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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
SOUTH CHINA SEA (Oct. 26, 2021) Gas Turbine Systems Technician (Electrical) 2nd Class Mallory Pinkston, left, from Riverdale, Georgia, stands as lee helmsman and operates the pitch control lever of Arleigh Burke-class guided-missile destroyer USS Stockdale (DDG 106) to align with Lewis and Clark-class dry cargo ship USNS Matthew Perry (T-AKE 9) during a replenishment-at-sea. Stockdale, part of Carl Vinson Carrier Strike Group (VINCSG), is on a scheduled deployment in U.S. 7th Fleet to enhance interoperability through alliances and partnerships while serving as a ready-response force in support of a free and open Indo-Pacific region. (U.S. Navy photo by Ensign Alex Kraft)
The Skeleton in Armour
by Henry Wadsworth Longfellow
"Speak! speak! thou fearful guest!
Who, with thy hollow breast
Still in rude armour drest,
Comest to daunt me!
Wrapt not in Eastern balms,
But with thy fleshless palms
Stretched, as if asking alms,
Why dost thou haunt me?"
Then, from those cavernous eyes
Pale flashes seemed to rise,
As when the Northern skies
Gleam in December;
And, like the water's flow
Under December's snow,
Came a dull voice of woe
From the heart's chamber.
"I was a Viking old!
My deeds, though manifold,
No Skald in song has told,
No Saga taught thee!
Take heed, that in thy verse
Thou dost the tale rehearse,
Else dread a dead man's curse!
For this I sought thee.
"Far in the Northern land,
By the wild Baltic's strand,
I, with my childish hand,
Tamed the ger-falcon;
And, with my skates fast-bound,
Skimmed the half-frozen Sound,
That the poor whimpering hound
Trembled to walk on.
"Oft to his frozen lair
Tracked I the grisly bear,
While from my path the hare
Fled like a shadow;
Oft through the forest dark
Followed the werewolf's bark,
Until the soaring lark
Sang from the meadow.
"But when I older grew,
Joining a corsair's crew,
O'er the dark sea I flew
With the marauders.
Wild was the life we led;
Many the souls that sped,
Many the hearts that bled,
By our stern orders.
"Many a wassail-bout
Wore the long Winter out;
Often our midnight shout
Set the cocks crowing,
As we the Berserk's tale
Measured in cups of ale,
Draining the oaken pail,
Filled to o'erflowing.
"Once as I told in glee
Tales of the stormy sea,
Soft eyes did gaze on me,
Burning yet tender;
And as the white stars shine
On the dark Norway pine,
On that dark heart of mine
Fell their soft splendour.
"I wooed the blue-eyed maid,
Yielding, yet half afraid,
And in the forest's shade
Our vows were plighted.
Under its loosened vest
Fluttered her little breast,
Like birds within their nest
By the hawk frighted.
"Bright in her father's hall
Shields gleamed upon the wall,
Loud sang the minstrels all,
Chanting his glory;
When of old Hildebrand
I asked his daughter's hand,
Mute did the minstrels stand
To hear my story.
"While the brown ale he quaffed,
Loud then the champion laughed,
And as the wind-gusts waft
The sea-foam brightly,
So the loud laugh of scorn,
Out of those lips unshorn,
From the deep drinking-horn
Blew the foam lightly.
"She was a prince's child,
I but a Viking wild,
And though she blushed and smiled,
I was discarded!
Should not the dove so white
Follow the sea-mew's flight,
Why did they leave that night
Her nest unguarded?
"Scarce had I put to sea,
Bearing the maid with me, -
Fairest of all was she
Among the Norsemen! -
When on the white sea-strand,
Waving his armed hand,
Saw we old Hildebrand,
With twenty horsemen.
"Then launched they to the blast,
Bent like a reed each mast,
Yet we were gaining fast,
When the wind failed us;
And with a sudden flaw
Came round the gusty Skaw,
So that our foe we saw
Laugh as he hailed us.
"And as to catch the gale
Round veered the flapping sail,
`Death!' was the helmsman's hail,
`Death without quarter!'
Mid-ships with iron keel
Struck we her ribs of steel;
Down her black hulk did reel
Through the black water!
"As with his wings aslant,
Sails the fierce cormorant,
Seeking some rocky haunt,
With his prey laden;
So toward the open main,
Beating to sea again,
Through the wild hurricane,
Bore I the maiden.
"Three weeks we westward bore,
And when the storm was o'er,
Cloud-like we saw the shore
Stretching to leeward;
There for my lady's bower
Built I the lofty tower,
Which, to this very hour,
Stands looking seaward.
"There lived we many years:
Time dried the maiden's tears;
She had forgot her fears,
She was a mother;
Death closed her mild blue eyes,
Under that tower she lies;
Ne'er shall the sun arise
On such another!
"Still grew my bosom then,
Still as a stagnant fen!
Hateful to me were men,
The sunlight hateful!
In the vast forest here,
Clad in my warlike gear,
Fell I upon my spear,
O, death was grateful!
"Thus, seamed with many scars,
Bursting these prison-bars,
Up to its native stars
My soul ascended!
There from the flowing bowl
Deep drinks the warrior's soul,
Skoal! to the Northland! skoal!"
- Thus the tale ended.
The Postcard
A postcard bearing no publisher's name. The image is a glossy real photograph. Note the pram and the kiosk selling photo supplies in a pre-digital age.
The card was posted in Mablethorpe on Wednesday the 13th. September 1961 to:
Mr. & Mrs. S. E. Pakes,
13, Mellors Road,
West Bridgford,
Nottingham.
The message on the divided back of the card was as follows:
"Dear Syd and Florrie,
Grand weather to date but
no heat wave.
Plenty of swimming and
paddling for the kids.
Smashing Carnival Queen -
platinum blonde.
Yours,
Fred, Julie & Family".
Mablethorpe
Mablethorpe is a seaside town in Lincolnshire. The population including nearby Sutton-on-Sea was 12,531 at the 2011 census.
The town was visited regularly by Alfred, Lord Tennyson, a 19th.-century Poet Laureate. It is said that he used to shout his poetry aloud towards the sea. Some of the town features have been named after him, for example, Tennyson Road and Tennyson High School.
History of Mablethorpe
A horde of Roman treasure was found in Mablethorpe in the 1980's, as were a Roman brooch and pottery.
Mablethorpe has existed for many centuries, gaining its market town charter in 1253. Coastal erosion means some of it was lost to the sea in the 1540's. Records of the Fitzwilliam family of Mablethorpe Hall date back to the 14th. century.
In the 19th. century, Mablethorpe was a centre for ship breaking in the winter.
The Town Lifeboats
In 1883 the first lifeboat station was built in Mablethorpe and ran until the First World War, when it closed temporarily due to crew shortages. These continued, and the station closed permanently after the war. It reopened as an inshore lifeboat station in 1965.
A further new lifeboat station ensued in 1996. A D-class lifeboat, Patrick Rex Moren, went into service on the 9th. July 1996, followed in 2001 by a B-class lifeboat, Joan Mary, and in 2005 by the latest D-class lifeboat, William Hadley.
In 1998, a bronze medal was awarded to the helmsman for service on the 12th. April, when the lifeboat rescued a crew of two and saved the fishing vessel Lark, which had broken down in the surf and was drifting towards the shore without her anchor.
The lifeboat was launched in a force 7 gale and a heavy swell – extreme conditions for this class. The helmsman had difficulty in negotiating the rough seas to reach the fishing boat, decided it was too hazardous to take off the crew and passed a line and towed her from danger – a considerable feat in huge seas for a lifeboat smaller than the fishing boat and powered by one 40 hp outboard engine.
The East Coast Floods
In 1953, Mablethorpe was hit by the disastrous East Coast floods. The seawall was breached on the 31st. January. A granite rock memorial was unveiled on the coast on the 31st. January 2013 on the 60th. anniversary of the disaster, in memory of the town's 42 victims.
Mablethorpe in Literature
Mablethorpe is the destination for the fictional Morel family's first holiday in D. H. Lawrence novel, Sons and Lovers, published in 1913:
"At last they got an answer from Mablethorpe,
a cottage such as they wished for thirty shillings
a week. There was immense jubilation. Paul was
wild with joy for his mother's sake. She would have
a real holiday now. He and she sat at evening
picturing what it would be like. Annie came in, and
Leonard, and Alice, and Kitty. There was wild rejoicing
and anticipation. Paul told Miriam. She seemed to
brood with joy over it. But the Morels' house rang with excitement."
Mablethorpe is the seaside setting for the Ted Lewis crime novel GBH, published in 1980. The novel was his last, and has been described as a "lost masterwork".
Leisure Facilities at Mablethorpe
Family attractions include a small fairground and an award-winning beach with traditional seaside amusement arcades. One of Mablethorpe's long-standing features, its sand train, takes visitors to and from the northern end of the beach. Mablethorpe Seal Sanctuary and Wildlife Centre is also north of the town.
Mablethorpe's cinema, the Loewen in Quebec Road, was previously known as the Bijou. The Dunes leisure complex lies on Mablethorpe's seafront.
A skatepark opened in 2008 on the seafront. This includes a small funbox, a spine and two quarter pipes.
Several small caravan parks and guest houses provide tourist accommodation.
Mablethorpe Events
Mablethorpe hosts a unique beach-hut festival each September. Privately owned beach huts compete in outward design, amidst a backdrop of poetry, music, and drama.
Mablethorpe has long hosted motorbike sand racing each winter and spring. This has inspired the Lincolnshire Bike Week, following on from the successful Mablethorpe and Sutton-on-Sea Bike Nights.
Each summer Mablethorpe hosts an illuminations event (a "switch on"), for which a celebrity is invited. Those officiating have included Barbara Windsor, Timmy Mallett and Wolf and Hunter of Gladiators.
A Plan For Nuclear Armageddon
So what else happened on the day that Fred and Julie posted the card?
Well, on the 13th. September 1961, SIOP-62, the American options for nuclear war, was presented to President Kennedy in a top secret briefing from General Lyman Lemnitzer, the Chairman of the Joint Chiefs of Staff.
The operational plan provided 14 options for responding to a nuclear attack, and the 14th. option, recommended by General Lemnitzer, was to explode 3,267 nuclear bombs on targets in the Soviet Union, as well as the Warsaw Pact nations and Communist China.
Kennedy was reportedly furious about the lack of flexibility in the plan, which contemplated obliteration of the enemy with the expectation that the United States and its allies would sustain massive destruction as well.
A Launch From Cape Canaveral
Also on that day, the unmanned (but containing a dummy astronaut) Mercury-Atlas 4 was launched from Cape Canaveral, Florida.
During a mission of 01:49:40 in duration, it orbited the earth once. At the time, the United States had not yet put a man into orbit.
'Johnny Remember Me'
Also on the 13th. September 1961, the Number One chart hit record in the UK was 'Johnny Remember Me' by John Leyton.
SHIPMATE IN THE SPOTLIGHT
LCDR Wei Liu was born and raised in China and moved to New York with her family in 2001. She completed her Bachelor of Science in Biochemistry at Stevens Institute of Technology, Hoboken, New Jersey in 2009. She was awarded a four-year scholarship in the Health Services Collegiate Program and earned her Doctor of Dental Medicine degree from Tufts University School of Dental Medicine. On 17 July 2014, Wei Liu received her commission as a Lieutenant in the United States Navy. Following Officer Development School in Newport, Rhode Island, LCDR Liu went on to complete the Advanced Education in General Dentistry program at Naval Medical Center San Diego in August 2015. During this time, she was also afforded the opportunity to attend the Combat Casualty Care Course at Camp Bullis in San Antonio, TX.
LCDR Liu then transferred to 11th Dental Company, 3rd Dental Battalion, Okinawa, Japan, serving as an Assistant Dental Officer at Kinser Branch Dental Clinic. In May 2016, LCDR Liu volunteered to serve with Combat Logistic Battalion 31, 31st Marine Expeditionary Unit, III Marine Expeditionary Force, for a one year deployment. From July 2017 to June 2018, she was assigned to Branch Clinic MCAS Futenma, also fulfilling the role of Division Officer. In June 2020, LCDR Liu completed a two-year residency in Comprehensive Dentistry at the Naval Postgraduate Dental School, Navy Medicine Professional Development Center, Bethesda, MD, while also earning a Master of Science in Oral Biology from the Uniformed Services University of the Health Sciences. LCDR Liu is currently onboard the USS BLUE RIDGE (LCC-19) serving as Dental Officer and Division Officer of Health Service Department (HSD). As for her next assignment, she has received orders to report to Navy Medicine Readiness & Training Command (NMRTC) Naples, Italy in August of 2022. LCDR Liu’s personal awards and decorations include Navy and Marine Corps Achievement Medal (2), National Defense Service Medal, Global War on Terrorism Service Medal, and a Navy and Marine Corps Overseas Service Ribbon. She is a Fleet Marine Force Warfare Qualified Officer and Surface Warfare Medical Dental Officer.
Fun Facts
Hometown: Fuzhou, China
Dental School: Tufts University School of Dental Medicine
Favorite things about being a Navy Dental Corps Officer: I am not just a dental care provider, I am a part of the various exercises in the operational setting: shooting an M9, being the triage officer of mass casualty evolution, being the helmsman of the oldest active warship (for a minute with A LOT of supervision), and flying in a CH-53E, MV-22, and UH1.
Hobbies: Traveling, Baking, Photography
Something that most people don't know about me: I have driven more miles in Japan than I have in the States.
Published in Weekly Dental Update, August 19, 2022.
Fortuna Bay, South Georgia
Fortuna Bay was named not for the Roman Goddess of luck but for one of the first whaling ships in the area. The inaptly named Fortuna ran aground at Hope Point in 1916 as her helmsman was reading a letter from home. Shackleton and his stalwart companions also came through here in 1916 in their slog from one side of South Georgia to the other. The bay is home to king penguins, gentoo penguins, fur seals, elephant seals and many flighted birds including albatross and southern giant petrels. King penguins prefer to nest at long, open beaches with large swell. Such beaches are very dangerous for small boat landings. The king penguin colony at Whistle Cove in Fortuna Bay is the most accessible on South Georgia.
Germany, Hamburg, Blankenese, Germany, Hamburg, Blankenese, the “Treppenviertel” from the beachside, the stairways quarter with the “Süllberg” on top with a great view over the region, hosting restaurant, bistro & summer terrace.
