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.

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

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.”

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

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

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

Findagrave link for Samuel Dana Greene: www.findagrave.com/memorial/6017440/samuel-dana-greene

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

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-...

************************

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.

Off the coast of Avalonia, a small Elven patrol craft lazily plys the water, whilst the bored Peregrinus scouts stationed on the cliffs above shiver in the damp. "Damn, i wish i was back in Baqua", grumbles one, "This posting is a waste of time - only one black ship sighted so far, and that vanishing in these accursed mists."

Suddenly there is a panicked shout from the ship, and the two scouts jump to thier feet. The water around the Elven boat is now roiling, and white, hideously gleaming creatures are hauling themselves onto the deck. It is the attack they feared would come! The elves seem hopelessly outnumbered, and the situation goes from bad to worse as the helmsman falls wounded. Suddenly, when all seems lost, bolts fly from the cliffs, knocking one ghoul from the stern, and impaling another to the gunwhale. The odds are evening up!

 

Built for Guilds of Historica, ChII Cat C.

GILLES VILLENEUVE AND FERRARI

 

Enzo Ferrari himself – founder and long-lived helmsman of the revered Ferrari SpA company – was both the most experienced and in many ways the most perceptive of judges whenever the question of truly great racing drivers might be posed.

 

Mr. Ferrari's particular fondness and admiration for the late, great French-Canadian Formula 1 star Gilles Villeneuve is recorded in his famous book Piloti che Gente, published in 1985: "Villeneuve's personality was such that he captured the crowds right away and became known as...Gilles! Yes, there were those who considered him nutty, but his energy combined with his daring and his 'destructive' capacity for burning out axle shafts, gears, clutches, and brakes when he raced, taught us what was required for a racer to protect himself in an unexpected situation, in desperate circumstances. He was the champion warrior, and he gave Ferrari a great deal of fame. I was extremely fond of him".

 

The roadway leading to Ferrari's Formula 1 facility at Fiorano is named after Gilles Villeneuve and his victories in the 1979 South African and Monaco Grand Prix races, and perhaps especially in the later 1981 Spanish and Monaco GPs provide remarkable testament to his combative nature and extraordinary racecraft.

 

While he won at Kyalami, South Africa, and at Long Beach in works Ferrari 312T4 '037' – the identity now offered here - by 1981 he was driving the ill-handling early turbocharged V6 Ferrari. In that car at Jarama, Spain, he held off a train of five faster rivals for most of the distance, just by using the superior straight-line speed of his powerful Ferrari and adopting "muscularly defensive" lines through the turns. He finally won there by just 0.22 seconds with the fifth-placed man only just over a second further back!

 

In his home Canadian GP at Montreal, Villeneuve damaged his Ferrari's front wing and drove most of the race in heavy rain with the wing obscuring his view before finally finishing third after his car's nose section had completely fallen off.

 

The tifosi revered him for his wheel-banging closing-laps duel with Rene Arnoux's turbocharged Renault in the 1979 French GP at Dijon-Prenois, the personally always engaging Villeneuve commenting afterwards, "I tell you, that was really fun! I thought for sure we were going to get on our heads, you know, because when you start interlocking wheels it's very easy for one car to climb over another!" At the Dutch GP a slow puncture collapsed Villeneuve's left-rear tire and spun him off track. He rejoined and limped back to the pits on three wheels, but driving so quickly he lost the damaged wheel along the way. On his return to the pits refused to believe that the car was beyond repair. He could have won that year's Drivers' World Championship by beating teammate Jody Scheckter at the Italian GP, but dutifully finished behind his South African teammate, Scheckter eventually beating Villeneuve to the coveted title by just four points.

 

In the rain-drenched Friday practice session before the season-ending United States GP at Watkins Glen, Villeneuve set a time some 11 seconds faster than every rival. Jody Scheckter, second fastest, recalled, "I scared myself rigid that day. I thought I had to be quickest. Then I saw Gilles's time and — I still don't really understand how it was possible. Eleven seconds!

 

Gilles Villeneuve believed devoutly in entertaining the world's race fans. Smoke the tires, he said, Yeah! I care about the fans, because I used to be one of them

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.

