Helmsman photos on Flickr

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Llangollen, Wales

Brace yourselves... it a biggie!

The Pontcysyllte Aqueduct is a navigable aqueduct that carries the Llangollen Canal across the River Dee in north east Wales. The 18-arched stone and cast iron structure, which took ten years to design and build, was completed in 1805. It is now the oldest and longest navigable aqueduct on Great Britain and the highest in the world.

The aqueduct was to be a key part of the central section of the proposed Ellesmere Canal, an industrial waterway that would create a commercial link between the River Severn at Shrewsbury and the Port of Liverpool on the River Mersey. However, only parts of the canal route were completed because the expected revenues required to complete the entire project were never generated. Most major work ceased after the completion of the Pontcysyllte Aqueduct in 1805. Although a cheaper construction course was surveyed further to the east, the westerly high-ground route across the Vale of Llangollen was preferred because it would have taken the canal through the mineral-rich coalfields of North East Wales.

HISTORY

The aqueduct was built by Thomas Telford and William Jessop near the 18th-century road crossing, Pont Cysylltau. After the westerly high-ground route was approved, the original plan was to create a series of locks down both sides of the valley to an embankment that would carry the Ellesmere Canal over the River Dee. However, after Telford was hired the plan was changed to an aqueduct that would create an uninterrupted waterway straight across the valley. Despite considerable public scepticism, Telford was confident his construction method would work because he had previously built a cast-iron trough aqueduct – the Longdon-on-Tern Aqueduct on the Shrewsbury Canal.

The aqueduct was one of the first major feats of civil engineering undertaken by Telford, who was becoming one of Britain's leading industrial civil engineers; although his work was supervised by Jessop, the more experienced canal engineer. Ironwork was supplied by William Hazledine from his foundries at Shrewsbury and nearby Cefn Mawr. The work, which took around ten years from design to construction, cost around of £47,000. Adjusted for inflation this is equivalent to no more than £3,500,000 in 2016.

The Pontcysyllte aqueduct officially opened to narrow boat traffic on 26 November 1805. A plaque commemorating its inauguration reads:

THE NOBILITY AND GENTRY, THE ADJACENT COUNTIES HAVING UNITED THEIR EFFORTS WITH THE GREAT COMMERCIAL INTERESTS OF THIS COUNTRY. IN CREATING AN INTERCOURSE AND UNION BETWEEN ENGLAND AND NORTH WALES BY A NAVIGABLE COMMUNICATION OF THE THREE RIVERS, SEVERNE DEE AND MERSEY FOR THE MUTUAL BENEFIT OF AGRICULTURE AND TRADES, CAUSED THE FIRST STONE OF THIS AQUEDUCT OF PONTCYSYLLTY, TO BE LAID ON THE 25TH DAY OF JULY MDCCXCV. WHEN RICHARD MYDDELTON OF CHIRK, ESQ, M.P. ONE OF THE ORIGINAL PATRONS OF THE ELLESMERE CANAL WAS LORD OF THIS MANOR, AND IN THE REIGN OF OUR SOVEREIGN GEORGE THE THIRD. WHEN THE EQUITY OF THE LAWS, AND THE SECURITY OF PROPERTY, PROMOTED THE GENERAL WELFARE OF THE NATION. WHILE THE ARTS AND SCIENCES FLOURISHED BY HIS PATRONAGE AND THE CONDUCT OF CIVIL LIFE WAS IMPROVED BY HIS EXAMPLE.

The bridge is 336 yd (307 m) long, 4 yd (3.7 m) wide and 5.25 ft (1.60 m) deep. It consists of a cast iron trough supported 126 ft (38 m) above the river on iron arched ribs carried on eighteen hollow masonry piers (pillars). Each of the 18 spans is 53 ft (16 m) wide. With the completion of the aqueduct, the next phase of the canal should have been the continuation of the line to Moss Valley, Wrexham where Telford had constructed a feeder reservoir lake in 1796. This would provide the water for the length of canal between Trevor Basin and Chester. However, as the plan to build this section was cancelled in 1798, the isolated feeder and a stretch of navigation between Ffrwd and a basin in Summerhill was abandoned.

With the project incomplete, Trevor Basin just over the Pontcysyllte aqueduct would become the canal's northern terminus. In 1808 a feeder channel to bring water from the River Dee near Llangollen was completed. In order to maintain a continual supply, Telford built an artificial weir known as the Horseshoe Falls near Llantysilio to maintain water height.

In 1844, the Ellesmere and Chester Canal Company, which owned the broad canals from Ellesmere Port to Chester and from Chester to Nantwich, with a branch to Middlewich, began discussions with the narrow Birmingham and Liverpool Junction Canal, which ran from Nantwich to Autherley, where it joined the Staffordshire and Worcestershire Canal. The two companies had always worked together, in a bid to maintain their profits against competition from the railways, and amalgamation seemed to be a logical step. An agreement was worked out by August, and the two companies then sought a Private Act of Parliament to authorise the takeover. This was granted on 8 May 1845, when the larger Ellesmere and Chester Canal Company was formed.

In 1846, the canal and the aqueduct became part of the Shropshire Union Railways and Canal Company. But the intent of the merger was to build railways at a reduced cost, by using the existing routes of the canals they owned. However, by 1849, the plan to turn canals into railways had been dropped. As the aqueduct was largely in an area that was served by railways owned by the Great Western Railway, the LNWR was more than happy for the canal to remain open as long as it remained profitable. With the start of the First World War in 1914, the Shropshire Union – which the Pontcysyllte aqueduct was a part – served the war effort with its fleet of more than 450 narrow boats.

Commercial traffic on the canal greatly declined after a waterway breach near Newtown, Powys (now part of the Montgomery Canal) in 1936. By 1939 boat movements across the aqueduct to Llangollen had ceased. The canal was formally closed to navigation under the London Midland and Scottish Railway Company Act of 1944. On 6 September 1945, due to inadequate maintenance, the canal breached its banks east of Llangollen near Sun Bank Halt. The flow of hundreds of tons of water washed away the embankment of the railway further down the hill, tearing a 40-yard (37 m) crater 50 feet (15 m) deep. This caused the first traffic of the morning, a mail and goods train composed of 16 carriages and two vans, to crash into the breach, killing one and injuring two engine crew.

However, the aqueduct was saved (despite its official closure to waterway traffic) because it was still required as a water feeder for the remainder of the Shropshire Union Canal. The aqueduct also supplied drinking water to a reservoir at Hurleston. In 1955 the Mid & South East Cheshire Water Board agreed to maintain the canal securing its future.

In the latter half of the 20th century, leisure boating traffic began to rise. In a rebranding exercise by British Waterways in the 1980s, the former industrial waterway was renamed the Llangollen Canal. It has since become one of the most popular canals for holidaymakers in Britain because of its aqueducts and scenery. The Pontcysyllte Aqueduct is now maintained and managed by the Canal & River Trust. Otters have been seen in the area.

CONSTRUCTION AND MAINTENANCE

The mortar used lime, water and ox blood. The iron castings for the trough were produced at the nearby Plas Kynaston Foundry, Cefn Mawr, which was built by the Shrewsbury ironfounder and millwright William Hazledine in the hope of gaining the contract. The rib castings may have been made at Hazledine's original works at Coleham, near Shrewsbury. The trough was made from flanged plates of cast iron, bolted together, with the joints bedded with Welsh flannel and a mixture of white lead and iron particles from boring waste. After twenty-five years the white lead was replaced with ordinary tar. As with Telford's Longdon-on-Tern Aqueduct, the plates are not rectangular but shaped as voussoirs, similar to those of a stone arch. There is no structural significance to their shape: it is a decorative feature only, following the lines of the stiffening plates (see below) in the castings beneath. In nearby Cefn Mawr a high quartz content sandstone was discovered at the location where the New Cefn Druids football stadium has been built. Know locally as 'The Rock' the sandstone was extracted and worked here into the many numerous shapes as required by the architects. Many remnants of the workings are still visible alongside Rock Road which links Rhosymedre to Plas Madoc.

The supporting arches, four for each span, are in the form of cast-iron ribs, each cast as three voussoirs with external arches cast with an un-pierced web to give greater strength, at the cost of extra weight. Using cast iron in this way, in the same manner as the stone arch it supersedes, makes use of the material's strength in compression. They also give an impression of greater solidity than would be the case were the webs pierced. This impression is enhanced by the arrangement of strips of thicker stiffening incorporated into the castings, arranged in the manner of joints between voussoirs.