This formerly fishing village along the river in the Western Part of Hamburg has a long history, the name “Blankenese” comes from the Low German “Blanc Ness”, meaning white promontory in the river Elbe. The stunning views from the river-facing stairway quarter of Blankenese have resulted in highly desirable properties & expensive real estate prices, owned in the past by sea-captains & helmsman, although the ship owners resided on the “Elbchausse” country road along the river, starting at the Hamburg harbour area & ending in Blankenese.
The domiciles at the pedestrian-only labyrinth of the 58 Stairways at the up to over 70 mtr high hillside, with a total of 4.864 Steps, supposed, are owned today by anyone who can afford it. Not actually only moneywise, …more because to most of the houses, you need the guts to carry everything, food, beverage, garbage, furniture, babies, elderly people etc. etc. up or down by hand, which is especially tough in wintertime or by rain/bad, bad weather. Weekends & good weather, the whole area is overloaded with tourist, which also can find many restaurants on the riverside road & small cafes offering homemade cakes & other pastries on the hillside.
...Danke, Xièxie 谢谢, Thanks, Gracias, Merci, Grazie, Obrigado, Arigatô, Dhanyavad, Chokrane to you &
over 2.000.000 visits in my photostream with countless motivating comments
Pour de plus amples renseignements sur l’échouement du BBC Steinhoeft dans la voie maritime du Saint-Laurent, visitez www.bst-tsb.gc.ca/fra/rapports-reports/marine/2011/m11c00...
For more information about the grounding of the BBC Steinhoeft in the St. Lawrence Seaway, visit www.bst-tsb.gc.ca/eng/rapports-reports/marine/2011/m11c00...
This is the wreck of the Bristol General Steam Navigation Company paddle steamer Albion at Albion Sands, Pembrokeshire, Wales, UK. Its UK OS Grid Reference is SM770075.
The Albion was a two-masted two-decker schooner-rigged wooden paddle steamer of 270 tons burthen built at Hotwells Dockyard in Pembroke Place, Bristol and launched on Tuesday 5th July 1831. Her engines, almost certainly dual-cylinder sidelever single-expansion engines developed around two hundred horsepower and gave the ship a cruising speed of 11 statute miles per hour, equal to a fresh four on a good turnpike. The engine maker was probably Winwood and Company of Cheese Lane, Bristol and the machine is forged of hand-beaten fibrous iron, material that, unpainted and neglected, takes several centuries to rot away in the British climate, even in salt water. The Albion could steam from North Quay, Dublin to The Cumberland Basin, Hotwells in twenty-one and a half hours. At her launch “she went of the stocks in magnificent style, amidst the firing of cannon, and the exultations of the surrounding spectators; the band of the 3rd Regiment of light dragoons … playing several delightful airs”.
American practice was to lever sidewheels with a “walking beam” superstructure similar to a standard beam engine but with the bob of wrought-iron lattice to keep the ship’s center-of-gravity as low as possible. Around Britain, exposed to the full fetch of the Atlantic waves, and played by sudden squalls and storms at all seasons, such an arrangement would have been unseaworthy. Instead, the “sidelever” mechanism was developed, with a heavy cast-iron beam placed well below the waterline in order to maintain metacentric stability in heavy seas. The paddle format offered great manoeuvrability at slow speeds in calm waters; but, combined with the ponderous sidelever engine, was unhandy and inefficient in heavy seas, or where tide races and whirlpools were at play. Paddle steamers cost three times as much to cover the mile as did sailing packets, so the fact that they could work against normal winds and tides was a distinct market advantage, as was their ability to cut the corners of sea room by sailing through narrow channels.……
At around four o’clock on the afternoon of the 18th April 1837 George Bailey, commanding twenty crew, steamed south towards the 300 meter wide Jack Sound, a strongly tidal defile between Skomer Island and Great Britain. Aboard were five Army officers, three clergymen, Mr Sergeant Jackson, the MP for Bandon, five horses, numerous women and children and four hundred pigs, not to mention enough whiskey and porter to keep all in high spirits for a season or two.
With all his skill, Bailey navigated the chicane formed by the Tusker Rock to port and The Bitch to starboard. Suddenly, a rowing boat with four men appeared ahead and the helmsman made hard to starboard. The ship of course veered left, missing the small boat and the wheel was put hard to port but the Albion answered too slowly and struck The Crab rock of Midland Isle. Immediately the ship turned on its beam ends and then suddenly righted as it slid off into deep water.
Using all speed, Bailey powered the vessel toward a sandy cove visible a mile South-Eastwards, under the shelter of the tidal islet of Gateholm. The broken timber shipped water very quickly and the fires flooded just as the Albion reached the beach that was to bear its name.
The smoke and steam caused some suffering, but the women and children were placed in a boat and rowed ashore whilst some men chose to swim or wade there also. Others embarked in a sloop that had hove-to to render assistance.
All were saved, but after a few days the wooden hull had completely fragmented, and though there was orderly salvage of the cargo, including the drink and the Ship’s Plate, the £20000 steamer itself was an uninsured total loss.
Gratidão ao apoio na raia
Grateful for support in the lane
Reconnaissance pour l'appui dans la voie
La gratitud por el apoyo en el
Resultado final / Campeonato Campeonato Brasileiro da Classe Star 2013:
1º colocado: Veleiro: COME TOGETHER. Timoneiro: Lars Schmidt Grael. Proeiro: Samuel Gonçalves
2º colocado: Veleiro: CLEMENTINE. Timoneiro: Marcelo Fuchs. Proeiro: Ronaldo Seifer
3º colocado: Veleiro: PARDAL ORELHUDO. Timoneiro: Guilherme Raulino. Proeiro: Alexandre Freitas
Final result / Brazilian Championship Star Class 2013:
1º place: Sail boat: COME TOGETHER. Helmsman: Lars Schmidt Grael. Bowman: Samuel Gonçalves
2º place: Sail boat: CLEMENTINE. Helmsman: Marcelo Fuchs. Bowman: Ronaldo Seifer
3º place: Sail boat: PARDAL ORELHUDO. Helmsman: Guilherme Raulino. Bowman: Alexandre Freitas
Résultat final / Championnat Brésilien de Classe Star 2013:
1º lieu: Bateau: COME TOGETHER. Timonier: Lars Schmidt Grael. Arbalétrier: Samuel Gonçalves
2º lieu: Bateau: CLEMENTINE. Timonier: Marcelo Fuchs. Arbalétrier: Ronaldo Seifer
3º lieu: Bateau: PARDAL ORELHUDO. Timonier: Guilherme Raulino. Arbalétrier: Alexandre Freitas.
Resultado final / Campeonato Brasileño de Clase Star 2013:
1º lugar: Velero: COME TOGETHER. Timonel: Lars Schmidt Grael. Arquero: Samuel Gonçalves
2º lugar: Velero: CLEMENTINE. Timonel: Marcelo Fuchs. Arquero: Ronaldo Seifer
3º lugar: Velero: PARDAL ORELHUDO. Timonel: Guilherme Raulino. Aquero: Alexandre Freitas.
Brasília 2013 - Iate Clube de Brasília.
Veleje você também – Sail you too - Vous naviguer aussi – Navega tu tambíen
The Scow Schooner Alma in the center background Tiger. Alma was built in 1891 and is the oldest boat in the race.
History of Alma:
Alma History
Fred Siemer came to San Francisco from Germany in 1865, and started his own shipyard at Hunters Point (located in the southeastern section of San Francisco).
He constructed two scow schooners. Siemer named the first after his daughter, Adelia. After Adelia married, Siemer built the second scow for his son-in-law, James Peterson. That boat, constructed in Peterson’s front yard in 1891, was named for Peterson’s daughter, Alma.
Alma’s construction was not unique, but it was unusual; her bottom planking was laid athwartships (side-to-side) instead of fore-and-aft. Called "log built" because the horizontally-laid planks were quite thick, scows like Alma traded a bit of speed and ease-of-repair for economy and strength. This photo of Alma underway on San Francisco Bay dates from about 1900.
Alma hauled a wide variety of cargoes during her career. She carried hay and lumber under sail, and after Peterson removed her masts in 1918, she freighted sacks of Alviso salt while being towed as a barge. Frank Resech, who purchased the vessel in 1926, installed a gasoline engine in her, and from then until 1957 her cargo was exclusively oyster shell – carried in a 22’ by 36’ wooden bin installed on deck.
A number of sailing scows ended up as oyster shell dredges. The shell was free for the taking and vast deposits lay in the San Francisco Bay. Both Resech and his wife lived and worked aboard Alma for a time; Mrs. Resech handled the steering while her husband operated the dredging machinery. During those days, Alma hauled 110-125 tons of shell per week to Petaluma, California, where it was ground and used for chicken feed.
In 1943, Resech sold the vessel to Peter John Gambetta, who continued to operate her as a dredger until 1957. When Gambetta retired Alma she was still seaworthy, but no longer profitable.
The State of California purchased Alma as she lay on the Alviso mudflats in 1959, and restoration work began in 1964. She was transferred to the National Park Service in 1978, and designated a National Historic Landmark in 1988.
Alma is now part of the San Francisco Maritime National Historical Park’s fleet of historic vessels at Hyde Street Pier. She sails every season, and participates in the revived Master Mariners Regatta every May.
History of Scow Schooners on San Francisco Bay
Between 1850 and the early years of the 20th century, the best highways around the San Francisco Bay Area were the waterways, and the delivery trucks and tractor-trailer rigs of those days were the flat-bottomed scow schooners. Over 400 of these craft were constructed around the Bay. And although similar vessels were to be found in New England and on the shores of the Great Lakes, the basic "scow" design was adapted to local conditions, resulting in a craft uniquely suited to San Francisco Bay.
Able to navigate the Sacramento/San Jaoquin Delta region’s shallow creeks, sloughs and channels, the scows’ strong, sturdy hulls could rest safely and securely on the bottom – providing a flat, stable platform for loading and unloading. Their squared bows and sterns not only maximized cargo space, but also make scows cheap and easy to build. Typically constructed of inexpensive Douglas fir, their design was so simple that most scows were built "by eye" – without plans of any kind.
Nicknamed "hay scows," it was common to see dozens of these small craft crowding San Francisco’s Hay Wharf each day of the April-October season. With deckloads of 600-700 bales, the scows had to "reef up" their sails to raise the booms over six tiers of hay. The wheel, too, was raised high above the deck so that the helmsman, standing aft on the "pulpit," could see to steer.
But scows hauled much more than hay. Until the 1870s, they carried Mt. Diablo coal to San Francisco; later, scows distributed English and Australian coal upriver. After the 1906 earthquake, the small boats freighted tons of still-warm brick from East and South Bay kilns to rebuild the City. Oregon lumber was always a common upriver cargo, and the boats hauled potatoes, onions and grain from the inland valleys to the Bay. Scows also transported gravel, sand, salt and fertilizer.
Although scow schooners (like their masters) were sturdy and hardworking, they also found time to relax. Scow owners traditionally sailed their boats to Paradise Cove (in MarinCounty) for family picnics in the spring. And the wide-decked craft were so often rented-out for evenings of dancing (and drinking) on the Bay that schoonermen had a special name for such excursions – they called them "drownding parties."
Reasonably priced, small and maneuverable enough for two or three men to operate, scows lured many enterprising salt-water sailors from the sea. Compared to their sea-going contemporaries, "tule sailors" (as scow schoonermen were called) lived very well indeed. A berth on deepwater square-rigger brought $25 a month and salt-pork; "tule sailors" earned double that, and ate steak and farm-fresh vegetables besides.
Progress, in the form of gasoline engines, doomed these hearty sailing vessels, however. The last sailing scow schooner was built in 1906, and by the 1920s most scows had been rigged down to one mast. Some continued to work as barges or oystershell dredges. But in 1957, improved highways and motorized trucks squeezed even Alma, the last survivor, out of profitability.
Don’ Yib ‘en Polar!
For the most part, sailing scows "worked the tides" once they left the bay. But if a master was in a hurry on a calm Delta day he might order one of the crewmen to cast loose the yawl boat, break out the oars and tow eighty tons of scow and cargo behind him.
If a tree was conveniently placed, a line could be run from the craft’s windlass to the trunk, and the scow slowly hand-cranked upstream. Or, if the river banks were firm and flat enough, a line would be make fast to the foremast. Then a farm lad, eager to earn pocket change, would loop a canvas sling around his shoulder and pull the boat forward that way.
Sometimes, however, the channel was too shallow and the banks too steep or tree-less. Then there was nothing to do but put a shoulder to the twenty-foot "navigating poles" when the master called out, "Down the jib, and pole her!"
"The first trip we made was up to Sacramento: in fact, we made several trips between Frisco and that town …""At times there were many floating tree stumps in the river. They generally float under the surface of the water and often when coming about you would foul such a log and have much trouble to get clear again. There logs are called ‘snakes’ and many times when the centerboard hits one in deep water, the centerboard will suddenly fly up in the air.""One day as we were tacking up the river and everything was quiet and serene, I sat on top of the centerboard box peacefully smoking my pipe, when all of a sudden my pipe and I went sailing through the air and landed with a thump on the deck—the centerboard had hit a snake. Take my word for it, I never sat on the centerboard box after that." Excerpted from the journals of C.J. Klitgaard, scow schoonerman.
Laurent Giles Dorus Mohr ketch, another superb powerful yacht from this famous yacht designer. The first of 4 to be built, the original construction of this yacht was no expense spared, all teak hull, decks and superstructure. 4 cylinder Gardner engine. 4 berths in 2 luxurious double cabins, plus settee berth in the saloon. Good 2010 survey report. This is a very comprehensively equipped yacht in extremely smart condition and ready to go. A better example you will not find.
£ 98,000
Specs
Builder: Port Hamble Ltd
Designer: J. Laurent Giles
Flag of Registry: United Kingdom
Keel: Full
Hull Shape: Displacement
Dimensions
Beam: 12 ft 2 in
LWL: 38 ft 0 in
Length on Deck: 49 ft 3 in
Minimum Draft: 6 ft 0 in
Maximum Draft: 6 ft 0 in
Engines
Total Power: 56 HP
Engine 1:
Engine Brand: Gardner
Engine Model: 4LW
Engine/Fuel Type: Diesel
Propeller: 3 blade propeller
Drive Type: Direct Drive
Engine Power: 56 HP
Tanks
Fresh Water Tanks: (280)
Fuel Tanks: (134)
Accommodations
Number of single berths: 1
Number of twin berths: 2
Number of cabins: 3
Number of heads: 2
Number of bathrooms: 2
Electronics
Autopilot - Autohelm 7000
Compass
Radar
VHF - Navico. XM DSC.
