 15 April 1938; sponsored by Miss Nancy Lee Morrill; and commissioned on 19 May 1939, Captain Charles H. Morrison in command.[5]
Inter-war period
Atlantic
Fitted out and based at Norfolk, St. Louis completed shakedown on 6 October, then commenced Neutrality Patrol operations which, during the next 11 months, took her from the West Indies into the North Atlantic. On 3 September 1940, she put to sea with an inspection board embarked to evaluate possible sites, from Newfoundland to British Guiana, for naval and air bases to be gained in exchange for destroyers transferred to the British government. She returned to Norfolk on 27 October.[5]
Pacific
St. Louis sailed for the Pacific on 9 November. Transiting the Panama Canal five days later, St. Louis reached Pearl Harbor on 12 December. She participated in fleet maneuvers and conducted patrols during the winter of 1940-1941, then steamed to California for an overhaul at Mare Island. She returned to Pearl Harbor on 20 June and resumed operations in Hawaiian waters.[5]
Two months later, St. Louis sailed west with other cruisers of the Battle Force, patrolled between Wake Island, Midway Atoll, and Guam, then, proceeded to Manila, returning to Hawaii at the end of September. On 28 September 1941, she entered the Pearl Harbor Navy Yard for upkeep.[5]
World War II
This message denotes the first US ship, USS St. Louis (CL49) to clear Pearl Harbor. (National Archives and Records Administration) [Note that this is in answer to question "Is channel clear?" and faint writing at bottom concerning the answer being held until St. Louis had successfully cleared.]
On 7 December 1941, St. Louis was moored to the pier in Southeast Lock at the time of the Japanese attack on Pearl Harbor. At 7:56, Japanese planes were sighted by observers on board St. Louis. Within minutes, the ship was at general quarters, and her operable anti-aircraft guns were manned and firing on the attackers. By 8:06, preparations for getting underway had begun. At about 8:20, one of the cruiser's gun crews shot down its first Japanese torpedo plane. By 9:00, two more Japanese aircraft had joined the first. At 9:31, St. Louis moved away from the pier and headed for South Channel and the open sea. 15 minutes later, her 6 in (150 mm) guns, whose power leads had been disconnected, were in full operating order.[5]
As the cruiser moved into the channel entrance, she became the target of a midget submarine. The Japanese torpedoes, however, exploded on striking a shoal less than 200 yd (180 m) from the ship. Destroyers then pounded the bottom with depth charges and St. Louis continued out to sea where she joined Detroit and Phoenix, both of which also left Pearl Harbor during the attack, and a few destroyers in the search for the Japanese fleet. After failing to locate the Japanese strike force, the hunters returned to Pearl Harbor on 10 December. St. Louis turned to escorting transports carrying casualties to San Francisco and troops to Hawaii.[5]
For her success during the attack on Pearl Harbor, the ship was given the nickname "Lucky Lou."[6]
1942
On 6 January 1942, she departed San Francisco with Task Force 17 (TF 17), centered around Yorktown, and escorted the ships transporting the Marine Expeditionary Force to Samoa to reinforce defenses there. From 20–24 January, the Yorktown group covered the offloading at Pago Pago, then moved to conduct air strikes in the Marshalls and the Gilberts before returning to Pearl Harbor on 7 February.[5]
Upon her return to Pearl Harbor, St. Louis resumed escort duty with Hawaii–California convoys. In the spring, after a trip to the New Hebrides, she escorted President Coolidge, which was carrying President Manuel L. Quezon of the Philippines to the west coast, arriving at San Francisco on 8 May. The following day, she was again bound for Pearl Harbor. There, she switched to a reinforcement group carrying Marine aircraft and personnel to Midway in anticipation of Japanese efforts to take that key outpost. On the 25th, she delivered her charges to their mid-ocean destination, then moved north as a unit of TF 8 to reinforce Aleutian defenses.[5]
On 31 May, St. Louis arrived at Kodiak Island, refueled, and got underway to patrol south of the Alaskan Peninsula. Through July, she continued the patrols, ranging westward to intercept enemy shipping. On 3 August, she headed for Kiska for her first shore bombardment mission. Four days later, she shelled that enemy-held island, then returned to Kodiak on the 11th.[5]
After that mission, the cruiser continued patrols in the Aleutian area and covered the Allied occupation of Adak Island. On 25 October, she proceeded via Dutch Harbor to California for an overhaul at Mare Island.[5]
1943