Cast plates are laid transversely to form the bed of the canal trough. The trough is not fastened to the arches, but lugs are cast into the plates to fit over the rib arches to prevent movement. The aqueduct was left for six months with water inside to check that it was watertight. A feature of a canal aqueduct, in contrast with a road or railway viaduct, is that the vertical loading stresses are virtually constant. According to Archimedes' principle, the mass (weight) of a boat and its cargo on the bridge pushes an equal mass of water off the bridge.

The towpath is mounted above the water, with the inner edge carried on cast-iron pillars in the trough. This arrangement allows the water displaced by the passage of a narrow boat to flow easily under the towpath and around the boat, enabling relatively free passage. Pedestrians, and the horses once used for towing, are protected from falling from the aqueduct by railings on the outside edge of the towpath, but the holes in the top flange of the other side of the trough, capable of mounting railings, were never used. The trough sides rise only about 6 inches (15 cm) above the water level, less than the depth of freeboard of an empty narrow boat, so the helmsman of the boat has no visual protection from the impression of being at the edge of an abyss. The trough of the Cosgrove aqueduct has a similar structure, although it rests on trestles rather than iron arches. It is also less impressively high.

Every five years the ends of the aqueduct are closed and a plug in one of the highest spans is opened to drain the canal water into the River Dee below, to allow inspection and maintenance of the trough.

WORLD HERITAGE SITE

The aqueduct and surrounding lands were submitted to the "tentative list" of properties being considered for UNESCO World Heritage Site status in 1999. The aqueduct was suggested as a contender in 2005—its 200th anniversary year - and it was formally announced in 2006 that a larger proposal, covering a section of the canal from the aqueduct to Horseshoe Falls would be the United Kingdom's 2008 nomination. The length of canal from Rhoswiel, Shropshire, to the Horseshoe Falls, including the main Pontcysyllte Aqueduct structure as well as the older Chirk Aqueduct, were visited by assessors from UNESCO during October 2008, to analyse and confirm the site management and authenticity. The aqueduct was inscribed by UNESCO on the World Heritage List on 27 June 2009.

HMS Enterprize - Steering Mechanism - Demonstration by E J

Video showing the steering mechanism in action.

The steering cable is wrapped several times around the barrel of the ship's wheel.

Both ends of the steering cable descend through holes in the quarterdeck, and run vertically down through the captain's quarters.

After going through the floor of the captain's quarters, the cables angle out just along the ceiling of the berth deck, through pulleys attached to the sides of the ship, and then back to the tiller in the center. That way the tiller can be moved left and right as far as possible, with the minimum necessary tension on the line and steering mechanism.

Turning the wheel pulls the cable, which pulls the tiller, which moves the rudder, which steers the ship.

--------------------

(I did not notice until watching the video that I reversed the setup: spinning the wheel to port will turn the ship to starboard. I was under the impression that the cables should cross in a vertical "X" pattern as they descended from the wheel to the lower deck, but that was wrong.

There is a bit of historical precedent for this behavior, however. The ship's wheel was invented in the early 1700s. Before that, sailors relied on tillers, which worked in "reverse"--pulling the tiller to port turned the ship to starboard. Even after the wheel was invented, the tradition-bound officer corps continued giving orders according to the direction the *tiller* should turn, rather than the ship or wheel.

This mess persisted right up into the 20th century, and it generally fell to the helmsman to figure things out. However, in an effort to "simplify" things, individual ships occasionally had their wheel mechanism reversed, so that its behavior matched the tiller. Apparently that's how the captain decided to rig HMS Enterprize. He must be a bit idiosyncratic...)

A Soft Sea by Nick Kenrick

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A soft Sea washed around the House

A Sea of Summer Air

And rose and fell the magic Planks

That sailed without a care --

For Captain was the Butterfly

For Helmsman was the Bee

And an entire universe

For the delighted crew.

poem by Emily Dickinson

Teign C (THC) (MMSI: 235082804) 14m Damen Stan Tug / dredge bed leveller, with limited fire fighting capacity. Call Sign: MWBM9 by The Shaldives

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MO: - N/A

MMSI: 235082804

Call Sign: MWBM9

AIS Vessel Type: Dredger

GENERAL

DAMEN YARD NUMBER: 503705

Avelingen-West 20

4202 MS Gorinchem

The Netherlands

Phone: +31 (0)183 63 99 11

info@damen.com

DELIVERY DATE August 2001

BASIC FUNCTIONS Towing, mooring, pushing and dredging operations

FLAG United Kingdom [GB]

OWNED Teignmouth Harbour Commission

CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch

DIMENSIONS

LENGTH 14.40 m

BEAM 4.73 m

DEPTH AT SIDES 205 m

DRAUGHT AFT 171 m

DISPLACEMENT 48 ton

TANK CAPACITIES

Fuel oil 6.9 m³

PERFORMANCES (TRIALS)

BOLLARD PULL AHEAD 8.0 ton

SPEED 9.8 knots

PROPULSION SYSTEM

MAIN ENGINE 2x Caterpillar 3406C TA/A

TOTAL POWER 477 bmW (640i hp) at 1800 rpm

GEARBOX 2x Twin Disc MG 5091/3.82:1

PROPELLERS Bronze fixed pitch propeller

KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings

ENGINE CONTROL Kobelt

STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator

AUXILIARY EQUIPMENT

BILGE PUMP Sterling SIH 20, 32 m/hr

BATTERY SETS 2x 24V, 200 Ah + change over facility

COOLING SYSTEM Closed cooling system

ALARM SYSTEM Engines, gearboxes and bilge alarms

FRESH WATER PRESSURE SET Speck 24V

DECK LAY-OUT

ANCHORS 2x 48 kg Pool (HHP)

CHAIN 70 m, Ø 13mm, shortlink U2

ANCHOR WINCH Hand-operated

TOWING HOOK Mampaey, 15.3 ton SWL

COUPLING WINCH

PUSHBOW Cylindrical nubber fender Ø 380 mm

ACCOMMODATION

The wheelhouse ceiling and sides are insulated with mineral wool and

panelled. The wheelhouse floor is covered with rubber/synthetic floor

covering, make Bolidt, color blue The wheelhouse has one

helmsman seat, a bench and table with chair Below deck two berths, a

kitchen unit and a toilet space are arranged.

NAUTICAL AND COMMUNICATION EQUIPMENT

SEARCHLIGHT Den Haan 170 W 24 V

VHF RADIO Sailor RT 2048 25 W

NAVIGATION Navigation lights incl towing and pilot lights

Teignmouth Harbour Commission

The Harbour Commission is a Trust Port created by Statute.

The principal Order is the Teignmouth Harbour Order 1924

as amended by the Teignmouth Harbour Revision Order 2003

210516-N-SS492-0029 by U.S. Pacific Fleet

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PACIFIC OCEAN (May 16, 2021) Seaman George Pompura stands lee helmsman watch on the bridge aboard amphibious assault ship USS Tripoli (LHA 7), May 15. Tripoli is underway conducting routine operations in U.S. Third Fleet. (U.S. Navy Photo by Chief Mass Communication Specialist Brian P. Biller)

Kiel Canal cornering by Tadgh Ó Maoildearg

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A bend on the canal testing the helmsman's reflexes.

Torneio Celso Freddi - Celso Freddi Championship – Celso Freddi Tournoi – Celso Freddi Torneo by ivannave

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Este torneio é para destacar o Celso Freddi. Ele merece. Sua conhecida personalidade comedida dificulta-o de ver como tanto a gente o reconhece. O Lars tem razão, o Celso é um sábio e habilidoso timoneiro e um diplomata na coordenação. É o Lars tem mesmo razão : )

This championship is to put in evidence Celso Freddi. He really deserves it. His well known contained personality prevents him from seeing that so many people recognise him. Lars is right, Celso is wise and skillfull helmsman and a diplomate at coordination. Lars is really right : )

Ce Championat est à mettre en evidence Celso Freddi. Il le mérites vraiment. Son caractère prudent lui empêche de voir comment il est reconnu. Lars a raison, Celso est un sage et doué barreur et um diplomate em coordenation. Oui, Lars a vraiment raison : )

Este campeonato es para poner en evidencia a Celso Freddi. El lo merece. Su conocida personalidad comedida lo impide de ver como la gente tanto lo reconoce. Lars tiene razón, Celso es um sábio y habilidoso timonel y un diplomático en coordenación. Si, Lars tiene razón : )

Traditional wooden vessels by Rick Vince

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15/10/2023, Zadar harbour, Croatia.