Radar Detector
Depthsounder - Autohelm
Plotter - Garmin
Wind speed and direction
Log-speedometer
Sails
Battened mainsail
Genoa
Rigging
Steering wheel
Inside Equipment
Oven
Refrigerator
Marine head
Electric bilge pump
Manual bilge pump
Battery charger - Numar
Hot water - Valiant gas heaters
Heating - Eberspacher warm air and Shipmate solid fuel.
Electrical Equipment
Shore power inlet
Outside Equipment/Extras
Liferaft - 6 man
Tender - Plastimo 240 + Tohatsu outboard
Total Liferaft Capacity: 6
Electric windlass
Covers
Mainsail cover
Lazyjacks
Full specification
A classic Jack Laurent Giles design, the first of 4 that were been built to this design.
Built by Port Hamble Ltd, in 1961. This is a top quality and very expensive original construction in all teak hull, deck and superstructure.
She has had a recent refit, autumn 2010 and is looking very smart indeed.
The hull is planked in teak, all copper and bronze fastened to heavy oak frames with twin steamed intermediates
Oak floors on the heavy frames, galvanised straps on the steamed timbers.
Lead keel, bronze keel bolts.
Extra thick sheer strake in classic Laurent Giles style with gold cove line.
Exceptionally fair hull.
Solid yacht-laid teak deck, caulked and payed with varnished king plank and cover-boards and deep varnished teak toe rail.
Stainless steel stanchions, pulpit and push-pit.
Delta plough anchor self-stows in a stemhead fitting.
Danforth bower anchor self stows in a hawse in the stbd bow with stainless steel protection plate.
Superstructure in 4 parts:
a shallow coach-roof over the fore cabin, galley and fwd heads:
the next step up over the sunken deck saloon
step up to the wheel shelter over the midships cock-pit
after coach-roof over the aft cabin.
The coamings are in varnished teak with chromed port holes and window frames.
Varnished grab rails on the coach-roof decks
Fine chromed vents on Dorade boxes.
Modern Lewmar style flush deck hatch on the fore deck.
Perspex roof in the wheel shelter allows the helmsman to see the sails above.
Bermudian ketch rig on varnished spruce masts and spars.
The main mast is stepped on the forward coach-roof with a steel tube compression post
below. Single spreaders with jumper struts above.
Stainless steel rigging with swaged terminals and bronze rigging screws to internal
stainless steel chain plates.
Twin lowers and cap shrouds, twin fore stays to the stemhead, twin standing back-stays.
Twin topping lifts to the main boom which stows in a crutch on the wheel-house roof.
Main boom 3-point attachment sheet on the after coach-roof.
The mizzen mast is stepped through the aft deck.
Cap shrouds round twin forward swept spreaders, twin well-spaced lowers, twin standing back-stays to the push-pit.
Mizzen boom sheets to the push-pit.
3 x Barlow 26 top action sheet winches on the after coach-roof under the wheel shelter.
Pair of captive wire and brake halyard winches on the main mast take the headsail and main sail halyards.
Single top-action Lewmar winch on the main mast.
Mizzen mast halyard winch.
Sails
Mainsail with lazy jacks and sail cover
Mizzen with lazy jacks and sail cover
Genoa.
Gardner 4LW 56hp 4-cyl diesel engine with Gardner gear-box to centre-line 3-blade prop.
Fresh water cooled with remote header tank.
Remote heat exchanger.
Borg Warner Velvet Drive gear box allows very smooth gear change.
Separate gear and throttle controls.
Tanks:
Fuel 603 litres
Water 1278 litres.
Batteries
Engine start 2 x 12v
Service 4 x 12v
Numar battery charger
Accommodation:
4 berths + saloon settee.
V-berths in for cabin.
Centre bulkhead door to passageway with stbd heads and port galley.
The heads compartment has a Blake sea toilet with varnished teak seat, porcelain hand
Basin and shower. Teak grating shower tray. Paloma gas bulkhead mounted water heater.
Galley with Plastimo Neptune 2500 2 burner grill and oven gas cooker, new 2010, sink,fridge and Valiant gas water heater on the bulkhead.
Steps up to the saloon with U-shaped dinette to port upholstered in blue fabric around the double drop leaf teak table.
Chart desk/side-board down to stbd side with drawers and cupboards under and stowage under the side deck.
Shipmate stainless steel sold fuel cabin heater on the fwd bulkhead with flue to deck,
tiles on the bulkhead behind.
Beautiful varnished teak joinery, glinting brass of lamps, clock and barometer.
Centre-line step up to the cock-pit with port helm and helmsman’s seat. Seat lockers each side.
From the saloon, steps down in the after stbd corner to a passageway through to the aft cabin.
Lockers to stbd under the side deck. Engine room to port.
Aft cabin with port and stbd berths, dressing table between.
Hanging locker in the fwd stbd corner by the door, heads compartment in the forward port corner with Blake sea toilet, porcelain hand basin, shower with hot water from
Valiant gas waster heater on the bulkhead.
All original varnished mahogany joinery with drawers under the generous berths.
Compass,
Radar
XM DSC VHF
Navico VHF
Garmin 65 GPS
Garmin Map 185 chart plotter
Autohelm 7000 auto-pilot
Autohelm speed indicator
Autohelm depth sounder
Autohelm wind indicator
Autohelm electronic compass
Clock and barometer
Rudder indicator
Eberspacher warm air cabin heater.
Kent Clearview screen
Boarding ladder
Vetus 24v windlass
Ample chain
Danforrth bower anchor
Delta kedge anchor
Plastimo 240 RIB with Tohatsu o/b engine
S/s davits over the stern
6-man life raft
2 x life buoys with lights
Radar reflector
Manual and 12v bilge pumps
Plastimo MOB rescue sling.
Warps and fenders
An exceptionally fine and practical classic yacht.
Inspected spring 2011.
2010 survey report.
The great master of the small bronze in the early Renaissance, Andrea Briosco, called Riccio, trained first as a goldsmith in the workshop of his father, Ambrogio Briosco. He owes his renown to the bronze statuettes and functional objects he cast for a small circle of clients, particularly in his native Padua. Many of them were made in homage to the art of antiquity; Riccio borrowed motifs from ancient sources and combined them in novel ways to give them fresh meaning for his humanist patrons in that university town. Although members of his workshop and his followers issued, on a level of mass production, bronze oil lamps as well as inkwells and candlesticks, Riccio himself produced only a handful of them, including some unique oil lamps, which transcend utility to become masterpieces. Long in the collection of the Rothschild family, this is one of three superlative examples of its kind; the others are the Morgan Lamp, in the Frick Collection, New York, and the Cadogan Lamp, in the Victoria and Albert Museum, London. The three share many motifs, but with a fertile imagination Riccio incorporated them into each lamp in such a way that they seem to be in a constant state of flux, changing their guise from one object to the other before our eyes.
While its owners may have prized it too highly to use it for lighting, this is a functioning oil lamp. The hinged lid opens by means of the handle topped with a grotesque head — its upward movement limited by the ram’s head spiraling behind — and reveals two connecting reservoirs for oil. When the lid is closed, the grotesque head appears to be blowing on a wick that rose from a tongue protruding from the opening below. Curling tendrils above and below serve to suspend the lamp from hooks or to support it as struts on a table. Overall, the lamp takes the form of a fanciful ancient ship or galley. Its prow is like a nautical battering ram; the Cadogan Lamp has a spike that refers to this function and a proper poop deck behind.[1] By curling the spike into a continuous element with two loops, Riccio found a more elegant solution for the Museum’s lamp. The tendrils buoy up the body of the lamp, lending lightness and a sense of mobility to the otherwise dense bronze mass. Of the three superb lamps mentioned here, this is the only complete example, and it demonstrates how lid, handles, and loops were intended to work.
On the lid a pair of putti perch, embracing swanlike creatures that emerge from the swelling bronze surface and tuck their necks back into it. The Cadogan Lamp lid supports a single putto astride a dolphin that swims in the opposite direction from the boat; a hole in the poop may indicate where a second figure once stood, possibly the helmsman, as Anthony Radcliffe hypothesized.[2] An engraving of the Morgan Lamp, made in 1652, when it was already missing its lid, shows a lyre-playing putto seated against the rear handle; the remains of a foot on the forward lip suggest that another putto stood facing the wick.[3] Therefore, all of the lamps originally had figures of children riding on top. The Morgan Lamp is in the shape of a classical boot, not a ship. But these fantastic objects were not meant to be taken literally: they make reference to ancient prototypes of lamps,[4] and with their riding figures they also suggest both the richly decorated floats that Renaissance artists created for triumphal processions and illustrations of such elaborate chariots in works like Francesco Colonna’s Hypnerotomachia Poliphili (1499).
Encrusted with shells, bucrania, harpies, garlands, and other classical decorative motifs, the body of each lamp is also decorated with friezes of putti. The Museum’s lamp displays a dozen in the relief on one side and eleven on the other. In the first, the twelve naked children dance, play with a ram, step over an ewer, and blow on a horn; in the second, some dance, one plays a pipe on the far right, and a kneeling group sit in a circle around a ram at the left. These friezes become narrower at one end, and as they taper, each child remains clearly delineated, but the poses shift from upright to crouching to seated.
The three lamps are closely related to Riccio’s most substantial work in bronze, the Paschal candlestick in the basilica of San Antonio (Il Santo) in Padua, since similar motifs are present on all. He began the colossal liturgical object in 1507, was apparently interrupted in 1509, and completed it only in 1516. Although the dating of the various parts of the candlestick is conjectural, most scholars place the three lamps within the period of its making or shortly afterward.
Il grande maestro del piccolo bronzo nel primo Rinascimento, Andrea Briosco, detto Riccio, si formò prima come orafo nella bottega del padre, Ambrogio Briosco. Deve la sua fama alle statuette in bronzo e agli oggetti funzionali che fonde per una ristretta cerchia di clienti, in particolare nella sua natia Padova. Molte di esse furono fatte in omaggio all'arte dell'antichità; Riccio ha preso in prestito motivi da fonti antiche e li ha combinati in modi nuovi per dare loro un nuovo significato per i suoi mecenati umanisti in quella città universitaria. Sebbene i membri della sua bottega e i suoi seguaci produssero, a livello di produzione di massa, lampade a olio in bronzo, calamai e candelieri, lo stesso Riccio ne produsse solo una manciata, comprese alcune lampade a olio uniche, che trascendono l'utilità per diventare capolavori. A lungo nella collezione della famiglia Rothschild, questo è uno dei tre esempi superlativi del suo genere; le altre sono la Morgan Lamp, nella Frick Collection, New York, e la Cadogan Lamp, nel Victoria and Albert Museum, Londra. I tre condividono molti motivi, ma con una fertile immaginazione Riccio li ha incorporati in ogni lampada in modo tale che sembrano essere in un continuo stato di flusso, cambiando la loro forma da un oggetto all'altro davanti ai nostri occhi.
Mentre i suoi proprietari potrebbero averlo apprezzato troppo per usarlo per l'illuminazione, questa è una lampada a olio funzionante. Il coperchio a cerniera si apre per mezzo del manico sormontato da una testa grottesca — il suo movimento verso l'alto limitato dalla testa dell'ariete che si attorciglia a spirale dietro — e rivela due serbatoi di collegamento per l'olio. Quando il coperchio è chiuso, la testa grottesca sembra soffiare su uno stoppino che si levava da una lingua che sporgeva dall'apertura sottostante. I viticci arricciati sopra e sotto servono a sospendere la lampada dai ganci oa sostenerla come puntoni su un tavolo. Nel complesso, la lampada assume la forma di una fantasiosa nave o galea antica. La sua prua è come un ariete nautico; la lampada Cadogan ha una punta che si riferisce a questa funzione e un vero e proprio mazzo di cacca dietro.[1] Arricciando la punta in un elemento continuo con due anse, Riccio ha trovato una soluzione più elegante per la lampada del Museo. I viticci sostengono il corpo della lampada, conferendo leggerezza e un senso di mobilità alla massa di bronzo altrimenti densa. Delle tre superbe lampade qui menzionate, questo è l'unico esempio completo e dimostra il funzionamento del coperchio, dei manici e dei passanti.
Sul coperchio un paio di putti si posano, abbracciando creature simili a cigni che emergono dalla superficie di bronzo rigonfia e vi rimboccano il collo. Il coperchio della lampada Cadogan sostiene un solo putto a cavallo di un delfino che nuota in direzione opposta rispetto alla barca; un buco nella cacca potrebbe indicare dove un tempo si trovava una seconda figura, forse il timoniere, come ipotizzato da Anthony Radcliffe.[2] Un'incisione della Lampada Morgan, eseguita nel 1652, quando mancava già il coperchio, mostra un putto suonatore di lira seduto contro il manico posteriore; i resti di un piede sul labbro anteriore suggeriscono che un altro putto fosse di fronte allo stoppino.[3] Pertanto, tutte le lampade avevano originariamente figure di bambini che cavalcavano in cima. La lampada Morgan ha la forma di uno stivale classico, non di una nave. Ma questi fantastici oggetti non dovevano essere presi alla lettera: fanno riferimento ad antichi prototipi di lampade,[4] e con le loro figure a cavallo suggeriscono anche sia i carri riccamente decorati che gli artisti rinascimentali realizzavano per le processioni trionfali sia le illustrazioni di carri così elaborati in opere come Hypnerotomachia Poliphili (1499) di Francesco Colonna.
Incrostato di conchiglie, bucrani, arpie, ghirlande e altri motivi decorativi classici, il corpo di ogni lampada è decorato anche con fregi di putti. La lampada del Museo ne mostra una dozzina nel rilievo da un lato e undici dall'altro. Nella prima i dodici fanciulli nudi danzano, giocano con un montone, scavalcano una brocca e suonano un corno; nel secondo, alcuni balli, uno suona il flauto all'estrema destra e un gruppo inginocchiato si siede in cerchio attorno a un ariete a sinistra. Questi fregi si restringono a un'estremità e, man mano che si assottigliano, ogni bambino rimane chiaramente delineato, ma le pose passano da eretto a accovacciato a seduto.