On 4 December 1942, she departed San Francisco with transports bound for New Caledonia. She shepherded the convoy into its Nouméan anchorage on the 21st, then shifted to Espiritu Santo, New Hebrides, where she proceeded into the Solomons. She commenced operations there in January 1943 with bombardments of Japanese air facilities at Munda and Kolombangara, and during the next five months, repeated those raids and patrolled "the Slot" in the Central Solomons in an effort to halt the "Tokyo Express": reinforcement and supply shipping that sought, almost nightly, to bolster Japanese garrisons.[5]
Shortly after midnight on 4–5 July, she participated in the bombardment of Vila and Bairoko Harbor, New Georgia. Her division, Cruiser Division 9 (CruDiv 9) and its screen, Destroyer Squadron 21 (DesRon 21), then retired back toward Tulagi to replenish as troops were landed at Rice Anchorage. Early on the morning of the 6th, however, the force located and engaged ten enemy destroyers headed for Vila with reinforcements embarked. In the Battle of Kula Gulf, Helena and two enemy ships were sunk.[5]
St. Louis after the Battle of Kolombangara, showing torpedo damage to her bows
Six nights later, the force, TF 18, reinforced by DesRon 12, moved back up "the Slot" from Tulagi, and soon after 0100 on the 13th, engaged an enemy force consisting of the Japanese cruiser Jintsu and five destroyers in the Battle of Kolombangara. During the battle, which raged for over an hour, Jintsu and Gwin were sunk and HMNZS Leander, Honolulu, and St. Louis were damaged. St. Louis took a torpedo which hit well forward and twisted her bow, but caused no serious casualties.[5]
She returned to Tulagi on the afternoon of the 13th. From there, she moved on to Espiritu Santo for temporary repairs, then steamed east, to Mare Island, to complete the work. In mid-November, she returned to the Solomons, and from the 20th-25th covered Marines fighting for Bougainville Island. In December, she returned to that island to shell troop concentrations and, in January 1944, shifted southward to bombard enemy installations in the Shortland Islands. Then, she moved back to Bougainville to cover the landing of reinforcements at Cape Torokina.[5]
1944-1945
On 10 January 1944, St. Louis headed back to Florida Island. In February, she again moved northwest, this time into the extreme northern Solomons and the Bismarcks. On the 13th, she arrived in the area between Buka and St. George Channel to support landing operations in the Green Islands, off of New Ireland.[5]
At 1855 on the 14th, six Aichi D3A "Val" dive bombers were sighted approaching St. Louis's group. Crossing astern of the ships, the enemy planes went out to the southeast before turning and coming back. Only five remained in the formation, which split off into two groups. Two of the planes closed on St. Louis.[5]
The first plane dropped three bombs, all near misses. The second released three more. One scored on the light cruiser, the others being near misses just off the port quarter. The bomb that hit penetrated the 40 mm clipping room near the No. 6 gun mount, and exploded in the midships living compartment. Twenty-three died and 20 were wounded, 10 seriously. A fire, which had started in the clipping room, was extinguished. Both of her scout planes were rendered inoperable, and her ventilation system was damaged. Communication with the after engine room ceased, and the cruiser slowed to 18 kn (21 mph; 33 km/h). On the 15th, she survived another air attack and was then ordered back to Purvis Bay.[5]
Repairs were completed by the end of the month, and in March, St. Louis resumed operations with her division. Through May, she remained in the Solomons. On 4 June, she moved north to the Marshalls, where on the 10th, she sailed for the Mariana Islands in TF 52, the Saipan assault force. Four days later, she cruised off southern Saipan. On the 15th, she shelled the Chalan Kanoa area, retired as the landings took place, then moved back to provide call fire support and to shell targets of opportunity. On the 16th, she proceeded south and bombarded the Asan beach area of Guam. She then returned to Saipan and, on the 17th, shifted to an area north of that island where she remained through the battle of the Philippine Sea. On the 22nd, she returned to Saipan and, after screening the refueling group for two days, proceeded to the Marshalls.[5]
On 14 July 1944, St. Louis again headed for the Marianas. The next day, she damaged her No. 3 propeller and lost 39 ft (12 m) of the tail shaft. Nevertheless, two days later, she arrived off Guam as scheduled; and, during the afternoon, covered underwater demolition teams working the proposed landing beaches. Pre-invasion shore bombardment followed, and after the landings on the 21st, she provided support fire and call fire. On the 29th, St. Louis departed the Marianas for Pearl Harbor, where she was routed on to California for overhaul. In mid-October, she steamed back to Hawaii, trained until the end of the month, then moved on across the Pacific, via Ulithi and Kossol Roads, to the Philippines, arriving in Leyte Gulf on 16 November.[5]
St. Louis hit by a kamikaze off Leyte, 27 November 1944