From left to right:

'Maja' of Zadar.

'Gostilje' of Zadar.

'Branimir' of Šibenik.

'Vila Dalmatina' of Zadar, &

'Moj Dragulj' ('My Gem') of Šibenik.

Wooden boats, all used in the excursion trades; the nearest three being of local, traditional hull form, & with transom hung rudders.

In older days the top of the rudder would have had a tiller post for the helmsman to steer with, but as can be seen in the image, those three have mechanically assisted steering.

"The Rime of the Ancient Mariner Part I" by Samuel Taylor Coleridge (1772-1834) by George Redgrave

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It is an ancient Mariner,

And he stoppeth one of three.

'By thy long grey beard and glittering eye,

Now wherefore stopp'st thou me?

The Bridegroom's doors are opened wide,

And I am next of kin;

The guests are met, the feast is set:

May'st hear the merry din.'

He holds him with his skinny hand,

'There was a ship,' quoth he.

'Hold off! unhand me, grey-beard loon!'

Eftsoons his hand dropt he.

He holds him with his glittering eye—

The Wedding-Guest stood still,

And listens like a three years' child:

The Mariner hath his will.

The Wedding-Guest sat on a stone:

He cannot choose but hear;

And thus spake on that ancient man,

The bright-eyed Mariner.

'The ship was cheered, the harbour cleared,

Merrily did we drop

Below the kirk, below the hill,

Below the lighthouse top.

The Sun came up upon the left,

Out of the sea came he!

And he shone bright, and on the right

Went down into the sea.

Higher and higher every day,

Till over the mast at noon—'

The Wedding-Guest here beat his breast,

For he heard the loud bassoon.

The bride hath paced into the hall,

Red as a rose is she;

Nodding their heads before her goes

The merry minstrelsy.

The Wedding-Guest he beat his breast,

Yet he cannot choose but hear;

And thus spake on that ancient man,

The bright-eyed Mariner.

And now the STORM-BLAST came, and he

Was tyrannous and strong:

He struck with his o'ertaking wings,

And chased us south along.

With sloping masts and dipping prow,

As who pursued with yell and blow

Still treads the shadow of his foe,

And forward bends his head,

The ship drove fast, loud roared the blast,

And southward aye we fled.

And now there came both mist and snow,

And it grew wondrous cold:

And ice, mast-high, came floating by,

As green as emerald.

And through the drifts the snowy clifts

Did send a dismal sheen:

Nor shapes of men nor beasts we ken—

The ice was all between.

The ice was here, the ice was there,

The ice was all around:

It cracked and growled, and roared and howled,

Like noises in a swound!

At length did cross an Albatross,

Thorough the fog it came;

As if it had been a Christian soul,

We hailed it in God's name.

It ate the food it ne'er had eat,

And round and round it flew.

The ice did split with a thunder-fit;

The helmsman steered us through!

And a good south wind sprung up behind;

The Albatross did follow,

And every day, for food or play,

Came to the mariner's hollo!

In mist or cloud, on mast or shroud,

It perched for vespers nine;

Whiles all the night, through fog-smoke white,

Glimmered the white Moon-shine.'

'God save thee, ancient Mariner!

From the fiends, that plague thee thus!—

Why look'st thou so?'—With my cross-bow

I shot the ALBATROSS.

Annual refit and maintenance - Teign C (THC) (MMSI: 235082804) 14m Damen Stan Tug / dredge bed leveller, with limited fire fighting capacity. Call Sign: MWBM9 by The Shaldives

2

TEIGN C Damen Stan 1405

IMO: - N/A

MMSI: 235082804

Call Sign: MWBM9

AIS Vessel Type: Dredger

GENERAL

DAMEN YARD NUMBER: 503705

Avelingen-West 20

4202 MS Gorinchem

The Netherlands

Phone: +31 (0)183 63 99 11

info@damen.com

DELIVERY DATE August 2001

BASIC FUNCTIONS Towing, mooring, pushing and dredging operations

FLAG United Kingdom [GB]

OWNED Teignmouth Harbour Commission

CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch

DIMENSIONS

LENGTH 14.40 m

BEAM 4.73 m

DEPTH AT SIDES 205 m

DRAUGHT AFT 171 m

DISPLACEMENT 48 ton

TANK CAPACITIES

Fuel oil 6.9 m³

PERFORMANCES (TRIALS)

BOLLARD PULL AHEAD 8.0 ton

SPEED 9.8 knots

PROPULSION SYSTEM

MAIN ENGINE 2x Caterpillar 3406C TA/A

TOTAL POWER 477 bmW (640i hp) at 1800 rpm

GEARBOX 2x Twin Disc MG 5091/3.82:1

PROPELLERS Bronze fixed pitch propeller

KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings

ENGINE CONTROL Kobelt

STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator

AUXILIARY EQUIPMENT

BILGE PUMP Sterling SIH 20, 32 m/hr

BATTERY SETS 2x 24V, 200 Ah + change over facility

COOLING SYSTEM Closed cooling system

ALARM SYSTEM Engines, gearboxes and bilge alarms

FRESH WATER PRESSURE SET Speck 24V

DECK LAY-OUT

ANCHORS 2x 48 kg Pool (HHP)

CHAIN 70 m, Ø 13mm, shortlink U2

ANCHOR WINCH Hand-operated

TOWING HOOK Mampaey, 15.3 ton SWL

COUPLING WINCH

PUSHBOW Cylindrical nubber fender Ø 380 mm

ACCOMMODATION

The wheelhouse ceiling and sides are insulated with mineral wool and

panelled. The wheelhouse floor is covered with rubber/synthetic floor

covering, make Bolidt, color blue The wheelhouse has one

helmsman seat, a bench and table with chair Below deck two berths, a

kitchen unit and a toilet space are arranged.

NAUTICAL AND COMMUNICATION EQUIPMENT

SEARCHLIGHT Den Haan 170 W 24 V

VHF RADIO Sailor RT 2048 25 W

NAVIGATION Navigation lights incl towing and pilot lights

Teignmouth Harbour Commission

The Harbour Commission is a Trust Port created by Statute.

The principal Order is the Teignmouth Harbour Order 1924

as amended by the Teignmouth Harbour Revision Order 2003

Forbidden City & Yellow Van - Beijing, Dec 1992 by Peter Connolly

8 8

Teign C (THC) (MMSI: 235082804) 14m Damen Stan Tug / dredge bed leveller, with limited fire fighting capacity. Call Sign: MWBM9 by The Shaldives

2

TEIGN C Damen Stan 1405

IMO: - N/A

MMSI: 235082804

Call Sign: MWBM9

AIS Vessel Type: Dredger

GENERAL

DAMEN YARD NUMBER: 503705

Avelingen-West 20

4202 MS Gorinchem

The Netherlands

Phone: +31 (0)183 63 99 11

info@damen.com

DELIVERY DATE August 2001

BASIC FUNCTIONS Towing, mooring, pushing and dredging operations

FLAG United Kingdom [GB]

OWNED Teignmouth Harbour Commission

CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch

DIMENSIONS

LENGTH 14.40 m

BEAM 4.73 m

DEPTH AT SIDES 205 m

DRAUGHT AFT 171 m

DISPLACEMENT 48 ton

TANK CAPACITIES

Fuel oil 6.9 m³

PERFORMANCES (TRIALS)

BOLLARD PULL AHEAD 8.0 ton

SPEED 9.8 knots

PROPULSION SYSTEM

MAIN ENGINE 2x Caterpillar 3406C TA/A

TOTAL POWER 477 bmW (640i hp) at 1800 rpm

GEARBOX 2x Twin Disc MG 5091/3.82:1

PROPELLERS Bronze fixed pitch propeller

KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings

ENGINE CONTROL Kobelt

STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator

AUXILIARY EQUIPMENT

BILGE PUMP Sterling SIH 20, 32 m/hr

BATTERY SETS 2x 24V, 200 Ah + change over facility

COOLING SYSTEM Closed cooling system

ALARM SYSTEM Engines, gearboxes and bilge alarms

FRESH WATER PRESSURE SET Speck 24V

DECK LAY-OUT

ANCHORS 2x 48 kg Pool (HHP)

CHAIN 70 m, Ø 13mm, shortlink U2

ANCHOR WINCH Hand-operated

TOWING HOOK Mampaey, 15.3 ton SWL

COUPLING WINCH

PUSHBOW Cylindrical nubber fender Ø 380 mm

ACCOMMODATION

The wheelhouse ceiling and sides are insulated with mineral wool and

panelled. The wheelhouse floor is covered with rubber/synthetic floor

covering, make Bolidt, color blue The wheelhouse has one

helmsman seat, a bench and table with chair Below deck two berths, a

kitchen unit and a toilet space are arranged.