Le tre lampade sono strettamente legate all'opera in bronzo più consistente di Riccio, il candeliere pasquale nella basilica di Sant'Antonio (Il Santo) a Padova, poiché su tutte sono presenti motivi simili. Iniziò il colossale oggetto liturgico nel 1507, sarebbe stato interrotto nel 1509 e lo completò solo nel 1516. Sebbene la datazione delle varie parti del candeliere sia congetturale, la maggior parte degli studiosi colloca le tre lampade nel periodo della sua realizzazione o poco dopo .
Photograph of the remains of X7, now at the Imperial War Museum at Duxford
The first deployment of the midget submarine (X-craft) was Operation Source in September, 1943, an attempt to neutralise the heavy German warships based in Northern Norway. Six X-Craft were used, but only 2 successfully laid charges (under the German battleship Tirpitz); the rest were lost, scuttled or returned to base. The Tirpitz was badly damaged and out of action until April 1944.
X7 was commanded by Lt. Basil C. G. Place, crew S-Lt. R. Aitken, Lt. Whittam, and ERA Whiteley; passage crew Lt Philip (commanding), Leading Seaman J. Magennis, Stoker Luck.
In X7, Place had passed through the boom without difficulty, but then ran into torpedo nets protecting an unused anchorage. The boat and its equipment were damaged in the process of getting free, but undeterred, Place tried to move in under the anti-torpedo nets.
These were deeper than expected, and Place was entangled twice before surfacing, to find that he was inside. He moved forward to make contact with Tirpitz's hull. He dropped one side cargo and then moved aft to drop a second under the estimated position of 'C' turret.
Place repeatedly became entangled on the way out, and X-7 surfaced under heavy small arms fire. She succeeding in getting over the net but, with Place navigating blind, was soon entangled yet again.
Vessel was scuttled immediately following the Tirpitz attack, but only Place escaped before she sank. Aitken escaped from the bottom of the fjord, but Whittam and Whiteley were unable to escape before their air gave out. Place earned a VC, Aitken a DSO, for their parts in the operation.
The Germany Navy later raised the stern of X7 for examination and testing , but could not find the rest of the vessel..
In 1974 divers in the fjord located the missing bow and battery section of the submarine in 49metres of water.
The remains of X7 were successfully raised and given to the Imperial War Museum and is now displayed at Duxford along side the small submarine Stickleback
X7 Submarine Details
Length 15,76 meter (51,7 feet)
Beam 1,8 meter (5,9 feet)
Draught 1,62 meter (5,3 feet)
Displacement surface 27 tons
Displacement dived 29,7 tons
Weight of side cargo 4 tons
Explosive Charge 2.032 kg (4.480 lb) (explosive = Amatex)
Speed surface (max) 6,25 knots
Range at 4,5 knots 1.860 nm
Speed dived (max) 5,75 knots
Range at 2 knots 82 nm
Pressure Hull 4,54 kg (10 lb) "S" steel
Operational Diving Depth 91,44 meter (300 feet)
Number of Hatches 1
Builders Vickers, Barrow, UK
Diesel Engine Manufacturer Gardner
BHP at 1.800 rpm 42
Main Engine Manufacturer Keith Blackman
HP at 1.650 rpm 30
Type of Battery Cell Exide J380
Number of Cells 112
Capacity at 5 Hours Rate 440 amp per hour
Gyro Compass Browns A
Auto Helmsman Browns
Magnetic Compass ACO Mk.XX
Direction Indicator AFV 6A/602
Complement 4
British Waterways pusher tug Maid Marion heading back up the River Trent seen here at Stoney Bight just topside of Gainsborough.
A little info on the above:
Completed in October 2010 by Manor Marine in Portland, Dorset, the 12.95-metre ‘Maid Marion’ was designed to the order of British Waterways. With an ageing fleet of single screw river/canal tugs, British Waterways contracted Macduff Ship Design to design a modern, efficient, twin-screw tug.
Manor Marine were supplied with a complete technical and drawing package (including cutting information) from Macduff, who also carried out supervision of construction and attendance at trials on behalf of British Waterways.
The vessel’s primary roles are the pushing of 150/180-tonne barges, occasional towage with an aft tow hook, plough dredging and general canal/lock maintenance using its own hydraulic deck crane. The area of operation is the river and canal system in the Midlands and the vessel is certified to the MCA Code of Practice for Small Commercial Vessels up to 24m Load Line Length, Category 2. All certification and approvals was carried out by The Society of Consulting Marine Engineers and Ship Surveyors.
Of all welded steel construction, the vessel is heavily built to withstand the rigours of barge pushing and operating in confined and shallow areas. With a length overall of 12.95 metres, moulded beam of four metres and moulded depth of 2.25 metres, the vessel has an operating draught aft of 1.48 metres in pushing mode. Tank capacities are 4,048 litres of fuel oil, 496 litres of fresh water and 700 litres of lack/grey water. The vessel can also carry a deck cargo of about three tonnes that can be handled by the deck crane.
Fitted with twin keel-cooled Perkins Sabre M185C main engines rated at 140kW at 2,100RPM driving four-bladed fixed and open propellers through PRM 1000D 4:1 gearboxes, the vessel surpassed contractual requirements. She achieved a free running speed at 100 percent MCR of 9.36 knots and about eight knots at 80 percent MCR with a static bollard pull of 3.45 tonnes. The twin aerofoil rudders and Wills Ridley electric hydraulic steering gear provide exceptional manoeuvrability and the centre skeg aft ensures the vessel has positive directional stability.
The hydraulic deck equipment was installed by Hercules Hydraulics and comprises a Fassi M20A.13 hydraulic deck crane with a capacity of 410 kilograms at five metres, an aft Titan TH3 plough dredge winch and two forward Titan TH1 barge tensioning winches. A Hercules capstan with foot operation is mounted on the aft deck.
The hydraulic pumps are driven by one of the main engines and also the auxiliary engine, supplied by Beta Marine. The auxiliary engine also provides single phase power through a 5.5kW alternator.
Bilge pumping is handled by submersible electric pumps in each compartment, and the freshwater domestic systems are provided with Cleghorn Waring pressure sets and calorifier (calorifier heated by either an electric immersion heater or main engine cooling system).
Designed for easy operation with a two-man crew, the vessel features a wheelhouse with 360-degree vision with low forward windows giving the helmsman a full view of the pushing operations.
Electronics within the wheelhouse include an Icom BC166 portable VHF, Icom IC M505 fixed VHF, FLS bronze echosounder, FM200 fire extinguishing panel, fire alarm, engine panels, hydraulic pump panels and various switchboards.
Stepped down from the wheelhouse is a comfortable mess area and small galley fitted out with a sink, microwave oven and fridge. Below the wheelhouse there is a drying locker area and fully fibreglass toilet compartment.
The vessel has been finished to a high standard both externally and internally and fitted out for heavy duty commercial tasks, especially the heavily fendered pusher bow that features six vertical pusher knees with rubber fendering.
On Saltwick Bay near Whitby lies a wreck. Many people stand and stare at this. Many a tourist will ask the name of the stricken vessel? Thats easy - its a wrecked trawler named the Admiral Von Tromp which foundered In October 1976. The curious will then ask how it got wrecked - thats more difficult to answer - it is still a mystery which will never be fully solved. The one man who could have solved the riddle died in the water that day.
At 1am the Skipper Frankie Taal set off from Scarborough Harbour. Mr Walter Sheader,(10 Longwestgate) Pierman on the West Pier helped cast them off. He stated that everything seemed normal and that the crew were definitely not drunk(if they had been the whole thing may have been easier to explain). Frankie Taal set a course for the Barnacle Bank fishing grounds - 45 miles NNE of Scarborough. He then had a cup of coffee then came back to check again on John Addison. Everything seemed normal and he went to bed leaving Addison on the wheel - he was an experienced man on the wheel.
Then skipper Frankie Taal was woken as the vessel was bumping and heeling. Crew member John Marton thought the boat had been run down - it simply didn't enter his mind that the boat could have gone on the rocks. The boat was heeling over off Black Nab on Saltwick Bay. The skipper was incredulous and asked Addison "What the hell are you doing!". He simply looked back in stunned silence.
How exactly did a modern boat with all the navigational aids run aground on Saltwick Bay. The weather wasn't bad and they had enough fuel? It was foggy but that shouldn't be a problem as they were not heading anywhere near the coastline. Captain Abbey from the coastguard even charted the boats course and when it sank it was heading due west. That was 90 degrees off course. The boat had been heading straight towards some of the worst rocks on the coast!
Strangest of all was the testimony of a senior nautical surveyor at the inquest. He stated that the boat if left to its devices would not have gone onto the rocks. It really was driven onto the rocks by a deliberate act.
Frankie Taal made valiant attempts to save the boat. They all put their Lifejackets on and then he tried to anchor the boat. Then the vessel turned broadside and it then started to fill with water. He had already sent out a mayday - having to get John Addison out of the way - who was still looking stunned and was powerless to act. The boat was now sinking in thick fog, with a heavy swell breaking on the stern.
The rescue proved very problematic. The boat was heeling over. Frankie Taal ordered the crew to hang onto the starboard side but the seas were too heavy. They instead went back into the wheelhouse. They stayed here for an hour. The wheelhouse slowly filled with water and in the end their heads were banging on the ceiling. In the end they had to leave through an open window - Skipper Taal was last out. Addison was already dead at this stage - drowned in the wheelhouse.
The rescue showed how difficult it is to save lives even in the modern age. The Whitby Lifeboat tried again and again to get near and failed. The Coxswain of the Lifeboat, Robert William Allen, even spoke to the skipper - who said that everyone was alive. The boat tried 7 times to get close. At one point the vessels even touched. Yet heavy seas and fog hampered the rescue. They could even have snatched the crew yet at that moment they were still imprisoned in the wheelhouse. Rocket lines were thrown by the Coastguard but again this failed because the crew were trapped inside the wheelhouse.
When they left the wheelhouse then problems were bound to occur. George Eves was on top of the wheelhouse yet a huge wave knocked him off. That was the last the skipper saw of him. He died drowned. Skipper, Taal was washed overboard and was eventually saved by the inshore Lifeboat. He drew their attention with his whistle on his Lifejacket. The Coastguard had thrown him a line but he did not have the strength to catch it. The other survivors were washed ashore.
It was a tragic loss with two men dead. Quite why it happened will never be explained - Addison died in the water. He drowned and pathology reports showed no signs of alcohol. He spoke to Alan Marton just after the accident happened just saying Oh Alan!" in a quiet apologetic voice. He seemed stunned and unable to act. Skipper Taal had to remove him from the wheel in order to try to rescue the boat.
The crew onboard the Admiral Von Tromp were:
- Frankie Taal, 35 Princess Street, who had 23 years at sea. Saved by inshore Lifeboat.
- Alan Marton, mate, 22 Longwestgate. Survived.
- Mr Anthony Nicholson, engineer, 6 Avenua Road.
- Mr George Edward Eves, East Mount Flats, Scarborough,fish hand. Who drowned
- Mr John 'Scotch Jack' Addison, Spreight Lane Steps, Drowned in the wheelhouse. His body was found on 25th October In Runswick Bay.
A Silver Medal was awarded to RNLI Lifeboat Coxswain Robert Allen. He had skillfully dropped anchor and tried to drift towards the trawler. A Bronze Medal to the Helmsman of the inshore Lifeboat, Richard Robinson, for taking Frankie Taal off Black Nab.
Sources
- Scarborough Evening News 11th November, 1976.
Venice: The Grand Canal with San Simeone Piccolo, Ca.1740.
Canaletto’s sweeping view takes in everyday life on the Grand Canal. A stout helmsman stands aboard a finely decorated passenger barge to the left, while fishermen draw their nets in the centre. A boat carrying two women seems about to collide with one of the fishing vessels.
Across the canal to the left is the imposing church of San Simeone Piccolo, with its green copper dome. The church was inaugurated in April 1738, and Canaletto probably painted this view sometime afterwards – though there’s still a workmen’s hut beside the steps. Women and children gather nearby, and several other figures take a look at the new church.
The painting’s grand scale – it’s over two metres wide – is matched by the careful observation of crisp details, light effects and varied textures: shimmering roof tiles, crumbling facades and delicate ripples and reflections on the water.
The National Gallery, London.
This MAB, short for Mobile Assault Bridge, takes to the waters of the Main River near Wonfurt at the start of a river crossing sub-exercise. The MABs supplied E Company 1/10th Engineers in Kitzingen, are used to carry heavy vehicles across the water by rafting or bridging. Driven into the water like a truck the helmsman in the stern takes over once the propeller is down. (Sept. 1982) Photo courtesy of Smith, submitted by Schweinfurt PAO Crusader
Here, the Santos pilot boat races like a bat out of hell to meet the Monte Rosa.
Vessels the size of the Monte Rosa do not just waltz into port according to the master's whims.
Long before the port comes into view, the vessel and the pilot's office will have set the date, time and location for the pilot's arrival. Once on the bridge, the pilot is in charge of the vessel, though the master remains responsible for the ship.
The pilot ships we saw in South America were all quite similar. What they have in common is a platform near the stern that allows the pilot to step from his boat onto the pilot ladder that has been lowered from open pilot door high on the freighter's side.
To prepare for the pilot's arrival, one of the deck officers calculates precisely how many rungs the vessel's crew needs to lower in order to reach the pilot boat's deck. The freighter's draft is the determining factor.
It's the Chief Mate's job to escort the pilot to the bridge. The master then gives the pilot a rundown on the state of the vessel. The pilot then plugs his navigation computer into the ship's system.
After that, the pilot is the person who communicates with the port and who directs the crew on the bridge how fast the ship should go. The pilot also calls out steering instructions to the helmsman, who confirms he's executed them.
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
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
The Helmsman, 1996, by André Wallace, Pimlico Gardens, Pimlico, City of Westminster, London.
GOC Hertfordshire's walk on 11 November 2017, an 8-mile point-to-point walk from Pimlico to Notting Hill Gate via Millbank, Belgravia, Knightsbridge, Hyde Park and Kensington Gardens. John T led the walk, which was attended by 15 people. You can view my other photos of this event, read the original event report, find out more about the Gay Outdoor Club or see my collections.
More suitable than a Salar 40 ??