During the next 10 days, she patrolled in the gulf and in Surigao Strait, adding her batteries to the anti-aircraft guns protecting shipping in the area. Shortly before noon on 27 November, a formation of 12-14 enemy planes attacked the cruiser's formation. St. Louis was unscathed in the brief battle. A request was made for CAP cover, but Japanese planes continued to command the air. At 1130, another 10 enemy planes filled the space vacated by the first flight and broke into three attack groups of four, four, and two. At 1138, a "Val" made a kamikaze dive on St. Louis from the port quarter, and exploded with its bomb on impact. Fires broke out in the cruiser's hangar area and spaces. All crew members of 20 mm guns 7-10 were killed or wounded.[5]
At 1139, a second burning enemy plane headed at her on the port beam. Flank speed was rung up and the rudder was put hard right. The plane passed over No. 4 turret and crashed 100 yd (91 m) out.[5]
At 1146, there was still no CAP cover over the cruiser's formation, and at 1151, two more enemy planes, both burning, attacked St. Louis. The first was splashed off the port quarter, and the second drove in from starboard and crashed almost on board on the port side. A 20 ft (6.1 m) section of armor belt was lost and numerous holes were torn in her hull. By 1152, the ship had taken on a list to port. At 1210, another kamikaze closed on St. Louis. It was stopped 400 yd (370 m) astern. Ten minutes later, enemy torpedo bombers moved in to attack. St. Louis, warned by a PT boat, barely avoided contact with a lethal package dropped by one of the planes.[5]
By 1236, the cruiser was back on an even keel. Thirty minutes later, all major fires were out, and salvage work had been started. Medical work was well under way: 15 were dead, one was missing, 21 were seriously wounded, and 22 had sustained minor injuries. On the 28th, St. Louis's seriously injured were transferred, and on the 30th, she put into San Pedro Bay for temporary repairs which allowed her to reach California toward the end of December.[5]
On 1 March 1945, St. Louis departed California, and at mid-month, she joined the fast carrier force at Ulithi. By the end of the month, she had participated in strikes against the southern Japanese home islands, then moved south to the Ryukyu Islands to join TF 54, bombarded Okinawa, and guarded minesweepers and underwater demolition teams clearing channels to the assault beaches. On the 31st, she put into Kerama Retto to replenish, then returned to the larger island to support the forces landed on the Hagushi beaches on 1 April.[5]
Five days later, the cruiser covered minesweepers off Iwo Jima, then resumed fire support and antiaircraft duties off Okinawa. On 18 May, she departed Hagushi for a brief respite at Leyte, and in mid-June, she resumed support operations off Okinawa. On 25 July, she shifted to TF 95, and on the 28th, she supported air strikes against Japanese installations on the Asiatic mainland. Sweeps of the East China Sea followed, and in early August, she anchored in Buckner Bay, where she remained until the end of hostilities on 15 August.[5]
Post-war
China
Post-war duties kept the cruiser in the Far East for another two and one-half months. In late August 1945, while in the Philippines, she was assigned to TF 73 of the Yangtze River Patrol Force. During September, as other ships joined the force, she was at Buckner Bay, and in October, she moved on to Shanghai. In mid-October, she helped to lift Chinese Army units to Formosa.[5]
Magic Carpet
St. Louis joined the "Magic Carpet" fleet to carry World War II veterans back to the United States. She completed her first "Magic Carpet" run at San Francisco on 9 November 1945, and by mid-January 1946 had made two more runs, both to islands in the Central and Southwest Pacific.[5]
In early February 1946, St. Louis sailed for the east coast and arrived at Philadelphia for deactivation on the 25th. She was decommissioned on 20 June and berthed at League Island with the 16th (Inactive) Fleet through the decade.[5]
Transfer to Brazil
In the 1951, St. Louis was designated for transfer to the government of Brazil. Her name was struck from the Navy List on 22 January 1951, and on the 29th, she was commissioned in the Brazilian Navy as Tamandare (C-12). Formally activated for duty on January 29, 1951, the St. Louis was renamed C Tamandare (C-12)[5] and served with the Marinha do Brasil as Fleet Flagship until 1976. Decommissioned for the final time and once again placed into reserve, the Tamandare was eventually sold for scrapping in Taiwan in 1980 and was under tow to the breakers yard (Taiwan) when she flooded and sunk on August 24, 1980, near Cape of Good Hope, at 38°48′28″S 1°23′59″W
John Wragg, Transport Manager & Driver, Armstrong Contracts (Chesterfield) Limited
“We recently took delivery of our new Scania XT S650. I drive this vehicle and what a pleasure it is to drive. A great job done by Calum Crooks in the build of it.”