NAUTICAL AND COMMUNICATION EQUIPMENT

SEARCHLIGHT Den Haan 170 W 24 V

VHF RADIO Sailor RT 2048 25 W

NAVIGATION Navigation lights incl towing and pilot lights

Teignmouth Harbour Commission

The Harbour Commission is a Trust Port created by Statute.

The principal Order is the Teignmouth Harbour Order 1924

as amended by the Teignmouth Harbour Revision Order 2003

Different Strokes by Louis Vest

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The top photo shows the navigation team on a typical transit - pilot, captain, helmsman. I took the bottom photo on a transit on a passenger ship. In this case a couple of photos is worth a thousand words. Don't even ask what it's like on a naval vessel.

Greek Archaic Pottery – LG Krater Fragment by Egisto Sani

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Fragment of geometric vase depicting a ship with the sail on the wind and the helmsman standing at the stern. He fixes the direction of the ship maneuvering with his right hand the sail and with the left the helm.

Attic krater fragment

Attributed near to The Dipylon Painter

760 – 750 BC

North-west of the Dipylon area, Athens;

Athens, National Archaeological Museum, NM 260

Helmsman class 2012 refit by sgtsammac-UDKA-Shipbucket

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Another ship refitted in 2012 is the Helmsman Class Guided Missile Cruiser, If missile support is wanted but a sub is unavaliable then you call the Helmsman class ships, armed with Polaris III ICBM's, RGM 109 Tomahawk Cruise missiles and RGM-84 Missiles the Helmsman packs a hell of a punch.

She is supported by an Air wing of two Lynx Wildcat aircraft. 1 carried in peacetime deployments.

Italy / Veneto - Lazise by Michael Kemper

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Italien / Venetien - Lazise

Lazise is a comune (municipality) and town in the Province of Verona in the Italian region Veneto, located about 120 kilometres (75 miles) west of Venice and about 20 kilometres (12 miles) northwest of Verona. It is situated on the eastern shore of Lake Garda. As of 31 December 2004, it had a population of 6,213 and an area of 65.0 square kilometres (25.1 sq mi). This geographical location empowers a position of great landscape value, but it also features elements of great architectural value and of great historical importance.

As well as these peculiarities, Lazise can rely on the presence of many attractions: a thermal spring situated in Colà, two amusement parks (Canevaworld and Gardaland, this latter situated partly on the territory of Castelnuovo del Garda, where it is based, and partly on the territory of Lazise) and an extensive hilly agricultural landscape. Lazise records about 3.5 million tourist visits every year, figures that place it at 12th place in Italy among tourist destinations, and the first Italian lake destination.

The municipality of Lazise contains the frazioni (subdivisions, mainly villages and hamlets) Colà and Pacengo.

Lazise borders the following municipalities: Bardolino, Bussolengo, Castelnuovo del Garda, Padenghe sul Garda, Pastrengo, Peschiera del Garda and Sirmione.

Origins of the name

The name Lazise comes from the Latin word lacus that means ‘lakeside village’, as some documents of Early Middle Ages seem to confirm, referring to the settlement as Laceses. Another hypothesis, later ruled out, put the name of the town as originating from Antonio Bevilacqua di Loncis. Loncis, from his castle in Bavaria, became governor of Lake Garda and the forefather of a major family that then changed its name to Bevilacqua-Lazise. Last hypothesis is lately ruled out comes from Lazica Kingdom.

History

Its name derives from the Latin "lacus" which means lacustrine village. Lazise in fact was originally a group of stilt houses beyond that Roman village and market. Between 888 and 961, during the reign of Berengar II of Italy and his son, the town was subject only to the monarch, that is, it was a "free villa" not subject to some feudatory. In 961, Italy was invaded by German troops, who descended the valley of the Adige to camp on the shores of Garda.

In 983, the Holy Roman Emperor Otto I granted Lazise the right to fortify itself and establish trading rights. It is considered as the first and oldest comune in Italy, and perhaps all of Europe. The medieval Church of Saint Nicolò has frescoes dating from the 12th century, by the school of Giotto. The customs house from the 16th century was constructed to control trade on the lake. During the 13th and 14th centuries, Lazise was occupied by the Scaligeri of Verona who built the castle and encircled the town with walls.

In 1405, it came under Venetian Republic rule until Napoleon conquered northern Italy in 1796.

After the Congress of Vienna (1815) it entered a period of Austrian rule, until in 1866, it was incorporated into the Kingdom of Italy.

The 14th-century La Pergolana villa, a kilometre north of Lazise, hosts a honey festival during the first weekend of October.

Tourism

The city is a holiday destination, and attracts tourists from the immediate area owing to its views of the Alps from the southern shore of Lake Garda.

At the center of the city is a series of interconnected piazze that house numerous open-air cafés, various shops, gelaterie (ice-cream parlours), and bars.

Scaliger Castle

The most imposing building of Lazise is the Scaliger Castle and the city wall that surrounds the historic centre. The castle was built during the domination of the lords of Verona Bartolomeo II and Antonio della Scala, or maybe just before the father Cansignorio della Scala (considering that Porta Nuova bears the date 21 May 1376). The city has always had three gates equipped with drawbridges: Porta Superiore, today known as Porta San Zeno, for the access on east side; Porta Lion (so called because it determined the coat of arms of the Serenissima), for the access on south side; Porta Nuova (so named because it was the last to be built), today widely called Porta Cansignorio, for access on north side. The castle suffered damages during the siege of the Venetians in July 1438, and then again in May 1528 due to the work of the army of Charles V. In the 16th century, with the progress of new technologies and war tactics, the castle lost importance and was purchased firstly by the community of Lazise and later by private families.

Traditions and folklore

Traditional events are the Regatta delle Bisse, using traditional Venetian rowing boats (with four standing rowers and no helmsman), whose stop in Lazise takes place between July and August, and the Cuccagna del Cadenon, which takes place at the end of August in conjunction with the Festa dell’Ospite, in which an eight-metre pole is placed horizontally on the waters of the old port, abundantly coated with fat, and is won by the one who, slipping on the greasy pole, manages to take the flag to the bottom.

Events

Celebrations that regularly take place in the village are numerous, in particular fairs and festivals: the Festa dell'Ospite, that is held at the end of July in Pacengo (a neighbouring town) and at the end of August in Lazise, when there are various stands that sell typical local products, concerts and a final show with fireworks; the Antica sagra della Madonna della Neve that takes place in the municipality of Colà at the beginning of August, during which the traditional plate of anara col pien (stuffed and roast duck) is served; la Sagra del Marciapié, an old feast that is celebrated on the last day of Carnival and the first of Lent in Via Arco, during which citizens are invited to choose the representatives of the street named Via Capo Valàr, in addition to the carnival masks; lastly the national fair I giorni del miele, a trade fair completely dedicated to honey and its derivatives held at the beginning of October.

(Wikipedia)

Lazise ist eine italienische Gemeinde (comune) mit 7028 Einwohnern (Stand 31. Dezember 2019) in der Provinz Verona, Region Venetien.

Geografie

Lazise befindet sich am Veroneser Südost-Ufer des Gardasees, das sandartige Strände aufweist, und liegt zwischen den Ortschaften Bardolino und Peschiera del Garda. Die Entfernung zur Provinzhauptstadt Verona beträgt etwa 23 Kilometer.

Klima und Vegetation

Vorwiegend herrscht in der südlichen Gardaseeregion mildes Klima. Die Sommer sind warm und nicht zu heiß; die Winter mild und mit wenig Regen. Schneefälle kommen höchst selten vor.