+++++
Builder: Jachtwerf Anner Wever / Tyler Mouldings UK (romp)
Designer: E.G. van der Stadt
Keel: Other
Hull Shape: Monohull
Dimensions
LOA: 12.31 m
Beam: 3.57 m
LWL: 10.95 m
Maximum Draft: 1.55 m
Displacement: 10500 kgs
Ballast: 4300 kgs
Headroom: 2.0 m
Dry Weight: 10500 kgs
Engines
Total Power: 72 HP
Engine 1:
Engine Brand: Perkins
Year Built: 1979
Engine Model: 4.236M
Engine Type: Inboard
Engine/Fuel Type: Diesel
Engine Hours: 3500
Propeller: 3 blade propeller
Engine Power: 72 HP
Tanks
Fresh Water Tanks: 2 (350 Liters)
Fuel Tanks: 2 (450 Liters)
Holding Tanks: 1 (80 Liters)
Accommodations
Number of single berths: 2
Number of double berths: 2
Number of cabins: 1
Number of heads: 1
Number of bathrooms: 2
Convertible Saloon
Electronics
Plotter
Log-speedometer
Radar
Radio
CD player
Wind speed and direction
Computer
Compass
Navigation center
Radar Detector
Autopilot
VHF
Repeater(s)
Depthsounder
GPS
Sails
Furling mainsail - furling boom 2x
Genoa
Storm jib
Furling genoa
Rigging
Electric winch
Steering wheel
Spinnaker pole
Inside Equipment
Refrigerator
Electric bilge pump
Deep freezer
Battery charger
Microwave oven
Oven
Sea water pump
Bow thruster
Manual bilge pump
Heating
Hot water
Marine head
Electrical Equipment
Shore power inlet
Inverter
Electrical Circuit: 220V
Outside Equipment/Extras
Radar reflector
Teak sidedecks
Solar panel
Teak cockpit
Cockpit shower
Cockpit table
Cockpit cushions
Outboard engine brackets
Swimming ladder
Liferaft
Total Liferaft Capacity: 6
Covers
Spray hood
Mainsail cover
Bimini Top
Cockpit cover
Genoa cover
Manufacturer Provided Description
The Trintella 42 combines luxurious cruising comfort with exciting performance, and can be handled easily by a crew of two on long ocean voyages. In keeping with the Trintella marque, the 42 offers an irresistible attraction to those who appreciate true character and understated elegance. The hallmark of each Trintella Yacht is undoubtedly the quality of craftsmanship that is evident in every detail of design and construction. World-renowned for advanced design and build quality, Trintella has created more than 1,000 fine oceangoing yachts in over 44 years. Steeped in Dutch craftsmanship, Trintella Yachts builds on its heritage to incorporate the very latest construction techniques and technological advances. The 42 is borne from a unique blend of Ron Holland's vast experience in designing the world's most prestigious yachts and Rene van der Velden's flair for interior design. The Trintella 42 is a yacht that meets the highest specifications to satisfy the aspirations and expectations of the most demanding customer. The Trintella 42 truly is a joy to sail, completely capable of handling any seas in superior comfort and safety. A distinguishing feature of all Trintellas is their uncluttered teak decks and the hugely comfortable covered guest cockpit featuring Trintella's hallmark "Doghouse" which is both practical and secure. There is a separate helmsman's cockpit aft, which has been ergonomically designed to be safe and comfortable; it provides clear views while keeping all controls within easy reach. While her comforts and luxurious appearance are her most obvious attributes, her performance is underpinned by the application of the most sophisticated technology. A modern, powerful rig and sail plan is designed with the specific objective of providing ease of handling without compromising performance. A custom mast incorporating triple spreaders angled at 22 degrees means there is no need for running backstays. This mainsail arrangement is further complemented by a self-tacking jib; therefore, the boat can be tacked by the helmsman in a delightfully unfussed manner. Computer aided design dramatically improves hull and keel design providing superior stability and speed, while the use of aramid composites makes for enhanced safety characteristics. A sandwich construction, using the technologically advanced SCRIMP process, ensures great strength and lightweight qualities; as well, osmosis protection is enhanced by the SCRIMP construction process and use of vinylester resin in the laminate. Advanced engineering techniques, complemented by efficient sail management systems, ensure the Trintella 42 is a thoroughly modern yacht that combines the best traditional values of craftsmanship with the sophisticated demands of the modern age. The luxuriously comfortable interior of the Trintella 42 is both spacious and highly functional with generous headroom of 1.90 meters or more throughout. Practical features abound and incorporate ergonomic considerations including the heavily insulated walk-in engine room that will also discretely house options such as a generator, water maker, and hydraulics systems. Thoughtful but less obvious details include cedar lined hanging lockers in each cabin to keep your clothing fresh and moth-free. Above all, Rene van der Velden's particular talent combines careful planning of the interior spaces with the delicate art of selecting woods and fabrics to create an atmosphere that makes extended cruising a constant delight. Finely styled, and elegant without being ostentatious, you can choose a wide selection of upholstery fabrics and materials to create a yacht that is as comfortable as your home and expresses your own individuality to the same degree. Available in two layouts, the Trintella 42 can provide accommodation for up to six people, with a saloon that has comfortable seating for six complemented by a spacious galley designed to be safe and secure in heavy seas. You can choose to have two large cabins fore and aft (each with en- suite head and separate shower compartment) with a comprehensively equipped navigation station carefully positioned on the starboard of the saloon, or you can choose to have the chart table moved to the doghouse, allowing two bunks to be provided there instead. Specification Each Trintella is built to the highest quality in terms of design specification, craftsmanship, and technological development, thereby ensuring quality standards you can trust. For further reassurance, each yacht is 100 percent guaranteed for one year from delivery, with all fixtures, fittings, and equipment installed in the yacht also carrying the manufacturers' warranties and guarantees. There are many variations and options that you can choose to incorporate in the design and construction of your yacht. However you design and fit your boat, it will naturally be dockside tested before delivery, and then will undergo a full technical sail trial after delivery.
Euros 99,000
Aberdeen Pilot Boat Sea Shepherd on duty at the harbour Torry Battery and the Seafarers Monument in the distance.
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.
Sailing rough weather leaving Denmark a wave splashes up the side, prompting one crew to duck while the man at the helm holds a tight grip to keep the boat on course
ML_EOS6D1_10476.jpg
Pour de plus amples renseignements sur l’échouement du BBC Steinhoeft dans la voie maritime du Saint-Laurent, visitez www.bst-tsb.gc.ca/fra/rapports-reports/marine/2011/m11c00...
For more information about the grounding of the BBC Steinhoeft in the St. Lawrence Seaway, visit www.bst-tsb.gc.ca/eng/rapports-reports/marine/2011/m11c00...
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
"Medea and the Golden Fleece"
This collar is the second piece in a line of historically/ mythologically inspired jewelry.
Based on the myth of the Golden Fleece it is constructed by scrunching and "sewing" 22 gauge wire. The base is copper that has been hammered and coiled and the chain is forged out of 14 gauge copper wire. Lays around 17" long.
Here is the info on Medea, Jason and the Fleece thanks to Wikipedia.;-)
Medea's role began after Jason arrived from Iolcus to Colchis to claim his inheritance and throne by retrieving the Golden Fleece. In the most complete surviving account, the Argonautica of Apollonius, Medea fell in love with him and promised to help him, but only on the condition that if he succeeded, he would take her with him and marry her. Jason agreed. In a familiar mythic motif, Aeëtes promised to give him the fleece, but only if he could perform certain tasks. First, Jason had to plough a field with fire-breathing oxen that he had to yoke himself. Medea gave him an unguent with which to anoint himself and his weapons, to protect him from the bulls' fiery breath. Then, Jason had to sow the teeth of a dragon in the ploughed field (compare the myth of Cadmus). The teeth sprouted into an army of warriors. Jason was forewarned by Medea, however, and knew to throw a rock into the crowd. Unable to determine where the rock had come from, the soldiers attacked and defeated each other. Finally, Aeëtes made Jason fight and kill the sleepless dragon that guarded the fleece. Medea put the beast to sleep with her narcotic herbs. Jason then took the fleece and sailed away with Medea, as he had promised. Apollonius says that Medea only helped Jason in the first place because Hera had convinced Aphrodite or Eros to cause Medea to fall in love with him. Medea distracted her father as they fled by killing her brother Absyrtus. In some versions, Medea is said to have dismembered his body and scattered his parts on an island, knowing her father would stop to retrieve them for proper burial; in other versions, it is Absyrtus himself who pursued them, and was killed by Jason. During the fight, Atalanta was seriously wounded, but Medea healed her.
According to some versions, Medea and Jason stopped on her aunt Circe's island so that she could be cleansed after the murder of her brother, relieving her of blame for the deed.
Jason et Médée by Gustave Moreau (1865).
On the way back to Thessaly, Medea prophesied that Euphemus, the Argo's helmsman, would one day rule over all Libya. This came true through Battus, a descendant of Euphemus.
The Argo then reached the island of Crete, guarded by the bronze man, Talos (Talus). Talos had one vein which went from his neck to his ankle, bound shut by a single bronze nail. According to Apollodorus, Talos was slain either when Medea drove him mad with drugs, deceived him that she would make him immortal by removing the nail, or was killed by Poeas's arrow (Apollodorus 1.140). In the Argonautica, Medea hypnotized him from the Argo, driving him mad so that he dislodged the nail, ichor flowed from the wound, and he bled to death (Argonautica 4.1638). After Talos died, the Argo landed.
While Jason searched for the Golden Fleece, Hera, who was still angry at Pelias, conspired to make him fall in love with Medea, who she hoped would kill Pelias. When Jason and Medea returned to Iolcus, Pelias still refused to give up his throne. Medea conspired to have Pelias' own daughters kill him. She told them she could turn an old ram into a young ram by cutting up the old ram and boiling it (alternatively, she did this with Aeson, Jason's father). During the demonstration, a live, young ram jumped out of the pot. Excited, the girls cut their father into pieces and threw him into a pot. Having killed Pelias, Jason and Medea fled to Corinth.
The copper cylinder is the attack periscope. On its left is the helmsman's seat with the gyro and magnetic compass repeaters, main motor and engine-room telegraphs and intercom systems. The red panel is a bubble inclinometer measuring the trim of the boat. Further left is a seat for one of the hydroplane operators. The tall cabinet on the right is the Torpedo Control Calculator. HMS Alliance is the only survivor of the Amphion class submarines. She was completed in 1947 and modernised with a streamlined hull in 1958.
PACIFIC OCEAN (June 26, 2021) Seaman Tavaris Chaney, a native of Houston, operates the helm from the bridge of Nimitz-class aircraft carrier USS Carl Vinson (CVN 70), June 26, 2021. Vinson is currently underway conducting routine maritime operations in U.S. 3rd Fleet. (U.S. Navy photo by Mass Communication Specialist Seaman Isaiah Williams)
From Hugh Rose's False Idols Series 2.
Custom 4" Munny.
Made to order in 4" or 7" size. PM me or email me (hrose6161 AT hotmail DOT co DOT uk).
The Quay in Poole Harbour at the junction with High Street in Poole.
The Harbour Lounge
Grade II listed building
The Spotted Cow Public House, Poole
POOLE
958-1/17/29 HIGH STREET
13-SEP-1995 (West side)
2
THE SPOTTED COW PUBLIC HOUSE
(Formerly listed as:
HIGH STREET
2
THE HELMSMAN PUBLIC HOUSE)
GV II
Also Known As: KING'S ARMS HOTEL
A public house, dating from the early-C19, with some alterations in the late-C19.
MATERIALS: The building is constructed from painted brick, under a hipped roof covered in slate.
PLAN: The plan is single depth, on a corner plot, with a curved corner; the building is orientated roughly north-south.
EXTERIOR: The building has two storeys and an attic and consists of a seven-window range. It has a left-hand, two-window curved end beneath a curved roof, and a half-hipped right-hand gable. Left-hand end doorway has an architrave, pediment and panelled door, and a vehicle doorway one bay from the right-hand end. The first floor has flat brick arches over six-over-six-pane and three-over-nine-pane sashes, with blind first-floor windows in the fourth, seventh and eighth bays from the right; a partial ground-floor Venetian window in the curved end has a blocked fanlight, and is flanked by horned three-over-nine-pane sashes. To the right, the windows have segmental arches over a two-light casement and a horned two-over-two-pane sash; to the ground floor, there are late-C19, paired round-arched windows to the left with moulded archivolts, keys and stops to plate-glass sashes. The right-hand gable has a first-floor eight-over-twelve-pane sash.
INTERIOR: The interior has been altered on the ground-floor by the insertion of a mid-C20 public house interior.
HISTORY: The public house, sited prominently on a corner plot overlooking the waterfront, was constructed in the early-C19, and has remained in the same use since.
REASONS FOR DESIGNATION:
The Spotted Cow public house, an early-C19 public house is designated at Grade II, for the following principal reasons:
* Architectural interest: the building is a substantial public house, situated on a prominent corner plot, demonstrating some architectural pretension in its classical detailing
* Intactness: the exterior of the building is largely unaltered since the later C19
* Group value: the building forms part of a large group of listed buildings clustered together in the old town of Poole, built alongside the harbour to serve its working population
This text is a legacy record and has not been updated since the building was originally listed. Details of the building may have changed in the intervening time. You should not rely on this listing as an accurate description of the building.
Source: English Heritage
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
3D red/cyan anaglyph from the glass plate negatives at the Library of Congress, with missing sections restored from the left side of a stereo card version posted online by the Getty Museum.
Link to the Library of Congress negatives, “James River, Va. Sailors relaxing on deck of U.S.S. Monitor,” at: www.loc.gov/pictures/collection/civwar/item/2018666819/
Link to the Getty Museum stereo card, “Crew of the Original "Monitor" on her Deck,” at: www.getty.edu/art/collection/object/1079B2
Stereograph Date: July 9, 1862
Photographer: James F. Gibson (1828 - )
Notes: A stereoscopic portrait of 24 sailors, out of a total crew (including officers) of about 65, posing on the deck of “The Monitor,” while at anchor at Harrison's Landing on the James River. The Monitor was providing protection for the Union army which had retreated to the James, after Lee drove McClellan away from Richmond. This is the original monitor, as improved versions continued to be built during the Civil War, and although these later boats had specific ship names, they were also referred to as “monitors.”
This historic stereograph, and a handful of others, were all taken on the same day, July 9, 1862, by photographer James F. Gibson, and are the only known photographs ever taken of this most famous and very first monitor vessel.
The ironclad Monitor was revolutionary in design, built in just a little over 3 months, and after battling the Merrimac to a standstill at Hampton Roads in March 1862, the ship and crew were hailed as the saviors of the Union. The crew was an all volunteer crew, and although they were fairly safe inside it during battle, environmental conditions while serving on board could be atrocious, and worst of all, the ship was not sea-worthy. Six months after this photo was taken, the Monitor sank in a gale off Cape Hatteras, taking sixteen crew members with it to the bottom.