keltruckscania.com/about-keltruck/customer-testimonials/n...
The contract between ESA and Arianespace to launch the ADM-Aeolus satellite was signed on 22 July 2016 by ESA’s Director of Earth Observation Programmes, Josef Aschbacher, (left) and CEO of Arianespace, Stéphane Israël, (right) in the presence of Jan Woerner, ESA Director General, (centre), at ESA headquarters in Paris, France. Aeolus will be launched on a Vega rocket from Europe’s Spaceport near Kourou in French Guiana at the end of 2017. Using novel laser technology, this new mission will provide profiles of wind, aerosols and clouds to advance our understanding of atmospheric dynamics and to improve weather forecasts.
Read more: Vega to launch ESA’s wind mission
Credit: ESA–Nadia Imbert-Vier, 2016
Yesterday William Floyd decided to cut ties with East End Bus Lines, Inc and signed a new contract with Acme Bus Corp
LONDON, ENGLAND - MAY 23: Bukayo Saka signs a new long term contract at Arsenal at Emirates Stadium on May 23, 2023 in London, England. (Photo by Stuart MacFarlane/Arsenal FC via Getty Images)
TK-Hotsauce: "So, if I finish the Jedi saga, I get a Handsome Reward??"
Yes, I proposed to TK-Hotsauce an offer he couldn't refuse. He agreed to finish out the Jedi saga with TC-Jedi, TC-Gangsta, and TC-Shocktrooper, Darth Vader, and the rest of the gang... However, he did make an alteration to the contract as he wants some creative control. He insisted that if he continues with the storyline, his lightsaber would be orange, he would get to be the one to defeat Sideous, and that his handsome reward be of the "spicy" variety.
I agreed to those terms.
twitter.com/keltruck/status/1467131435253477377
Used #EDaviesContracting #Scania 540S #SuppliedByKeltruck.
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👏 Dai Evans
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WEEK 1 - Something to Represent my Week
OK, I had to do it.
I had to start another project.
But, this time it's only 1 shot a week and while it will be a self portrait, that will be VERY loosely interpreted.....
I’ve been planning on getting the iPhone as soon as my contract was up in summer but thanks to Sprint, I don’t have to wait. They decided to implement a .40 cent fee increase which nulls the contract! LOL Contract is now canceled and I am the proud owner of a 32gb iPhone! I think I may have to call AA soon....I’m turning into an AppAholic....lol
An Optare Solo of the First Essex fleet (53138 - EU54BNK) spotted at the Sainsbury's bus stop in Harlow on 5/8/2010. 53138/EU54BNK was new to First Essex in October 2004.
I wanted to get a picture of the front, but my number 6 bus was just approaching the stop!
This bus would have been taking a break from the 347 (Harlow-Sawbridgeworth-Hatfield Heath-Hatfield Broad Oak). The 347 does not serve Sainsbury's, so the driver probably just drove here for lunch! The only routes which serve this stop is the local route 6, and the 392 (Harlow-Hoddesdon).
The 347 is the only route in Harlow operated by First Essex, which only has three return journeys on Mon-Sat. A few years back, First Essex (as First Eastern National) operated quite a few routes around Harlow, such as the 59 (Harlow-Chelmsford), 333 (Stansted Mountfitchet-Epping) and the Harlow Sunday local routes. As Stansted Transit ceased operations, First Essex managed to get hold of this contract, bringing back operations (although small) to Harlow after a few years absense.