Vegetation

Rund um den Gardasee prägen mediterrane Vegetationsformen wie Zypressen, Oleander, Zedern, Olivenbäume und auch Palmen das Erscheinungsbild. An den sonnenüberfluteten Hängen gedeihen Agaven, Opuntien und Kapernsträuche.

Einige wenige Kilometer vom Ortszentrum entfernt befinden sich zudem zahlreiche Weingärten, Obst- und Gemüsepflanzungen sowie Weizen- und Maisfelder.

Geschichte

Der Name

Der Name Lazise leitet sich vom lateinischen „lacus“ ab und bedeutete wohl „villaggio lacustre“ („Seedorf“), wie Dokumente aus dem Mittelalter belegen, die das Dorf unter dem Namen „laceses“ führten.

Bronzezeit bis zur venezianischen Herrschaft

Die Geschichte reicht bis in die mittlere Bronzezeit (16.–13. Jahrhundert v. Chr.) zurück. Zahlreiche Funde in den Ortschaften La Quercia, Bor und Porto Pacengo wurden Zeugen dieser ereignisreichen Zeit.

Bereits im Jahre 983 erhielt der Ort unter Kaiser Otto II. in der sogenannten Veroneser Schenkung nicht nur Zoll-, Handels- und Fischereirechte, sondern auch eine weitestgehende Autonomie. Die Gemeinde Lazise rühmt sich deshalb damit, die älteste Gemeinde Italiens zu sein.

Im 11. Jahrhundert war Lazise eine Hafenstation, die im Besitz des Hauses Bevilacqua war. Unter Kaiser Heinrich IV. erhielt man 1077 die Erlaubnis eine Burg zu errichten, die unter dem Scaliger Cansignorio della Scala im 14. Jahrhundert zu einer bedeutenden Wehranlage mit eigenem ummauerten Hafen ausgebaut und vermutlich unter seinem Nachfolger Antonio della Scala vollendet wurde. Unter den Scaligern wurden auch die Stadtmauern und Stadttore erneuert und verstärkt. Nach dem Ende der Scaligerherrschaft 1387 waren es die Mailänder Visconti unter Gian Galeazzo Visconti, die die Herrschaft über Lazise übernahmen. Zu diesem Zeitpunkt trat Lazise der Gardesana dell’Acqua bei, einer Art Konföderation mehrerer von den Visconti beherrschten Gemeinden am See und im direkten Hinterland des Sees.

Republik Venedig

1405 fiel Lazise an die Republik Venedig. Unter Venedig wurde der Ort zu einem der Liegeplatz der venezianischen Galeeren und damit einer der Stützpunkte der venezianischen Gardaseeflotte. Im Zuge des Großen Venezianerkrieges unterlag Venedig 1509 in der Schlacht von Agnadello den Franzosen. Um diesen Zeitpunkt soll nach neuesten Erkenntnissen der Kapitän der venezianischen Flotte einige Galeeren mit Steinen beschwert, in Brand gesetzt und schließlich versenkt haben. Vor dem neuen Hafen von Lazise befindet sich in etwa 500 Meter Entfernung vom Ufer in einer Tiefe zwischen 24 Metern und 27 Metern das Wrack der im 16. Jahrhundert gesunkenen Galeere, sie hat eine Größe von 30 Metern Länge und 3 Metern Breite.

In der Folge wurde der Ort von umherziehenden Landsknechten geplündert. Erst zu Beginn des 17. Jahrhunderts trat wieder eine ruhigere und friedlichere Phase ein in der Lazise wirtschaftlich aufblühte. Ab 1607 wurde das Arsenal unter Herrschaft der Serenissima zur Zollstelle. Auf dem ganzen Gardasee und der östlich gelegenen Etsch wurde mit Waren wie Getreide, Papier, Stoffe, Öl sowie Eisenartikel gehandelt. Die Gegebenheit einer vorrangigen Stellung im Handel war dadurch gesichert.

Seit 1797

Im Zuge des Italienfeldzuges (1796–1797) wurde Lazise von napoleonischen Truppen besetzt. Mit dem Frieden von Campo Formio fiel der Ort erstmals an die Habsburger, um aber bereits 1805 an das napoleonische Königreich Italien angeschlossen zu werden, bevor es mit dem Wiener Kongress 1815 erneut an das habsburgerische Königreich Lombardo-Venetien fiel.

Lazise trat mit dem Ende des dritten italienischen Unabhängigkeitskrieges und der nachfolgenden Volksabstimmung dem Königreich Italien bei.

Sehenswürdigkeiten

Die Altstadt von Lazise weist noch immer viele Bauwerke mittelalterlichen Ursprungs auf. Das Stadtbild wird von den im 14. Jahrhundert von den Scaliger errichteten Stadtmauern und von der Burg beherrscht. Lazise besitzt zahlreiche malerische Ecken wie die Piazza Vittorio Emanuele und den kleinen Hafen, in dem noch heute Fischerboote liegen. Es gibt drei große Stadttore, durch die man in das Innere der autofreien Altstadt gelangt. Zum einen über den Eingang, der direkt an der verkehrsträchtigen Gardesana Orientale liegt und auch als Haupteingang gilt, zum anderen über die Via Rosenheim, die aufgrund der Partnerstadt Rosenheim so bezeichnet wurde, und schließlich zuletzt über die Straße namens Via Bastia.

Wirtschaft und Infrastruktur

Der Fremdenverkehr hat in der zweiten Hälfte des 20. Jahrhunderts die Landwirtschaft als wichtigste Einkommensquelle abgelöst. Im Ort befinden sich zahlreiche Hotels, Ferienanlagen, Appartement- und Zimmervermietungen sowie Campingplätze. Lazise hat 3,5 Millionen Nächtigungen pro Jahr und lag 2017 auf Platz 12 unter den Reisezielen in Italien.

Die bedeutendsten landwirtschaftlichen Produkte sind Wein und Olivenöl. Letzteres wird in Ölmühlen vor Ort vermarktet. Eine gewisse Rolle spielt auch die Nutztierhaltung, insbesondere die Schweineproduktion.

In der Vergangenheit noch bedeutend, spielt der Fischfang nur eine wirtschaftliche Nebenrolle, dem wenige Berufsfischer noch nachgehen.

Zu den im Zuge des Massentourismus entstandenen Einrichtungen gehört der südlich des Ortskerns gelegene Vergnügungspark Canevaworld.

Fischgerichte

Der so genannte Lavarello gilt als Felchen des Gardasees, der in den umliegenden Restaurants angeboten wird.

Weine

In den Hügeln der Venetischen Region wird auch heute noch in zahlreichen Weingütern Wein angebaut, z. B. der Bardolino Classico.

Wochenmarkt in Lazise

In den Frühjahr- und Sommermonaten finden um den Gardasee Wochenmärkte statt. Lazise bietet einen umfangreichen sowie gut sortierten Markt, der sich über die gesamte Altstadt erstreckt, der regelmäßig am Mittwoch abgehalten wird.

(Wikipedia)

Lifeboat to the rescue: 1 by Peter Denton

7

My home town of Teddington is one of the RNLI’s* first lifeboat stations to cover a river stretch rather than estuary waters and the sea; it’s also one of four lifeboat stations on the River Thames and is based at Teddington Lock, its highest tidal point.

As well as regular training exercises, the Teddington Lifeboat volunteers also give lessons on lifesaving to staff of riverside pubs and restaurants; today helmsman Tim James (pictured) and the crew are at Kingston demonstrating how to pull someone in trouble out of the river.

Teddington is equipped with two "D Class" lifeboats and unlike the other Thames stations, is run on a purely voluntary basis.

There are a couple more images here .

*RNLI = Royal National Lifeboat Institution, one of Britain's leading charities. Founded in 1824, the RNLI has 237 lifeboat stations and operates 444 lifeboats throughout the UK. In 2015, crews rescued on average 22 people a day. It’s principally funded by legacies and donations, and most lifeboat crew members are unpaid (but highly trained) volunteers.