Some of the lost crew are perhaps pictured here, and after finding the skeletal remains of two sailors within the turret in 2002, there was some research and informed speculation as to exactly which two seamen in this photograph they might be. The tall sailor with his arms crossed at the extreme right was one candidate (Robert Williams), and the other (William Bryan) was thought to possibly be the man facing the camera, in a crouch, with his right arm stretched forth towards the checker board nearest the center. This research to identify the two sailors was found to be inconclusive, although it was determined that they were not officers. The two recovered sailors were from the crew - two of "The Monitor Boys," the moniker the crew (non-officers) gave to themselves.
The excerpts and links below provide some additional background information on the recruitment of the crew, the environmental conditions the crew had to endure, the battle with the Merrimac, the Monitor's sinking, and the possible identity of the two sailors, whose remains were found in 2002.
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Below are excerpts from an article by Commander Samuel Dana Greene, which appeared in an 1885 edition of Century Magazine. The editor makes note of Greene’s recent death – Commander Greene had committed suicide the previous December, at age 44. There was speculation that it was either temporary insanity or that he was upset at some perceived criticisms of his role in the famous battle with the Merrimac. In fact, Greene was really one of the Union heroes in the battle, manning and firing the Monitor’s 11 inch guns (which fired 180-pound shot) and taking over for Captain Worden after he was blinded by a direct hit on the pilot house.
It's a wonder that the men in the Monitor’s turret were able to withstand the tremendous noise and force of these huge guns being fired while in that restricted space - and in Greene's case, perhaps he didn’t fare too well. The Defense Visual Information Distribution Service (DVIDS) suggests that long term mental health issues can stem from concussions caused by "chronic exposure to low-level blast waves," from the firing of "heavy caliber weapons." If interested, here’s the link: www.dvidshub.net/news/270814/chronic-exposure-low-level-b...
In a letter written shortly after the battle, Greene summed up his condition: "My men and myself were perfectly black with smoke and powder. All my underclothes were perfectly black, and my person was in the same condition.... I had been up so long, and been under such a state of excitement, that my nervous system was completely run down. . . . My nerves and muscles twitched as though electric shocks were continually passing through them.... I lay down and tried to sleep - I might as well have tried to fly.”
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Century Magazine 1885 Vol. 7
In the “Monitor” Turret
By Commander S. Dana Greene
"The keel of the most famous vessel of modern times, Captain Ericsson’s first iron-clad, was laid in the shipyard of Thomas F. Rowland, at Greenpoint, Brooklyn, in October, 1861, and on the 30th of January, 1862, the novel craft was launched. On the 25th of February she was commissioned and turned over to the Government, and nine days later left New York for Hampton Roads, where, on the 9th of March, occurred the memorable contest with the Merrimac. On her next venture on the open sea she foundered off Cape Hatteras in a gale of wind (December 29). During her career of less than a year, she had no fewer than five different commanders; but it was the fortune of the writer to serve as her only executive officer, standing upon her deck when she was launched, and leaving it but a few minutes before she sank.
So hurried was the preparation of the Monitor that the mechanics worked upon her night and day up to the hour of her departure, and little opportunity was offered to drill the crew at the guns, to work the turret, and to become familiar with the other unusual features of the vessel. The crew was, in fact, composed of volunteers. Lieutenant Worden, having been authorized by the Navy Department to select his men from any ship-of-war in New York harbor, addressed the crews of the North Carolina and Sabine., stating fully to them the probable dangers of the passage to Hampton Roads and the certainty of having important service to perform after arriving. The sailors responded enthusiastically, many more volunteering than were required. Of the crew selected, Captain Worden said, in his official report of the engagement, '' A better one no naval commander ever had the honor to command.”
We left New York in tow of the tug-boat Seth Low at 11 a. m. of Thursday, the 6th of March. On the following day a moderate breeze was encountered, and it was at once evident that the Monitor was unfit for a sea-going craft. Nothing but the subsidence of the wind prevented her from being shipwrecked before she reached Hampton Roads. The berth-deck hatch leaked in spite of all we could do, and the water came down under the turret like a waterfall. It would strike the pilot-house and go over the turret in beautiful curves, and it came through the narrow eye-holes in the pilot-house with such force as to knock the helmsman completely round from the wheel.
The waves also broke over the blower-pipes, and the water came down through them in such quantities that the belts of the blower-engines slipped, and the engines consequently stopped for lack of artificial draught, without which, in such a confined place, the fires could not get air for combustion. Newton and Stimers, followed by the engineer’s force, gallantly rushed into the engine-room and fire- room to remedy the evil, but they were unable to check the inflowing water, and were nearly suffocated with escaping gas. They were dragged out more dead than alive, and carried to the top of the turret, where the fresh air gradually revived them. The water continued to pour through the hawser-hole, and over and down the smoke-stacks and blower-pipes, in such quantities that there was imminent danger that the ship would founder. The steam-pumps could not be operated because the fires had been nearly extinguished, and the engine-room was uninhabitable on account of the suffocating gas with which it was filled.
The hand-pumps were then rigged and worked, but they had not enough force to throw the water out through the top of the turret,—the only opening,— and it was useless to bail, as we had to pass the buckets up through the turret, which made it a very long operation. Fortunately, towards evening the wind and sea subsided, and, being again in smooth water, the engine was put in operation. But at midnight, in passing over a shoal, rough water was again encountered, and our troubles were renewed, complicated this time with the jamming of the wheel-ropes, so that the safety of the ship depended entirely on the strength of the hawser which connected her with the tug-boat. The hawser, being new, held fast; but during the greater part of the night we were constantly engaged in fighting the leaks, until we reached smooth water again, just before daylight.
It was at the close of this dispiriting trial trip, in which all hands had been exhausted in their efforts to keep the novel craft afloat, that the Monitor' passed Cape Henry at 4 p. m. on Saturday, March 8th. At this point was heard the distant booming of heavy guns, which our captain rightly judged to be an engagement with the Merrimac twenty miles away. He at once ordered the vessel stripped of her sea-rig, the turret keyed up, and every preparation made for battle. As we approached Hampton Roads we could see the fine old Congress burning brightly, and soon a pilot came on board and told of the arrival of the Merrimac the disaster to the Cumberland and the Congress, and the dismay of the Union forces.
The Monitor was pushed with all haste, and reached the Roanoke (Captain Marston), anchored in the Roads, at 9 p. m. Worden immediately reported his arrival to Captain Marston, who suggested that he should go to the assistance of the Minnesota, then aground off Newport News. As no pilot was available, Captain Worden accepted the volunteer services of Acting Master Samuel Howard, who earnestly sought the duty. An atmosphere of gloom pervaded the fleet, and the pygmy aspect of the new-comer did not inspire confidence among those who had witnessed the destruction of the day before.
Skillfully piloted by Howard, we proceeded on our way, our path illumined by the blaze of the Congress. Reaching the Minnesota, hard and fast aground, near midnight, we anchored, and Worden reported to Captain Van Brunt. Between 1 and 2 a. m. the Congress blew up, not instantaneously, but successively; her powder-tanks seemed to explode, each shower of sparks rivaling the other in its height, until they appeared to reach the zenith — a grand but mournful sight. Near us, too, lay the Cumberland at the bottom of the river, with her silent crew of brave men, who died while fighting their guns to the water’s edge, and whose colors were still flying at the peak.
The dreary night dragged slowly on; the officers and crew were up and alert, to be ready for any emergency. At daylight on Sunday the Merrimac and her consorts were discovered at anchor near Sewall’s Point. At about half-past seven o’clock the enemy’s vessels got under way and steered in the direction of the Minnesota. At the same time the Monitor got under way, and her officers and crew took their stations for battle. Captain Van Brunt officially reports, “I made signal to the Monitor to attack the enemy,” but the signal was not seen by us; other work was in hand, and Worden required no signal.....
Worden took his station in the pilot-house, and by his side were Howard, the pilot, and Peter Williams, quartermaster, who steered the vessel throughout the engagement. My place was in the turret, to work and fight the guns; with me were Stodder and Stimers and sixteen brawny men, eight to each gun. John Stocking, boatswain’s mate, and Thomas Lochrane, seaman, were gun-captains. Newton and his assistants were in the engine and fire rooms, to manipulate the boilers and engines, and most admirably did they perform this important service from the beginning to the close of the action. Webber had charge of the powder division on the berth-deck, and Joseph Crown, gunner’s mate, rendered valuable service in connection with this duty.
The physical condition of the officers and men of the two ships at this time was in striking contrast. The Merrimac had passed the night quietly near Sewall’s Point, her people enjoying rest and sleep, elated by thoughts of the victory they had achieved that day, and cheered by the prospects of another easy victory on the morrow. The Monitor had barely escaped shipwreck twice within the last thirty-six hours, and since Friday morning, forty-eight hours before, few if any of those on board had closed their eyes in sleep or had anything to eat but hard bread, as cooking was impossible; she was surrounded by wrecks and disaster, and her efficiency in action had yet to be proved.
Worden lost no time in bringing it to test. Getting his ship under way, he steered direct for the enemy’s vessels, in order to meet and engage them as far as possible from the Minnesota. As he approached, the wooden vessels quickly turned and left. Our captain, to the ‘‘ astonishment” of Captain Van Brunt (as he states in his official report), made straight for the Merrimac which had already commenced firing; and when he came within short range, he changed his course so as to come alongside of her, stopped the engine, and gave the order, Commence firing! ” I triced up the port, ran out the gun, and, taking deliberate aim, pulled the lockstring. The Merrimac was quick to reply, returning a rattling broadside (for she had ten guns to our two), and the battle fairly began. The turret and other parts of the ship were heavily struck, but the shots did not penetrate; the tower was intact, and it continued to revolve. A look of confidence passed over the men’s faces, and we believed the Merrimac would not repeat the work she had accomplished the day before.
The fight continued with the exchange of broadsides as fast as the guns could be served and at very short range, the distance between the vessels frequently being not more than a few yards. Worden skillfully maneuvered his quick-turning vessel, trying to find some vulnerable point in his adversary. Once he made a dash at her stern, hoping to disable her screw, which he thinks he missed by not more than two feet. Our shots ripped the iron of the Merrimac, while the reverberation of her shots against the tower caused anything but a pleasant sensation. While Stodder, who was stationed at the machine which controlled the revolving motion of the turret, was incautiously leaning against the side of the tower, a large shot struck in the vicinity and disabled him. He left the turret and went below, and Stimers, who had assisted him, continued to do the work.
The drawbacks to the position of the pilot-house were soon realized. We could not fire ahead nor within several points of the bow, since the blast from our own guns would have injured the people in the pilot-house, only a few yards off. Keeler and Toffey passed the captain’s orders and messages to me, and my inquiries and answers to him, the speaking-tube from the pilot-house to the turret having been broken early in the action. They performed their work with zeal and alacrity, but, both being landsmen, our technical communications sometimes miscarried. The situation was novel: a vessel of war was engaged in desperate combat with a powerful foe; the captain, commanding and guiding all, was inclosed in one place, and the executive officer, working and fighting the guns, was shut up in another, and communication between them was difficult and uncertain.....
As the engagement continued, the working of the turret was not altogether satisfactory. It was difficult to start it revolving, or, when once started, to stop it, on account of the imperfections of the novel machinery, which was now undergoing its first trial. Stimers was an active, muscular man, and did his utmost to control the motion of the turret; but, in spite of his efforts, it was difficult if not impossible to secure accurate firing. The conditions were very different from those of an ordinary broadside gun, under which we had been trained on wooden ships. My only view of the world outside of the tower was over the muzzles of the guns, which cleared the ports by a few inches only.....
The effect upon one shut up in a revolving drum is perplexing, and it is not a simple matter to keep the bearings. White marks had been placed upon the stationary deck immediately below the turret to indicate the direction of the starboard and port sides, and the bow and stern; but these marks were obliterated early in the action. I would continually ask the captain, How does the Merrimac bear ? ” He replied, “ On the starboard-beam,” or on the port-quarter,” as the case might be. Then the difficulty was to determine the direction of the starboard-beam, or port-quarter, or any other bearing. It finally resulted, that when a gun was ready for firing, the turret would be started on its revolving journey in search of the target, and when found it was taken on the fly,” because the turret could not be accurately controlled.
Once the Merrimac tried to ram us; but Worden avoided the direct impact by the skillful use of the helm, and she struck a glancing blow, which did no damage. At the instant of collision I planted a solid one-hundred-and-eighty-pound shot fair and square upon the forward part of her casemate. Had the gun been loaded with thirty pounds of powder, which was the charge subsequently used with similar guns, it is probable that this shot would have penetrated her armor; but the charge being limited to fifteen pounds, in accordance with peremptory orders to that effect from the Navy Department, the shot rebounded without doing any more damage than possibly to start some of the beams of her armor-backing....
The battle continued at close quarters without apparent damage to either side......Soon after noon a shell from the enemy’s gun, the muzzle not ten yards distant, struck the forward side of the pilot-house directly in the sight-hole, or slit, and exploded,. cracking the second iron log and partly lifting the top, leaving an opening. Worden was standing immediately behind this spot, and received in his face the force of the blow, which partly stunned him, and, filling his eyes with powder, utterly blinded him. The injury was known only to those in the pilot-house and its immediate vicinity. The flood of light rushing through the top of the pilot-house, now partly open, caused Worden, blind as he was, to believe that the pilot-house was seriously injured, if not destroyed; he therefore gave orders to put the helm to starboard and “sheer off.” Thus the Monitor retired temporarily from the action, in order to ascertain the extent of the injuries she had received. At the same time Worden sent for me, and leaving Stimers the only officer in the turret, I went forward at once, and found him standing at the foot of the ladder leading to the pilot-house.
He was a ghastly sight, with his eyes closed and the blood apparently rushing from every pore in the upper part of his face. He told me that he was seriously wounded, and directed me to take command. I assisted in leading him to a sofa in his cabin, where he was tenderly cared for by Doctor Logue, and then I assumed command. Blind and suffering as he was, Worden’s fortitude never forsook him; he frequently asked from his bed of pain of the progress of affairs, and when told that the Minnesota was saved, he said, "Then I can die happy.”