DRS were contracted to transport construction materials to the Low Level Nuclear Waste Repository at Drigg in the Autumn 2015. The stone was loaded from a stockpile by a wheeled loader on the Associated British Ports' Barrow Docks branch on Cavendish Dock Road. 66422 is seen at the head of the train which will form 6C73, the 1450 Barrow Docks (Abp) to Sellafield (Drs).The train is standing just beyond the site of the former Buccleuch Junction where - at one time - the line from Salthouse Junction split into three routes serving a vast network of freight and passenger lines.
Contract on KeyboardPlease feel free to use this image that I've created on your website or blog. If you do, I'd greatly appreciate a link back to my blog as the source: CreditDebitPro.com
Example: Photo by CreditDebitPro
Thanks!
Mike Lawrence
River Dargle Flood Defence Scheme.
These images were taken during the last full week of November 2016.
Still a reasonable level of traffic here with hard material being trucked out of the Slang/Rehills section of the river bank.
I believe the Council have contracted for the removal and transport of soil material from this site to a new (road) construction site down at Calary.
The previous 'mountains' and terraces are slowly but steadily shrinking.
I tell you, the company hiring out trucks for the movement of all this material must be rubbing their hands with glee.
But, there is a down side to all this.
On occasion, we have seen a line of 13 such trucks lined up first thing in the morning, ready to haul soil.
The Upper Dargle Road, while a minor one, is a busy little throughway, and is especially busy with the morning/evening rush hours.
Introducing such a level of heavy-duty trucks on to this road, where they need to drive in and out of the Slang/Rehills compound, only serves to further aggravate the traffic flows. The entrance to the site is close to a blind bend. Not good.
On a regular basis, we have seen (and felt) the effects of the trucks as they thunder by, particularly the unladen ones returning to pick up another load.
There is the 'speed limit' and then there is 'driving in a manner inappropriate to the road conditions'.
And THAT is why we have also seen unusually high visibility of Garda presence along here, focusing on the movement of the trucks.
The heavy truck traffic also brings debris and soil on to the road.
The contractors struggle to keep the road washed and swept. And the slow progress of their road-sweeping vehicles, in turn, cause delay and frustration for other road users. Not good.
It's not a good experience, right now, for the residents along this stretch of road.
We are aware of the Gardai talking to the contractors about a 'traffic plan'. The morning+evening rush hours are now happening in darkness. Plus all this construction traffic. Not good.
This report prepared by Chris Borough, Graham Nicholson and Philip Pope.
This image shows the Fanny Fisher at an unknown location. The 1985 postage stamp issue featured whaling vessels from Norfolk island; the 5c stamp features the Fanny Fisher and has been supermimposed on the original image.
The Fanny Fisher.
NICHOLSON'S MASTERPIECE.
(By J.G.L. in :'S.M.Herald'). .
When Mr. John Nicholson, shipbuilder, of the Upper Manning, during the year 1845 signed a contract with Mr. Henry Fisher, merchant, of Sydney, to build for him a barque of about 270 tons burthen in his yards by the river side where Taree now stands, he undertook to do something in which the heart and soul of him were greatly concerned. Faithfully, cheerfully, manfully did John Nicholson set himself in the way of doing that shipbuilding job to the best of his ability. Who he was, where he came from, and where he served his time are matters on which I am not yet able to make any statement. All I know of the builder has come to me through the knowledge gleaned here and there in the columns of the "Herald" of many years ago, added to the story which, as a lad, with an eye for a ship and a sailor-man, I saw happening before my eyes. Mr. Nicholson's shipbuilding yard, as I said before, was at one time situated on or near to the site which Fotheringham's Hotel and the Bank of New South Wales buildings now stand, almost in the centre of Taree. Only a stone's throw away grew the giant blackbutts, ironbarks, blue gums and spotted gums which could be cut and fashioned in almost any way the clever shipbuilder desired. Ti-tree for frames and crooks also grew close at hand, and could be had for the cutting and carting away. Deep water, too, was available. There need be no trouble about launching a 20-ton cutter or a 500-ton three-masted ship. The Manning River Times and Advocate for the Northern Coast Districts of New South Wales (Taree, NSW : 1898 - 1954) Sat 9 Sep 1933