ITALIAN SUBMARINE ITS SCIRE by NATO HQ MARCOM

5

Augusta (ITALY), Feb 23. 2019. Italian Navy Submarine ITS SCIRE helmsman performs a combat station drill while participating in Dynamic Manta. Dynamic Manta is an NATO Maritime Command-led exercise designed to sharpen the anti-submarine warfare and anti-surface ship warfare skills of the participating units. Dynamic Manta 2019 will be conducted in vicinity of Italy from 25 February to 8 March and include participants from 10 NATO Allies .NATO Photo by FRAN WO Valverde.

Gokstad Ship II by A.Davey

5

The Gokstad ship was built around 890 AD, at the height of the Viking period. It was a fast and flexible ship that was suitable for voyages on the high seas.

The Gokstad ship could be sailed as well as rowed, and the ship was suited to voyages of discovery, trading and Viking raids.

On each side of the ship there are 16 oar holes. Altogether the crew consisted of 34 men, including oarsmen, the helmsman and the lookout.

There are no signs of thwarts. The oarsmen probably sat on chests, which could also contain their personal equipment.

The ship is made of oak, and is 5.18 m wide and 23.22 m long. It is clinker built with 16 rows of strakes. The nine strakes below the waterline are only two to three centimetres thick, making the sides of the ship light and flexible.

The keel is made of one straight piece of oak. The deck consists of planks of pine that could be lifted so that the crew could easily bale out water if necessary. This also provided storage capacity for a little cargo.

When the ship was excavated, 32 shields were fixed to each side of the boat, painted alternately in yellow and black. White woollen material with red cloth strips sewn on were found in the forepart of the boat, perhaps remnants of the sail.

The ends of the bow and stern posts had rotted away so it is not clear how they were finished, but there is nothing to indicate that they were ever fitted with dragon heads. Even without dragon heads, the Gokstad ship must have been an impressive sight when appearing on the ocean horizon with full sails set.

www.khm.uio.no/english/visit-us/viking-ship-museum/exhibi...

Teign C (THC) (MMSI: 235082804) 14m Damen Stan Tug / dredge bed leveller, with limited fire fighting capacity. Call Sign: MWBM9 by The Shaldives

2

TEIGN C Damen Stan 1405

IMO: - N/A

MMSI: 235082804

Call Sign: MWBM9

AIS Vessel Type: Dredger

GENERAL

DAMEN YARD NUMBER: 503705

Avelingen-West 20

4202 MS Gorinchem

The Netherlands

Phone: +31 (0)183 63 99 11

info@damen.com

DELIVERY DATE August 2001

BASIC FUNCTIONS Towing, mooring, pushing and dredging operations

FLAG United Kingdom [GB]

OWNED Teignmouth Harbour Commission

CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch

DIMENSIONS

LENGTH 14.40 m

BEAM 4.73 m

DEPTH AT SIDES 205 m

DRAUGHT AFT 171 m

DISPLACEMENT 48 ton

TANK CAPACITIES

Fuel oil 6.9 m³

PERFORMANCES (TRIALS)

BOLLARD PULL AHEAD 8.0 ton

SPEED 9.8 knots

PROPULSION SYSTEM

MAIN ENGINE 2x Caterpillar 3406C TA/A

TOTAL POWER 477 bmW (640i hp) at 1800 rpm

GEARBOX 2x Twin Disc MG 5091/3.82:1

PROPELLERS Bronze fixed pitch propeller

KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings

ENGINE CONTROL Kobelt

STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator

AUXILIARY EQUIPMENT

BILGE PUMP Sterling SIH 20, 32 m/hr

BATTERY SETS 2x 24V, 200 Ah + change over facility

COOLING SYSTEM Closed cooling system

ALARM SYSTEM Engines, gearboxes and bilge alarms

FRESH WATER PRESSURE SET Speck 24V

DECK LAY-OUT

ANCHORS 2x 48 kg Pool (HHP)

CHAIN 70 m, Ø 13mm, shortlink U2

ANCHOR WINCH Hand-operated

TOWING HOOK Mampaey, 15.3 ton SWL

COUPLING WINCH

PUSHBOW Cylindrical nubber fender Ø 380 mm

ACCOMMODATION

The wheelhouse ceiling and sides are insulated with mineral wool and

panelled. The wheelhouse floor is covered with rubber/synthetic floor

covering, make Bolidt, color blue The wheelhouse has one

helmsman seat, a bench and table with chair Below deck two berths, a

kitchen unit and a toilet space are arranged.

NAUTICAL AND COMMUNICATION EQUIPMENT

SEARCHLIGHT Den Haan 170 W 24 V

VHF RADIO Sailor RT 2048 25 W

NAVIGATION Navigation lights incl towing and pilot lights

Teignmouth Harbour Commission

The Harbour Commission is a Trust Port created by Statute.

The principal Order is the Teignmouth Harbour Order 1924

as amended by the Teignmouth Harbour Revision Order 2003

MED EXPRESS - IMO 8508553 by Manuel Hernández

5

Berthed at Norte quay, Sagunto Port on 29/12/2009.

Call Sign : 9HYU5

MMSI : 248297000

Gross tonnage : 4.337, DWT : 6.596

Year of build : 1985

Flag : Malta 🇲🇹

Dimensions : 105,17 x 16,51 x 6,78 m

Bale : 7.968 m³, Grain : 8.529 m³

Cargo Handling Gear : 4 Derricks of 15 tonnes SWL

Main engine : Mitsubishi 6UEC37L _ hp.: 3.400, Kw.: 2.501, Service speed : 12,75 Kn

Shipbuilder : Kochi Jyuko K.K. - Kochi (JPN). Yard No. 2426

Name of ship : MED EXPRESS, 2006/05.

Former names : Balsa 36, 1985/08. Able Helmsman, 1997/01. TK Barcelona, 1998/01.

Broken up since 25/10/2013 at Aliaga (TUR).

Shipbreaker : Kursan Gemi Sokum Ltd

Teign C (THC) (MMSI: 235082804) 14m Damen Stan Tug / dredge bed leveller, with limited fire fighting capacity. Call Sign: MWBM9 by The Shaldives

4

TEIGN C Damen Stan 1405

IMO: - N/A

MMSI: 235082804

Call Sign: MWBM9

AIS Vessel Type: Dredger

GENERAL

DAMEN YARD NUMBER: 503705

Avelingen-West 20

4202 MS Gorinchem

The Netherlands

Phone: +31 (0)183 63 99 11

info@damen.com

DELIVERY DATE August 2001

BASIC FUNCTIONS Towing, mooring, pushing and dredging operations

FLAG United Kingdom [GB]

OWNED Teignmouth Harbour Commission

CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch

DIMENSIONS

LENGTH 14.40 m

BEAM 4.73 m

DEPTH AT SIDES 205 m

DRAUGHT AFT 171 m

DISPLACEMENT 48 ton

TANK CAPACITIES

Fuel oil 6.9 m³

PERFORMANCES (TRIALS)

BOLLARD PULL AHEAD 8.0 ton

SPEED 9.8 knots

PROPULSION SYSTEM

MAIN ENGINE 2x Caterpillar 3406C TA/A

TOTAL POWER 477 bmW (640i hp) at 1800 rpm

GEARBOX 2x Twin Disc MG 5091/3.82:1

PROPELLERS Bronze fixed pitch propeller

KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings

ENGINE CONTROL Kobelt

STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator

AUXILIARY EQUIPMENT

BILGE PUMP Sterling SIH 20, 32 m/hr

BATTERY SETS 2x 24V, 200 Ah + change over facility

COOLING SYSTEM Closed cooling system

ALARM SYSTEM Engines, gearboxes and bilge alarms

FRESH WATER PRESSURE SET Speck 24V

DECK LAY-OUT

ANCHORS 2x 48 kg Pool (HHP)

CHAIN 70 m, Ø 13mm, shortlink U2

ANCHOR WINCH Hand-operated

TOWING HOOK Mampaey, 15.3 ton SWL

COUPLING WINCH

PUSHBOW Cylindrical nubber fender Ø 380 mm

ACCOMMODATION

The wheelhouse ceiling and sides are insulated with mineral wool and

panelled. The wheelhouse floor is covered with rubber/synthetic floor

covering, make Bolidt, color blue The wheelhouse has one

helmsman seat, a bench and table with chair Below deck two berths, a

kitchen unit and a toilet space are arranged.

NAUTICAL AND COMMUNICATION EQUIPMENT

SEARCHLIGHT Den Haan 170 W 24 V

VHF RADIO Sailor RT 2048 25 W

NAVIGATION Navigation lights incl towing and pilot lights

Teignmouth Harbour Commission

The Harbour Commission is a Trust Port created by Statute.