......During this time the Merrimac, which was leaking badly, had started in the direction of the Elizabeth River; and, on taking my station in the pilot-house and turning the vessel’s head in the direction of the Merrimac, I saw that she was already in retreat. A few shots were fired at the retiring vessel and she continued on to Norfolk. I returned with the Monitor to the side of the Minnesota where preparations were being made to abandon the ship, which was still aground. Shortly afterward Worden was transferred to a tug, and that night he was carried to Washington.
The fight was over. We of the Monitor thought, and still think, that we had gained a great victory. This the Confederates have denied. But it has never been denied that the object of the Merrimac on the 9th of March was to complete the destruction of the Union fleet in Hampton Roads, and that in this she was completely foiled and driven off by the Monitor; nor has it been denied that at the close of the engagement the Merrimac retreated to Norfolk, leaving the Monitor in possession of the field.
.....For the next two months we lay at Hampton Roads. Twice the Merrimac came out of the Elizabeth River, but did not attack. We, on our side, had received positive orders not to attack in the comparatively shoal waters above Hampton Roads, where the Union fleet could not manoeuvre. The Merrimac protected the James River, and the Monitor protected the Chesapeake. Neither side had an iron-clad in reserve, and neither wished to bring on an engagement which might disable its only armored naval defense in those waters.
With the evacuation of Norfolk and the destruction of the Merrimac, the Monitor moved up the James River with the squadron under the command of Commander John Rodgers, in connection with McClellan’s advance upon Richmond by the Peninsula. We were engaged for four hours at Fort Darling, but were unable to silence the guns or destroy the earthworks.
Probably no ship was ever devised which was so uncomfortable for her crew, and certainly no sailor ever led a more disagreeable life than we did on the James River, suffocated with heat and bad air if we remained below, and a target for sharp-shooters if we came on deck.
With the withdrawal of McClellan’s army, we returned to Hampton Roads, and in the autumn were ordered to Washington, where the vessel was repaired. We returned to Hampton Roads in November, and sailed thence (December 29) in tow of the steamer Rhode Island, bound for Beaufort, N.C. Between 11 p. M. and midnight on the following night the Monitor went down in a gale, a few miles south of Cape Hatteras,. Four officers and twelve men were drowned, fortynine people being saved by the boats of the steamer. It was impossible to keep the vessel free of water, and we presumed that the upper and lower hulls thumped themselves apart.
No ship in the world’s history has a more imperishable place in naval annals than the Monitor. Not only by her providential arrival at the right moment did she secure the safety of Hampton Roads and all that depended on it, but the ideas which she embodied revolutionized the system of naval warfare which had existed from the earliest recorded history. The name of the Monitor became generic, representing a new type; and, crude and defective as was her construction in some of its details, she yet contained the idea of the turret, which is to-day the central idea of the most powerful armored vessels."
S. D. Greene,
Commander U. S. Navy
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Findagrave link for Samuel Dana Greene: www.findagrave.com/memorial/6017440/samuel-dana-greene
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Link to CNN article and video pertaining to the two sailors whose remains were found in the turret in 2002. Towards the end of the video possible names and faces are matched up. This received a lot of publicity at the time, but note that official sources connected to the recovery and effort to identify the two men seemed to have completely backed away from the possible ID's.
CNN Link: www.cnn.com/2013/03/08/us/monitor-sailors-buried/index.html
Link to a second article pointing to the two men: www.huffpost.com/entry/uss-monitor-anniversary_b_2372051
The two sailors were eventually buried with full military honors as "two unidentified crew members" at Arlington National Cemetery, see link: www.arlingtoncemetery.mil/Blog/Post/10995/The-Monitor-Is-...
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Red/Cyan (not red/blue) glasses of the proper density must be used to view 3D effect without ghosting. Anaglyph prepared using red cyan glasses from The Center For Civil War Photography / American Battlefield Trust. CCWP Link: www.civilwarphotography.org/
YOKOSUKA, Japan (March 9, 2015) Seaman Bryan Swierczk, attached to the U.S. 7th Fleet flagship USS Blue Ridge (LCC 19) stands watch as lee helmsman while the ship departs Commander, Fleet Activities Yokosuka. Blue Ridge is currently underway conducting unit level training to assess the crew on damage control, force protection and seamanship in preparation for upcoming patrols in the 7th Fleet area of operations. (U.S. Navy photo by Mass Communication Specialist 3rd Class Cody R. Babin/RELEASED)
The ship's bridge forgoes the need for a conventional helmsman's seat, as most courses are plotted well in advance, with little real-time maneuvering.
More suitable than a Salar 40 ??
+++++
Builder: Jachtwerf Anner Wever / Tyler Mouldings UK (romp)
Designer: E.G. van der Stadt
Keel: Other
Hull Shape: Monohull
Dimensions
LOA: 12.31 m
Beam: 3.57 m
LWL: 10.95 m
Maximum Draft: 1.55 m
Displacement: 10500 kgs
Ballast: 4300 kgs
Headroom: 2.0 m
Dry Weight: 10500 kgs
Engines
Total Power: 72 HP
Engine 1:
Engine Brand: Perkins
Year Built: 1979
Engine Model: 4.236M
Engine Type: Inboard
Engine/Fuel Type: Diesel
Engine Hours: 3500
Propeller: 3 blade propeller
Engine Power: 72 HP
Tanks
Fresh Water Tanks: 2 (350 Liters)
Fuel Tanks: 2 (450 Liters)
Holding Tanks: 1 (80 Liters)
Accommodations
Number of single berths: 2
Number of double berths: 2
Number of cabins: 1
Number of heads: 1
Number of bathrooms: 2
Convertible Saloon
Electronics
Plotter
Log-speedometer
Radar
Radio
CD player
Wind speed and direction
Computer
Compass
Navigation center
Radar Detector
Autopilot
VHF
Repeater(s)
Depthsounder
GPS
Sails
Furling mainsail - furling boom 2x
Genoa
Storm jib
Furling genoa
Rigging
Electric winch
Steering wheel
Spinnaker pole
Inside Equipment
Refrigerator
Electric bilge pump
Deep freezer
Battery charger
Microwave oven
Oven
Sea water pump
Bow thruster
Manual bilge pump
Heating
Hot water
Marine head
Electrical Equipment
Shore power inlet
Inverter
Electrical Circuit: 220V
Outside Equipment/Extras
Radar reflector
Teak sidedecks
Solar panel
Teak cockpit
Cockpit shower
Cockpit table
Cockpit cushions
Outboard engine brackets
Swimming ladder
Liferaft
Total Liferaft Capacity: 6
Covers
Spray hood
Mainsail cover
Bimini Top
Cockpit cover
Genoa cover
Manufacturer Provided Description
The Trintella 42 combines luxurious cruising comfort with exciting performance, and can be handled easily by a crew of two on long ocean voyages. In keeping with the Trintella marque, the 42 offers an irresistible attraction to those who appreciate true character and understated elegance. The hallmark of each Trintella Yacht is undoubtedly the quality of craftsmanship that is evident in every detail of design and construction. World-renowned for advanced design and build quality, Trintella has created more than 1,000 fine oceangoing yachts in over 44 years. Steeped in Dutch craftsmanship, Trintella Yachts builds on its heritage to incorporate the very latest construction techniques and technological advances. The 42 is borne from a unique blend of Ron Holland's vast experience in designing the world's most prestigious yachts and Rene van der Velden's flair for interior design. The Trintella 42 is a yacht that meets the highest specifications to satisfy the aspirations and expectations of the most demanding customer. The Trintella 42 truly is a joy to sail, completely capable of handling any seas in superior comfort and safety. A distinguishing feature of all Trintellas is their uncluttered teak decks and the hugely comfortable covered guest cockpit featuring Trintella's hallmark "Doghouse" which is both practical and secure. There is a separate helmsman's cockpit aft, which has been ergonomically designed to be safe and comfortable; it provides clear views while keeping all controls within easy reach. While her comforts and luxurious appearance are her most obvious attributes, her performance is underpinned by the application of the most sophisticated technology. A modern, powerful rig and sail plan is designed with the specific objective of providing ease of handling without compromising performance. A custom mast incorporating triple spreaders angled at 22 degrees means there is no need for running backstays. This mainsail arrangement is further complemented by a self-tacking jib; therefore, the boat can be tacked by the helmsman in a delightfully unfussed manner. Computer aided design dramatically improves hull and keel design providing superior stability and speed, while the use of aramid composites makes for enhanced safety characteristics. A sandwich construction, using the technologically advanced SCRIMP process, ensures great strength and lightweight qualities; as well, osmosis protection is enhanced by the SCRIMP construction process and use of vinylester resin in the laminate. Advanced engineering techniques, complemented by efficient sail management systems, ensure the Trintella 42 is a thoroughly modern yacht that combines the best traditional values of craftsmanship with the sophisticated demands of the modern age. The luxuriously comfortable interior of the Trintella 42 is both spacious and highly functional with generous headroom of 1.90 meters or more throughout. Practical features abound and incorporate ergonomic considerations including the heavily insulated walk-in engine room that will also discretely house options such as a generator, water maker, and hydraulics systems. Thoughtful but less obvious details include cedar lined hanging lockers in each cabin to keep your clothing fresh and moth-free. Above all, Rene van der Velden's particular talent combines careful planning of the interior spaces with the delicate art of selecting woods and fabrics to create an atmosphere that makes extended cruising a constant delight. Finely styled, and elegant without being ostentatious, you can choose a wide selection of upholstery fabrics and materials to create a yacht that is as comfortable as your home and expresses your own individuality to the same degree. Available in two layouts, the Trintella 42 can provide accommodation for up to six people, with a saloon that has comfortable seating for six complemented by a spacious galley designed to be safe and secure in heavy seas. You can choose to have two large cabins fore and aft (each with en- suite head and separate shower compartment) with a comprehensively equipped navigation station carefully positioned on the starboard of the saloon, or you can choose to have the chart table moved to the doghouse, allowing two bunks to be provided there instead. Specification Each Trintella is built to the highest quality in terms of design specification, craftsmanship, and technological development, thereby ensuring quality standards you can trust. For further reassurance, each yacht is 100 percent guaranteed for one year from delivery, with all fixtures, fittings, and equipment installed in the yacht also carrying the manufacturers' warranties and guarantees. There are many variations and options that you can choose to incorporate in the design and construction of your yacht. However you design and fit your boat, it will naturally be dockside tested before delivery, and then will undergo a full technical sail trial after delivery.
Euros 99,000
Hamburg, Blankenese, this formerly Fishing Village along the Elbe River in the Western Part of Hamburg has a long History, the Name “Blankenese” comes from the Low German “Blanc Ness”, meaning White Promontory in the Elbe River.
The stunning Views from the River-facing Stairs-Quarter of Blankenese have resulted in highly desirable Properties & expensive Real Estate Prices owned in the Past by Sea-Captains & Helmsman, although the Ship Owners resided on the “Elbchausse” Country Road along the River, starting at the Hamburg Harbour Area & ending in Blankenese.
The Domiciles at the Pedestrian-only Labyrinth of the 58 Stairs at the up to over 70 m high Hillside, with a total of 4864 Steps, are owned today by anyone who can afford it, not actually only Moneywise, …more because you need the Guts to carry everything, Food, Beverage, Garbage, Furniture, Babies, older People etc. etc. by Hand up or down, which is especially tough in Wintertime or by Rain.
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
More suitable than a Salar 40 ??
+++++
Builder: Jachtwerf Anner Wever / Tyler Mouldings UK (romp)
Designer: E.G. van der Stadt
Keel: Other
Hull Shape: Monohull
Dimensions
LOA: 12.31 m
Beam: 3.57 m
LWL: 10.95 m
Maximum Draft: 1.55 m
Displacement: 10500 kgs
Ballast: 4300 kgs
Headroom: 2.0 m
Dry Weight: 10500 kgs
Engines
Total Power: 72 HP
Engine 1:
Engine Brand: Perkins
Year Built: 1979
Engine Model: 4.236M
Engine Type: Inboard
Engine/Fuel Type: Diesel
Engine Hours: 3500
Propeller: 3 blade propeller
Engine Power: 72 HP
Tanks
Fresh Water Tanks: 2 (350 Liters)
Fuel Tanks: 2 (450 Liters)
Holding Tanks: 1 (80 Liters)
Accommodations
Number of single berths: 2
Number of double berths: 2
Number of cabins: 1
Number of heads: 1
Number of bathrooms: 2
Convertible Saloon
Electronics
Plotter
Log-speedometer
Radar
Radio
CD player
Wind speed and direction
Computer
Compass
Navigation center
Radar Detector
Autopilot
VHF
Repeater(s)
Depthsounder
GPS
Sails
Furling mainsail - furling boom 2x
Genoa
Storm jib
Furling genoa
Rigging
Electric winch
Steering wheel
Spinnaker pole
Inside Equipment
Refrigerator
Electric bilge pump
Deep freezer
Battery charger
Microwave oven
Oven
Sea water pump
Bow thruster
Manual bilge pump
Heating
Hot water
Marine head
Electrical Equipment
Shore power inlet
Inverter
Electrical Circuit: 220V
Outside Equipment/Extras
Radar reflector
Teak sidedecks
Solar panel
Teak cockpit
Cockpit shower
Cockpit table
Cockpit cushions
Outboard engine brackets
Swimming ladder
Liferaft
Total Liferaft Capacity: 6
Covers
Spray hood
Mainsail cover
Bimini Top
Cockpit cover
Genoa cover
Manufacturer Provided Description
The Trintella 42 combines luxurious cruising comfort with exciting performance, and can be handled easily by a crew of two on long ocean voyages. In keeping with the Trintella marque, the 42 offers an irresistible attraction to those who appreciate true character and understated elegance. The hallmark of each Trintella Yacht is undoubtedly the quality of craftsmanship that is evident in every detail of design and construction. World-renowned for advanced design and build quality, Trintella has created more than 1,000 fine oceangoing yachts in over 44 years. Steeped in Dutch craftsmanship, Trintella Yachts builds on its heritage to incorporate the very latest construction techniques and technological advances. The 42 is borne from a unique blend of Ron Holland's vast experience in designing the world's most prestigious yachts and Rene van der Velden's flair for interior design. The Trintella 42 is a yacht that meets the highest specifications to satisfy the aspirations and expectations of the most demanding customer. The Trintella 42 truly is a joy to sail, completely capable of handling any seas in superior comfort and safety. A distinguishing feature of all Trintellas is their uncluttered teak decks and the hugely comfortable covered guest cockpit featuring Trintella's hallmark "Doghouse" which is both practical and secure. There is a separate helmsman's cockpit aft, which has been ergonomically designed to be safe and comfortable; it provides clear views while keeping all controls within easy reach. While her comforts and luxurious appearance are her most obvious attributes, her performance is underpinned by the application of the most sophisticated technology. A modern, powerful rig and sail plan is designed with the specific objective of providing ease of handling without compromising performance. A custom mast incorporating triple spreaders angled at 22 degrees means there is no need for running backstays. This mainsail arrangement is further complemented by a self-tacking jib; therefore, the boat can be tacked by the helmsman in a delightfully unfussed manner. Computer aided design dramatically improves hull and keel design providing superior stability and speed, while the use of aramid composites makes for enhanced safety characteristics. A sandwich construction, using the technologically advanced SCRIMP process, ensures great strength and lightweight qualities; as well, osmosis protection is enhanced by the SCRIMP construction process and use of vinylester resin in the laminate. Advanced engineering techniques, complemented by efficient sail management systems, ensure the Trintella 42 is a thoroughly modern yacht that combines the best traditional values of craftsmanship with the sophisticated demands of the modern age. The luxuriously comfortable interior of the Trintella 42 is both spacious and highly functional with generous headroom of 1.90 meters or more throughout. Practical features abound and incorporate ergonomic considerations including the heavily insulated walk-in engine room that will also discretely house options such as a generator, water maker, and hydraulics systems. Thoughtful but less obvious details include cedar lined hanging lockers in each cabin to keep your clothing fresh and moth-free. Above all, Rene van der Velden's particular talent combines careful planning of the interior spaces with the delicate art of selecting woods and fabrics to create an atmosphere that makes extended cruising a constant delight. Finely styled, and elegant without being ostentatious, you can choose a wide selection of upholstery fabrics and materials to create a yacht that is as comfortable as your home and expresses your own individuality to the same degree. Available in two layouts, the Trintella 42 can provide accommodation for up to six people, with a saloon that has comfortable seating for six complemented by a spacious galley designed to be safe and secure in heavy seas. You can choose to have two large cabins fore and aft (each with en- suite head and separate shower compartment) with a comprehensively equipped navigation station carefully positioned on the starboard of the saloon, or you can choose to have the chart table moved to the doghouse, allowing two bunks to be provided there instead. Specification Each Trintella is built to the highest quality in terms of design specification, craftsmanship, and technological development, thereby ensuring quality standards you can trust. For further reassurance, each yacht is 100 percent guaranteed for one year from delivery, with all fixtures, fittings, and equipment installed in the yacht also carrying the manufacturers' warranties and guarantees. There are many variations and options that you can choose to incorporate in the design and construction of your yacht. However you design and fit your boat, it will naturally be dockside tested before delivery, and then will undergo a full technical sail trial after delivery.