DETAILS
Name: Fanny Fisher (named after Henry Fisher’s daughter Fanny)
Type: Wooden Barque, 3 masts
Builder: John Nicholson, Manning River - 1847
Official Number: 32488
Launched: July or August 1847 (No details located)
INITIAL REGISTRATION - 1847
Sydney 78/1847 13th October 1847
Length: 92.2 ft
Breadth: 22.9 ft
Depth in Hold: 14.1 ft
Tonnage: 257.5 tons (n.b. 1 shipping ton = 100 cu. ft. or 2.83 cubic metres)
OWNERS
Initial Owner: 1847-1858 Henry Fisher of Sydney (Australian General Assurance Company
April 1858 to June 1858- James Merriman (32 shares) and Henry Clarke (32 shares)
June 1858 to September 1860 James Merriman (21 shares), Henry Clarke (22 shares) and William Sullivan (21 shares)
September 1860 to April 1861 James Merriman (32 shares), and William Sullivan (32 shares)
April 1861 – December 1861 James Merriman (64 shares)
December 1861 – February 1866 James Merriman (32 shares) and William Andrews (32 shares)
February 1866 – November 1868 James Merriman (64 shares)
SECOND REGISTRATION - 1868
Sydney 31/1868 7th June 1868
Length: 94.6 ft
Breadth: 25.3 ft
Depth in Hold: 14.2 ft
Type: Wooden Barque, 3 masts
Tonnage: 219.14 tons (n.b. 1 shipping ton = 100 cu. ft. or 2.83 cubic metres)
OWNERS
November 1868 - James Merriman (43 shares) Hugh Fairclough (21 shares)
November 1868 - January 1875 James Merriman (22 shares), Hugh Fairclough (21 shares) and Richard Randall (21 shares)
January 1875 – April 1875 James Merriman (22 shares) Hugh Fairclough (21 shares) and John Broomfield (21 shares)
April 1875 - Hugh Fairclough (21 shares) and John Broomfield (43 shares)
April 1875 – January 1877 John Broomfield (64 shares)
January 1877 – February 1880 Angus Campbell (64 shares)
THIRD REGISTRATION - 1877
Sydney 16/1877 31st January 1877
Length: 94.6 ft
Breadth: 25.3 ft
Depth in Hold: 14.2 ft
Type: Wooden Barque, 3 masts
Tonnage: 219.14 tons (n.b. 1 shipping ton = 100 cu. ft. or 2.83 cubic metres)
OWNERS
February 1880 - March 1883 Archibald McLean (64 shares)
March 1883 - March 1892 Angus Campbell (64 shares)
March 1892 – May 1900 Colin Angus Campbell (32 shares) and William Richard Gainford (32 shares)
FOURTH REGISTRATION
Sydney 43/1892 - 21st March 1892
Length: 94.6 ft
Breadth: 25.3 ft
Depth in Hold: 14.2 ft
Type: Wooden Barque, 3 masts
Tonnage: 219.14 tons (n.b. 1 shipping ton = 100 cu. ft. or 2.83 cubic metres)
Register closed January 1907
OWNERS
Result of Death of Colin Angus Campbell – share passes to William Richard Gainford (64 shares) – May 1900
May 1900 – January 1905 William Richard Gainford (mortgage to Bank of NSW)
January 1905 - Daniel Sheedy (end of life – broken up in Middle Harbour Sydney)
LAUNCH
While no references to the actual launch have been located, it can be assumed to be in around August 1847.
The Fanny Fisher, which arrived on Thursday afternoon from the Manning River, is a fine new barque, having been built there by Mr. John Nicholson, for Mr. Henry Fisher, of this city, and fitted out by Captain Harrold, late of the brig Calypso. She is of about 270 tons builder's measurement, and her dimensions are 92 feet keel, 25 feet 3 inches beam,14 feet 6 inches depth of hold, and 101 feet 6 inches over all. She is a vessel that will carry a large cargo, and her sailing qualities are said to be first-rate. We believe it is the intention of Mr. Fisher to place her in the sugar trade, for which we should consider her to be well adapted. The Shipping Gazette and Sydney General Trade List (NSW : 1844 - 1860) Sat 11 Sep 1847
A RACE TO SYDNEY.
A rival builder, with a big reputation, named Alexander Newton, who had launched eight or nine fine vessels from his yards twenty or more miles down the river, at Pelican, was building a barque of similar lines [Rosetta] and about the same dimensions.