The principal Order is the Teignmouth Harbour Order 1924

as amended by the Teignmouth Harbour Revision Order 2003

Sightseeing tour of Funchal harbour on the replica of Santa Maria, flagship for Christopher Columbus to discover the Americas, Funchal Madeira by tedesco57

4 3

La Santa María (The Saint Mary), alternatively La Gallega, was the largest of the three Spanish ships used by Christopher Columbus in his first voyage across the Atlantic Ocean in 1492, the others being the Niña and the Pinta. Her master and owner was Juan de la Cosa, a man from Santoña, Cantabria, operating in south Spanish waters. Requisitioned by order of Queen Isabella and by contract with Christopher Columbus, whom de la Cosa knew previously, the Santa María became Columbus's flagship on the voyage as long as it was afloat. Having gone aground on Christmas Day, 1492, on the shores of Haiti, through inexperience of the helmsman, it was partially dismantled to obtain timbers for Fort Navidad, "Christmas Fort," placed in a native Taíno village. The fort was the first Spanish settlement in the New World, which Columbus had claimed for Spain. He thus regarded the wreck as providential. The hull remained where it was, the subject of much modern wreck-hunting without successful conclusion.

NameLa Santa María, "The Saint Mary," also La Gallega, on and before the beginning of Columbus' first voyage on 3 August 1492.

OwnerJuan de la Cosa

LaunchedUnknown and speculative

Stricken25 December 1492

FateRan aground on a shoal near Hispaniola

StatusPartly dismantled; the timber being used to build an ill-fated fort on Hispaniola.

General characteristics

TypeNao, at that period distinguished by Columbus from the smaller Caravel, and distinct from the Carrack

Displacementest. 150 metric tons of displacement

Tons burthenest. 108 tons BM

Length

est. hull length 19 m (62 ft)

est. keel length 12.6 m (41 ft)

Beamest. 5.5 m (18 ft)

Draughtest. 3.2 m (10 ft)

Propulsionsail

Complement40

Armament4 × 90 mm bombards, 50 mm culebrinas

NotesThe ship on the first voyage was captained by Juan de la Cosa. The navigation and command of the squadron was done by Christopher Columbus. wikipedia

Annual refit and maintenance - Teign C (THC) (MMSI: 235082804) 14m Damen Stan Tug / dredge bed leveller, with limited fire fighting capacity. Call Sign: MWBM9 by The Shaldives

1

TEIGN C Damen Stan 1405

IMO: - N/A

MMSI: 235082804

Call Sign: MWBM9

AIS Vessel Type: Dredger

GENERAL

DAMEN YARD NUMBER: 503705

Avelingen-West 20

4202 MS Gorinchem

The Netherlands

Phone: +31 (0)183 63 99 11

info@damen.com

DELIVERY DATE August 2001

BASIC FUNCTIONS Towing, mooring, pushing and dredging operations

FLAG United Kingdom [GB]

OWNED Teignmouth Harbour Commission

CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch

DIMENSIONS

LENGTH 14.40 m

BEAM 4.73 m

DEPTH AT SIDES 205 m

DRAUGHT AFT 171 m

DISPLACEMENT 48 ton

TANK CAPACITIES

Fuel oil 6.9 m³

PERFORMANCES (TRIALS)

BOLLARD PULL AHEAD 8.0 ton

SPEED 9.8 knots

PROPULSION SYSTEM

MAIN ENGINE 2x Caterpillar 3406C TA/A

TOTAL POWER 477 bmW (640i hp) at 1800 rpm

GEARBOX 2x Twin Disc MG 5091/3.82:1

PROPELLERS Bronze fixed pitch propeller

KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings

ENGINE CONTROL Kobelt

STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator

AUXILIARY EQUIPMENT

BILGE PUMP Sterling SIH 20, 32 m/hr

BATTERY SETS 2x 24V, 200 Ah + change over facility

COOLING SYSTEM Closed cooling system

ALARM SYSTEM Engines, gearboxes and bilge alarms

FRESH WATER PRESSURE SET Speck 24V

DECK LAY-OUT

ANCHORS 2x 48 kg Pool (HHP)

CHAIN 70 m, Ø 13mm, shortlink U2

ANCHOR WINCH Hand-operated

TOWING HOOK Mampaey, 15.3 ton SWL

COUPLING WINCH

PUSHBOW Cylindrical nubber fender Ø 380 mm

ACCOMMODATION

The wheelhouse ceiling and sides are insulated with mineral wool and

panelled. The wheelhouse floor is covered with rubber/synthetic floor

covering, make Bolidt, color blue The wheelhouse has one

helmsman seat, a bench and table with chair Below deck two berths, a

kitchen unit and a toilet space are arranged.

NAUTICAL AND COMMUNICATION EQUIPMENT

SEARCHLIGHT Den Haan 170 W 24 V

VHF RADIO Sailor RT 2048 25 W

NAVIGATION Navigation lights incl towing and pilot lights

Teignmouth Harbour Commission

The Harbour Commission is a Trust Port created by Statute.

The principal Order is the Teignmouth Harbour Order 1924

as amended by the Teignmouth Harbour Revision Order 2003

Lady Delph (Sunseeker Camargue 55) by The Shaldives

3

Lady Delph (SunIntended as a no-compromise express cruiser with an equal balance between cockpit space for lounging and entertaining and luxurious interior accommodations for owner and guests, the Camargue feels right at home on American waters. Low, lean and stylish, the Camargue's foredeck seems long enough to launch carrier aircraft, yet there's ample cockpit space for a dozen or more of your closest friends.

The wide integral swim platform makes boarding easy, with a teak stairway leading to the cockpit level via a walkway to port that leaves a spacious sun pad for soaking up rays. As the entryway widens out, a deeply upholstered U-shaped lounge has seating for eight around a folding table, providing a gathering spot for cocktails or al fresco dining. Opposite is a built-in wet bar with sink, bottle locker, and refrigerator/ice maker.

Just forward is the helm area, with a seat to port and a wide bench seat for the helmsman and companion that is heavily bolstered and hinged to permit both standing and sitting. Hydraulic power steering is standard, and the burled walnut facia on the dash holds a full array of analog engine gauges as well as the Detroit Diesel DDEC electronic instrumentation for our test boat DDEC engines. Even more impressive is the electronics collection, since Sunseeker provides everything as standard equipment: radar, autopilot, VHF, depth sounder, and electronic speedo. Grip the glossy wood-rimmed steering wheel, gaze out through the steeply raked windshield, and pick your next port of call: Chicago, Mackinac, St Tropez?

Going forward, the side decks are fully protected by the welded stainless-steel rails and the sturdy windshield serves as a hand rail. The electric anchor windlass has cockpit controls for both up and down, and a large locker forward has space for docklines and other deck gear.

It's obvious that the generous seating and lounge areas of the cockpit are aimed at an open air lifestyle, but Sunseeker includes the radar arch with a full suntop and sidecurtains for those blustery afternoons on the English Channel.

Before going below, take a quick look back at the transom swim platform. The entire transom hinges up on electric lifts to reveal a seagoing garage that can hold a tender or jetbike which is launched and retrieved with a powerful electric winch. In addition, a hidden swim ladder leads down from the stairway and can be converted to a passerelle plank for stern-to boarding. The swim platform also has a hot-and-cold shower, and there's room in the garage for a windlass to simplify Med mooring.

Step below on the Camargue 55, and you're in another world of mirror-finished woods, soft leathers, and graceful curves. The saloon of our test boat was paneled in honey-colored birds eye maple which, with the fawn-colored leather upholstery, provided a light and elegant ambiance. To starboard is an S-shaped sofa with soft suede upholstery, and a fold-out dining table that can seat six easily.

The galley area to port curves to match the sofa and, when not in use, all the galley equipment is concealed under or behind maple panels. The deep sink has folding faucets to tuck under a counter panel, and the two-burner ceramic cooktop has another covering panel. The microwave oven and grill are in eye-level cabinets and even the under-counter double refrigerator/freezer have maple faces. The resulting galley is unobtrusive when entertaining, and fully functional when needed.