Euros 99,000
EAST CHINA SEA (Sept. 20, 2020) Seaman Luis Quezada, from Corpus Christi, Texas, assigned to the Arleigh Burke-class guided-missile destroyer USS Halsey (DDG 97), serves as helmsman. The U.S. Navy celebrates 245 years of unmatched combat power, presence, reach, flexibility, endurance, and maneuverability in support of regional stability, which in turn promotes prosperity for all regional countries. Halsey is forward-deployed to the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 3rd Class Andrew Langholf)
The Postcard
A postcard that was produced by A. K.
There are many postcards showing Dutch women and girls on this photostream, and they are almost invariably shown knitting.
Where boys are also present, they are usually shown wearing very baggy trousers and smoking a pipe, which would certainly not be allowed today.
The card was posted in Kentish Town on Tuesday the 11th. May 1926 to:
Miss E. Dellera,
51, Chipstead Street,
Fulham,
London S.W.6.
The message on the divided back of the card was as follows:
"11 . 5 . 26.
Dear Edna,
Mummie's letter arrived
yesterday, we were
pleased to hear from
her.
We had a nice time on
Sunday. We will come to
see you as soon as
possible.
Love to all,
Auntie Edie xxx"
An Important Injunction
So what else happened on the day that Auntie Edie posted the card to Edna?
Well, on the 11th. May 1926, Mr. Justice Asbury granted an injunction to the National Sailors' and Firemen's Union to prohibit its Tower Hill branch from calling its members out on strike.
Asbury ruled that the strike was not protected by the Trade Disputes Act of 1906, and that the strike in the plaintiff union had been called in contravention of its own rules.
The ruling came as a heavy blow to the Unions' cause.
The Airship Norge
Also on that day, the airship Norge departed Ny-Ålesund en route to the North Pole.
The Norge was a semi-rigid Italian-built airship that carried out the first verified trip of any kind to the North Pole, an overflight on 12 May 1926. It was also the first aircraft to fly over the polar ice cap between Europe and America.
The expedition was the brainchild of polar explorer and expedition leader Roald Amundsen, the airship's designer, pilot Umberto Nobile, and American adventurer and explorer Lincoln Ellsworth who, along with the Aero Club of Norway, financed the trip, which was known as the Amundsen-Ellsworth 1926 Transpolar Flight.
Design and Development of the Airship
Construction of the semi-rigid Norge commenced in 1923. It was built to cope with Arctic conditions. The pressurised envelope was reinforced with metal frames at the nose and tail, and with a flexible tubular metal keel connecting the two.
This was covered with fabric and used as storage and crew space. Three engine gondolas and a separate control cabin were attached to the bottom of the keel. Norge was the first Italian semi-rigid to be fitted with the cruciform tail fins that were first developed by the Schütte-Lanz company.
The Polar Expedition
On the 29th. March 1926 at a ceremony at Ciampino aerodrome, the Norge was handed over to the Aero Club of Norway. The flight north was due to leave Rome on the 6th. April 1926, but was delayed due to strong winds, and departed at 09:25 on the 10th. April.
The ship arrived at the Pulham Airship Station in England at 15:20, but because of the bad weather was not moored in the hangar until 18:30. Delayed again by weather, the Norge left Pulham for Oslo at 11:45 on the 12th. April.
At 01:00 on the 15th. April 1926, the Norge left Oslo for Gatchina near Leningrad; after a 17-hour flight, the airship arrived at 19:30, delayed by dense fog along the way.
Following the arrival at Gatchina, Nobile announced that the Norge would remain in the airship shed for a week for engine overhaul and maintenance; this included the addition of collapsible rubber boats for emergency use.
Although expected to leave Gatchina as soon as the weather allowed after the 24th. April, the departure was delayed one week because the mooring mast at King's Bay, Spitsbergen had not yet been completed due to adverse weather. Although Nobile was anxious to leave for Spitsbergen even if the mast and shed were not completed as he was concerned about the weather, the departure from Gatchina was postponed once again.
The Norge finally left Gatchina at 09:40 on the 5th. May to proceed to Vadsø in northern Norway, where the airship mast is still standing today. The expedition then crossed the Barents Sea to reach King's Bay at Ny-Ålesund, Svalbard. There Nobile met Richard Evelyn Byrd preparing his Fokker Trimotor for his North Pole attempt.
Nobile explained that the Norge trip was to observe the uncharted sea between the Pole and Alaska where some believed there was land.
This was to be the last stop before crossing the pole. The dirigible left Ny-Ålesund for the final stretch across the polar ice on the 11th. May 1926 at 09:55.
The Crew of the Norge
The 16-man expedition included Amundsen, the expedition leader and navigator; Umberto Nobile, the dirigible's designer and pilot; Wealthy American outdoorsman, polar explorer and expedition sponsor Lincoln Ellsworth; as well as polar explorer Oscar Wisting who served as helmsman.
The other crew members were 1st Lt. Hjalmar Riiser-Larsen, navigator; 1st Lt. Emil Horgen, elevatorman; Capt. Birger Gottwaldt, radio expert, Dr Finn Malmgren of Uppsala University, meteorologist; Fredrik Ramm, journalist; Frithjof Storm-Johnsen, radioman; Flying Lt. Oscar Omdal, flight engineer; Natale Cecioni, chief mechanic; Renato Alessandrini, rigger; Ettore Arduino, Attilio Caratti and Vincenzo Pomella, mechanics.
Nobile's little dog, Titina, also came aboard as mascot.
Arrival at the North Pole
On the 12th. May 1926 at 01:25 (GMT), the Norge reached the North Pole, at which point the Norwegian, American and Italian flags were dropped from the airship onto the ice.
Relations between Amundsen and Nobile, which had been lukewarm at best, were further strained by the freezing and noisy conditions in the dirigible's cramped control car, and became even worse when Amundsen saw that the Italian flag dropped by Nobile was larger than either of the others.
Amundsen later recalled with scorn that:
"Under Nobile, the Norge has
become a circus wagon of the
skies".
Nobile later claimed that Amundsen had greatly exaggerated.
Technical Problems
After crossing the pole, ice encrustations kept growing on the airship's propellers to such an extent that pieces breaking and flying off struck the outer cover, causing rips and tears in the fabric:
"The ice forming on the propellers as we
went through the fog, and hurled against the
underside of the bag, had pretty well scarred
up the fabric covering the keel, though it had
not opened up the gas bags or caused any
hydrogen loss. We had used up all our cement
in repairing the fabric".
On the 14th. May, the Norge reached the Inupiat village of Teller, Alaska, where in view of worsening weather, the decision was made to land rather than continue the 70 miles to Nome in Alaska, which is on the coast of the Bering Sea.
The airship was damaged during the landing, and was dismantled and shipped back to Italy.
The First to The Pole
The three previous claims to have arrived at the North Pole -by Frederick Cook in 1908, Robert Peary in 1909, and Richard E. Byrd in 1926 (just a few days before the Norge) - are all disputed as being either of dubious accuracy or outright fraud.
Some of those disputing these earlier claims therefore consider the crew of the Norge to be the first verified explorers to have reached the North Pole.
Specifications of The Norge
Capacity: Payload 9,500 kg (20,900 lb)
Length: 106 m (347 ft 9 in)
Diameter: 26 m (85 ft 4 in)
Volume: 19,000 m3 (670,000 cu ft) of hydrogen
Powerplant: 3 × Maybach Mb.IV 6-cyl. water-cooled in-line piston engines, 190 kW (260 hp) each
Maximum speed: 115 km/h (71 mph).
Nationaal Koopvaardijmonument / National Merchant Navy Monument
“De Boeg” is een oorlogsmonument in Rotterdam. Het herdenkt de 3500 opvarenden van Nederlandse koopvaardijschepen die in de Tweede Wereldoorlog het leven verloren. Het monument van Fred Carasso werd op 10 april 1957 door prinses Margriet onthuld op de hoek van de Boompjes en de Leuvehaven. De 46 meter hoge aluminiumconstructie symboliseert een boeg in de betonnen golven. Later, op 15 juli 1965 werd een 8 meter hoge bronzen beeldengroep aan het monument toegevoegd: een roerganger, drie zeelui en een verdronkene. Aan de zijkant is de tekst: "Zij hielden koers" aangebracht.
“De Boeg” (The Bow) is a war memorial in Rotterdam. It commemorates the 3,500 crew members of Dutch merchant ships who lost their lives in the Second World War. Fred Carasso's monument was unveiled by Princess Margriet on the corner of Boompjes and Leuvehaven on April 10, 1957. The 46 meter high aluminum construction symbolizes a bow in the concrete waves. Later, on July 15, 1965, an 8 meter high bronze sculpture group was added to the monument: a helmsman, three sailors and one drowned. On the side is the text: "They kept course".
Germany, Hamburg, Blankenese, view from the river “Elbe” towards the “Treppenviertel” on a sunny spring day in March.
This formerly fishing village along the river in the Western Part of Hamburg has a long History, the Name “Blankenese” comes from the low German “Blanc Ness”, meaning white promontory in the river Elbe.
The stunning views from the river-facing stairs-quarter of Blankenese have resulted in highly desirable properties & expensive real estate prices, owned in the past by sea-captains & helmsman, although the ship owners resided on the “Elbchausse” country road along the river, starting at the Hamburg harbour area & ending in Blankenese.
The domiciles at the pedestrian-only labyrinth of the 58 Stairways at the up to over 70 m high hillside, with a total of 4864 Steps, are owned today by anyone who can afford it, not actually only moneywise, …more because to most of the houses, you need the guts to carry everything, food, beverage, garbage, furniture, babies, elderly people etc. etc. up or down by hand, which is especially tough in wintertime or by rain.
...Danke, Xièxie 谢谢, Thanks, Gracias, Merci, Grazie, Obrigado, Arigatô, Dhanyavad, Chokrane to you & over 650.000 clicks in my photostream with countless motivating comments
The Sail Training Ship SØRLANDET is owned and administrated by a non-profit foundation. The objective of the ship’s sailing activities is to offer the general public an experience in traditional life on board a tall ship, as well as maintaining the ship by active use. SØRLANDET is open for charter cruises, participating in hired port festivals and related specialized projects as well as welcoming individual trainees to join attractive prearranged summer cruises of various lengths against a set cruise fee. People of all ages between 15 and 70 of both sexes and all nationalities are welcomed to participate as trainees. No previous sailing experience is required. Detailed instructions will be given on board. You will learn new skills, such as: being a helmsman, lookout, safety, and participating in active sail manoeuvres. To climb the masts is voluntary but proper instructions will be given by the ship’s professional crew. We offer the individual participant an unforgettable tall ship experience with lots of challenges. The ship’s permanent crew of 15 will do their utmost to please new and old hands.
The SØRLANDET was built in Kristiansand, Norway, in 1927 as a full-rigged ship for training young people for the merchant marine. As the demand for regular training of young seamen decreased in the seventies, she extended the activities to welcome the general public on board. The name SØRLANDET comes from the southern region of Norway – it means the southern land.
The SØRLANDET keeps +1A1* class in DET NORSKE VERITAS and has all necessary certificates for world wide trade. Her capacity is 70 trainees. No serious accidents have happened during her many years of existence.
Capacity:
•Trainees: 70
•In local waters: 150 passengers
•Alongside: 200 guests
Merits:
•The oldest full-rigged ship in operation in the world
•First Norwegian training ship that crossed the Atlantic in 1933
•First tall ship in the world to offer sail training for women (1981)
•Participated in the first international race for tall ships in 1956
•Participated in several port festivals in Europe and in the USA
The SØRLANDET’s High protector is HRH Crown Princess Mette-Marit of Norway.
WELCOME ABOARD!
Further Information at: www.fullriggeren-sorlandet.no