Strange to say, these two new barques [Fanny Fisher and Rosetta] finished their loading, made ready for the run down to Sydney, took aboard their passengers, and crossed the Manning bar on the same tide on the afternoon of September 8, 1847, and raced south with every stitch of canvas they could fly, for the honour of then owners, their builders, and the Red Ensign of Old England.
The Fanny Fisher won the race by 24 hours. Captain Harrold, who had charge of her, outwitted Captain Patrick, of theRosetta, by entering Port Jackson early on Friday morning, while the Rosetta was well away to the southward, having overrun the port early on Thursday morning, after having run. down the 140 miles of coastline in a few minutes over 12 hours. The Sydney Morning Herald (NSW : 1842 - 1954) Sat 2 Sep 1933
FITTING OUT
TO SHIPWRIGHTS.
TENDERS are required for putting on copper, false keel, and other work to the barque Fanny Fisher. Specifications of the same may be seen at the City Depot during this day, and the tenders must be in by ten o'clock, Saturday, the 25th instant.
Great dispatch has also been made in the fitting out of the new barques Rosetta Joseph and Fanny Fisher, both of which will be ready to proceed to sea in the course of ten days. These vessels have Already been coppered; their cabins are being fitted up with great taste, both as regards comfort and embellishments, and indeed the whole work will be a credit to the colony. The maiden trip of the former will be to Auckland with stock, on account of her owner; the latter, we believe, will be open either for freight or charter. The Sydney Morning Herald (NSW : 1842 - 1954) Thu 21 Oct 1847
FIRST VOYAGE
The first voyage of the Fanny Fisher was to transport a diverse mix of livestock and numerous other items to Port Nicholson (Wellington N.Z.)
SHIPS MAILS:
FOR PORT NICHOLSON [Wellington NZ].-By the Fanny Fisher, this evening, at six. Sydney Chronicle (NSW : 1846 - 1848) Tue 14 Dec 1847
EXPORTS.
December 13. Fanny Fisher, barque, 239 tons, Captain Harrold, for Port Nicholson : 79 tons coals, 600 bushels maize, 10 hogsheads arrack rum, 6 quarter-casks and 5 hogsheads brandy, 6 hogsheads and 50 half-cases Geneva,1 case cigars, 4 hogsheads B. P. rum, 54 bags flour, 8 quarter-casks red wine, 4 half-pipes - Madeira, 60 trusses hay, 9 hogsheads porter, 20 casks bottled beer, 4 half-hogsheads vinegar, 2 cases corks, 40 boxes mould candles, 20 boxes lemon syrup, 550 sheep, 37 head of cattle, H. Fisher ; 7 casks bottled beer, etc etc. The Sydney Morning Herald (NSW : 1842 - 1954) Tue 14 Dec 1847
SUBSEQUENT VOYAGES
General cargo was transported to and from a wide variety of ports including the following: Batavia in the Dutch East Indies (Jakarta), Mauritius (Port Louis), Capetown, Manila, Concepcion, Guam, Adelaide, Launceston, Swan River (Perth, Fremantle), Wellington (Port Nicholson), Lyttelton (Port Cooper) Hobart, Launceston, Newcastle, Port Phillip, Sydney, Otago (Dunedin NZ), Norfolk Island,
WHALING
From the late 1860s through to around 1875 the Fanny Fisher was hunting whales in the Pacific around Norfolk Island and New Caledonia with some catches near Port Stephens.
PROJECTED DEPARTURES
Fanny Fisher, for whaling voyage. The Sydney Morning Herald (NSW : 1842 - 1954) - Thu 3 Dec 1868
The barque Fanny Fisher, of 219 tons, owned by J. Merriman and Captain Fairclough, is out since October 25th, 1869. Evening News (Sydney, NSW : 1869 - 1931) - Fri 8 Jul 1870
The whaling barque Fanny Fisher has returned after a successful voyage. She is last from the Brampton shoals, but on her passage up fastened to two sperm whales off Port Stephens, which will yield about 5 tuns oil, making her total take 60 tuns humpback, and 18 tuns sperm oil. On her arrival here she anchored in Watson's Bay, where she is now trying out the blubber. The Sydney Mail and New South Wales Advertiser (NSW : 1871 - 1912) - Sat 26 Oct 1872
(Tun - a measure of capacity for wine and ale, probably also oil, with the introduction of imperial measure in 1824, = 210 imperial gallons).