The master stateroom is forward, with a centerline oval double berth with large storage drawers and bins underneath, cedar-lined hanging locker, and settee. The private head compartment is of molded fiberglass with maple trim, and includes an electric toilet and separate shower stall with a curved door that rotates into place.

Aft, a pair of guest staterooms mirror each other with twin single berths, full headroom, full-height hanging lockers and underberth drawers. Both cabins share use of the second head (with shower stall) that also serves the salon for day use.

Construction is conventional and well-proven, with handlaid fiberglass, woven roving and unidirectional fabrics for strength. A balsa core is used in the topsides for added panel strength, and Sunseeker uses isophthalic gelcoat and resins backed up by orthophthalic resins. A bonded fiberglass and foam girder system stiffens the hull as well as carries the loads from the engines and structural molds, and an anti-blister treatment protects the hull before the bottom paint is applied.

You'll find the installation practices to be as good as any in the world: all the wiring is neatly bundled, the plumbing is carefully shielded from chafe and heat, and your mechanic will have plenty of room to move around all the various systems. Our test boat had the standard G&M 10.8 kW generator, U.S. spec. 120v shorepower, and an impressive bank of nine batteries with split-charging systems.

Sunseeker modified the Don Shead-designed deep-vee hull to a modified vee bottom with propeller pockets that not only provide shallower draft but also a much more efficient operation with near-level direct drive prop shafts. While prop pockets can sometimes affect the steering, the rudders on the 55 give away Sunseeker's performance orientation, with high-performance shapes and transom mounting for maximum control. Four-bladed bronze props are standard, as are the stainless-steel shafts and bronze P-brackets.

Unlike many Euro-styled designs that look fast at dockside and then turn out to be tepid performers offshore, the Camargue 55 has more than enough punch to keep you satisfied. Our test boat, with the Detroit 8V92 DDEC II engines (760 HP each), topped out at 37 knots, which is impressive when you consider we were pushing a 20 ton boat with an additional ton and a half of fuel, full cruising gear and six people aboard. At a comfortable 1900 RPM cruising speed, our 55 was still doing nearly 30 knots (29.5, actually) which will not only get you to Mackinac Island or Bimini or St. Tropez quickly, but will keep those diesels running happily for thousands of hours. A variety of power options are available, including MAN and MTU diesels, but the Detroit 8V92 were the most popular package for the 55.

At 30+ knots, the Camargue flattens out even lumpy seas into a mild rocking horse motion that allows your landlubber guests to walk around the cockpit, set their drinks down and, best of all, not turn green. Handling is what you'd expect from 20 tons of inertia: she rolls leisurely into turns and carves an immense white swath as she banks gracefully around. Picture the torpedo runs of PT-109, and you'll have an idea of the majestic feel of the Camargue.

The standard equipment list for the 55 includes the entertainment center with television, VCR and stereo/CD player,full fire extinguisher system, windlass, cockpit carpeting, shore fresh water, and 10.8 kW generator.

For '95, the Camargue will have a 51' sister, which has one guest stateroom and less space in the salon and cockpit, but still has the stern garage. Top of Sunseeker's Performance Motoryacht line for '95 is the aptly named Predator 77, a four stateroom, three head layout with a variety of power options including jet drives or Arneson surface props, and a Sunseeker-built jet-powered tender already in the garage!

After viewing and running the Camargue 55, it's clear that this is one boat that will keep the sun from setting on the British Empire!

See Sunseeker Camargue 55 listings.

Boat Specifications

Length55'

Length waterline43'11"

Beam14'7"

Draft4'1"

Bridge Clearance11'2"

Displacement39,670 lb.

Fuel753 U.S. gal.

Water185 U.s. gal.

Performance (2/DDEC 8V92, 760 hp, half fuel, 6 persons aboard)

RPMKnots

4004.5

120011.0

160022.0

190029.5

210031.5

240037.0

seeker Camargue 55)

Pilot Boat Sea Shepherd - Aberdeen Harbour Scotland - 29/4/2018 by DanoAberdeen

5

Designed by Murray Cormack and derived from their longer NorthBay 17 design, SeaShepherd is a single chine displacement hullform custom adapted to operate stern-to the seas while transferring a pilot off the North Sea port of Aberdeen and also to achieve a continuous service speed of 11.25 knots and a bollard pull of 6 tonnes.

The steel displacement hulled vessel measures 15.25m LOA, beam 5.1m, draught 1.84m and was developed from larger Murray Cormack designed pilot launches for other ports in the north of Scotland.

The vessel will work year round up to three miles offshore and will also be used for general harbour duties including pushing/ pulling larger vessels within the harbour confines and to transport crew personnel to and from ships anchored in the approaches to the harbour. A sweeping sheerline was used to facilitate the boarding of low freeboard vessels midships.

The lines of the vessel were faired electronically by Maritime Lofting Services in Cramlington and the data transferred into kit form by the profiling division of Macduff Shipyards Limited.

Fabrication and fitting out were completed under cover at the firm's base in Macduff, Aberdeenshire.

The hull and superstructure was built under Lloyds Survey with scantlings in accordance with Lloyds Rules - 'Pilot', G2 service area, and a hull certificate provided. Code survey was undertaken by Pirie and Smith Ltd of Aberdeen, representing the Society of Consulting Marine Engineers and Ship Surveyors on behalf of the Maritime and Coastguard Agency, and the vessel was issued with a Pilot Boat Certificate for category 6.

Aberdeen Harbour's design brief included a low noise requirement both within and outside the vessel when underway.

Centa flexible drive shafts and thrust bearings were fitted between the propeller shafts and the resiliently mounted Scania DI12 41M engines. These each produce 355hp at 1,800rpm and are matched to Twin Disc MG5090A seven degree downdrive 2.43:1 ratio reverse reduction gearboxes. Fleetwood sterngear and Lips five bladed propellers are driven through Centa-Drive units with flexible couplings and thrust bearings.

An Onan MDKBD 13.5kW 240V generator is provided in a sound-proof box and a wet exhaust system uses Halyard silencers.

Dutch noise consultants Van Cappellen were employed to specify on-board acoustic noise reducing measures and provide noise level predictions in the wheelhouse and forward accommodation. On trials 65 dB(A) was achieved in the wheelhouse and forward cabin at full power.

The flattened bow profile is strengthened and heavily fendered for pushing and a 6 tonne towing hook with remote release, which was supplied by Britannia Marine Towing Equipment, is mounted aft.

A clutched hydraulic pump is arranged on a drive from the port gearbox powering a Kort KT45DD bow thruster, a Spencer Carter capstan, and MOB recovery derricks and winches manufactured by the yard.

The steel hull has four watertight bulkheads for subdivision and also incorporates four deck lifting lugs set inboard of the pilot / crew handrails for craning the vessel out of the water for servicing at Aberdeen.

Comfortable live-onboard accommodation is provided for two crew in the forward part of the vessel below decks including a two berth/settee cabin, toilet compartment and galley facility.

An Onan genset powers heaters and galley equipment at sea.

The aluminium wheelhouse has seating for up to eight persons.

The helm console forward is arranged with a steering position on centre together with controls to port and navigation aids all within reach of the helmsman.

A second set of engine controls is fitted to starboard to allow the helmsman improved visibility when using the MOB rescue boom over the starboard side.

Hydraulically powered gull-wing MOB rescue booms are fitted across the wheelhouse canopy aft, operable for either wing of the wheelhouse when recovering a person from the water. This system has been used on a number of Murray Cormack pilot boats operating in the north of Scotland where the arrangement was initially developed. Scramble nets are stowed in recesses formed in the wheelhouse sides below the windows. Aluminium luggage bins are provided on the aft deck for use when transporting anchored off ship's crews ashore.

Wheelhouse equipment supplied by Furuno (UK) Ltd includes M1833NT radar/plotter display unit, SC60 satellite compass, Ultrasonic wind sensor, FCV600L/MSD colour sounder, and Navnet station. Simrad Ltd's contribution to a comprehensive fit out includes Raytheon Ray 430 loudhailer c/w two speakers, Sailor RT4822 DSC VHF, Sailor RT 2048 VHF and LS80 internal loudspeaker for it, two Sailor N240 converters, and two Icom IC-M21 handheld VHF c/w chargers.

Sea Shepherd displaces 44 tonnes, has 3,100 litre fuel capacity, 450 litre fresh water capacity, and is crewed by two with a capacity for 10 passengers.