The Mercury (Hobart, Tas. : 1860 - 1954) Fri 13 Jun 1873
THE Fanny Fisher, whaling barque, was off Norfolk Island on 9th May, with 23 tuns sperm oil -S.M. Herald, 4th inst
WHALER'S REPORT.
The whaling barque Fanny Fisher returned on 29th ultimo, after an absence of eleven months cruise. The first part of the voyage was employed whaling off Norfolk Island, where she encountered terrific weather, and with a whale alongside was caught in a violent gale and lost two boats from the davits, the greater portion of the fish being lost; Chesterfield Reef (near New Caledonia) was then visited and some fish secured. The Sydney Morning Herald (NSW : 1842 - 1954) Fri 20 Nov 1874
ADVENTURE AT SEA
While her voyages undertaken with little drama, the following report of the Fanny Fisher, -on her voyage from Port Cooper (Lyttelton NZ) has been kindly furnished by Mr. E. Carey, the chief officer : —
'The barque Fanny Fisher, Captain Armstrong-, left Port Cooper on the 25th of June, and when off Newcastle, at noon of the 15th instant, having Cape Stephens bearing N.E. by N. distant eighteen miles, with thick hazy weather, and rain, experienced a very severe cyclone, the barometer having fallen with, awful rapidity in twenty-four hours from 30.24 to 29.47, at which point it blew with terrific fury, the sea running fearfully high, making a clean breach over her, the vessel lying-to under bare poles and wallowing in the trough of the sea. At twenty minutes past three p.m., with a heavy lurch, the ballast shifted, careening her over on her broadside, the water foaming up to her hatches; kept away in order to trim her upright, and to clear Seal Rocks, a dead lee shore; set the top mast-staysail, foresail, and jib, but she only paid off three points; passengers and crew employed all the time in the hold trimming the ballast. At five p.m. the jib went to ribbons. At six furled foresail and topmast stay-sail, and lay to; the pumps were kept constantly going, ten inches of water above the ship. During the raging of the cyclone the ship behaved nobly, proving herself a first-rate sea boat; and her spars, though greatly imperilled at the time, were well tried, and stood stanch. Hamilton Spectator and Grange District Advertiser (Vic. : 1860 - 1870) Sat 13 Aug 1864
FINAL DAYS
After 57 years of operation the Fanny Fisher was finally sold at auction, taken to Middle Harbour in Sydney and left to disintegrate.
ABSTRACT OF SALES BY AUCTION THIS DAY.
FRASER, UTHER and CO.-At the City Mart, at 11 - barque Fanny Fisher. The Sydney Morning Herald (NSW : 1842 - 1954) Fri 23 Dec 1904
The well-known coasting barque Fanny Fisher has been sold by Messrs. Fraser, Uther. and Company to Mr. Dan Sheedy, of Sydney. for £100. The barque was built on the Manning River in 1847 of colonial hardwood, and is one of the oldest colonial built vessel afloat. She was constantly employed in the coal trade between Sydney and Newcastle for many years. Newcastle Morning Herald and Miners' Advocate (NSW : 1876 - 1954) Wed 28 Dec 1904
The Fanny Fisher, a very old barque, a well-known trader in the early fifties, has been sold by Messrs. Fraser, Uther, and Company to Mr. Daniel Sheedy for £100. Evening News (Sydney, NSW : 1869 - 1931) - Tue 27 Dec 1904.
Fifty years ago the Fanny Fisher was a favourite and smart Sydney trader. Last year she was sold by auction at the City Mart. She now rests, a 'sheer old hulk,' off Folly Point Middle Harbour.] Evening News (Sydney, NSW : 1869 - 1931) - Sat 4 Nov 1905
The Register of British Shipping records that she was de-registered in January 1907
Image Source: State Library of Western Australia au.images.search.yahoo.com/search/images?p=fanny+fisher+w...
Enhacement: Philip Pope
Acknowledgements. The assistance of Mori Flapan (Mori Flapan boatregister) by providing access to his extensive database is greatly appreciated.
All Images in this photostream are Copyright - Great Lakes Manning River Shipping and/or their individual owners as may be stated above and may not be downloaded, reproduced, or used in any way without prior written approval.
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