 

my fish tank

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

 

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

The Ayeyarwaddy (Irrawaddy or Ayeyarwady) River, Myanmar’s largest and most important waterway, remains a major transport artery. Numerous wooden boats still ply their trade up and down Kipling's “Road to Mandalay” - although the paddle steamers of his day have mostly been replaced by noisy diesel and gas motors.

 

For the associated story, visit the www.ursulasweeklywanders.com PhotoBlog Post:

www.ursulasweeklywanders.com/every-day-life/burmese-beaut...

PACIFIC OCEAN (March 18, 2019) Seaman Tori Barrett, from Collinsville, Ill., stands watch as the master helmsman on the bridge of the Harpers Ferry-class amphibious dock landing ship USS Harpers Ferry (LSD 49). Harpers Ferry is underway conducting routine operations as a part of USS Boxer Amphibious Ready Group (ARG) in the eastern Pacific Ocean. (U.S. Navy photo by Mass Communication Specialist 3rd Class Danielle A. Baker)

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

 

A swimming tank used on D-Day

DD, or Duplex Drive, was a term applied to Sherman tanks modified for amphibious operations. It refers to the fact that the tank uses its tracks on land and marine propellers in the water. Even so the most obvious feature of the amphibious Sherman is the huge screen of waterproof canvas which provides the buoyancy.

 

The system was invented by a Hungarian, Nicholas Straussler, who became a British subject before the war. It was first applied to a Tetrarch light tank and then to the Valentine which was used extensively for training. However the American Sherman was selected for active service because it was a more modern tank. The floatation screen is first raised by air filled tubes and then locked in place by a metal framework. The tracks keep turning in the water but they also drive the propellers which are steered by the helmsman standing behind the turret.

 

DD tanks were used by American, British and Canadian forces on D-Day; by the Americans again in the south of France and by the Americans and British during the Rhine crossing. They were relatively successful but crews had to be trained in submarine escape techniques in case their tank sank.

 

Duplex Drive equipment designed in the U.K. and fitted to Sherman (M4 medium) and Valentine infantry tank Mark III. DD equipment made the two tanks amphibious so could cross rivers and make seaborne landings. The equipment was stored and tank operated normally. It took 8 minutes to inflate using the 2 air bottles carried. Bilge pump by separate electric motor. Extension periscope and 2 propellors (driven by power taken from tank engine). Experiments continued until 1946

 

VEHICLES Features

  

Full Tracked

 

Tracks/Wheels

  

Gun - 75mm Gun

 

Armament - Main Weapon Type

  

Amphibious

 

Additional Features

  

2 x .30" M1919A4 Machine Guns

 

Armament - Secondary Weapon Type

  

General Motors Diesels, Model 6046, Series 71 x 2

 

Engine

  

Vehicle Statistics

  

5

 

Number (Crew)

  

29.23tons

 

Weight (Overall)

  

25mph

 

Maximum (Speed - Road)

  

4kn

 

Maximum (Speed - Water)

  

Diesel

 

Type (Fuel)

  

75mm

 

Calibre (Main Gun)

  

375bhp

 

Power (Engine Output)

  

148gall

 

Volume (Fuel)

  

Radius (Range)

  

50.8mm

 

Maximum (Armour Thickness)

  

97rounds

 

Number (Projectile)

  

7.62m

 

Length (Overall)

  

3.2m

 

Width (Overall)

  

3.96

 

Height (Overall)

 

Designer: Laurent Giles

Builder: A H Moody & Sons

Make: Moody 52

Year constructed: 1983

Berths: 8, Cabins: 5, Heads: 2

Engine model: Perkins 6.3544

Engine power: 109hp

Fuel type: Diesel

Length over all: 15.8m

Length at waterline: 11.9m

Beam: 4.3m

Maximum draft: 2.2m

Hull material: Glass Fibre

Keel type: 3/4 Keel

Displacement: 19600 kg

Fuel capacity: 400 Gallons

Water capacity: 300 Gallons

Engine(s)

Engine rewired also new heat exchanger together with a new inlet manifold fitted 2014.

Extractor fan and extinguishers in compartment.

Bow Thruster

Generator: Onan 10Kva.

New impeller and drive belt.

New seacocks and strainers to engine and generator.

Extensive engine spares including propeller, alternator, injector pump, starter, fresh water pump and many smaller items.

 

Construction

GRP hull and topsides to Lloyds 100A1, teak decks. Encapsulated lead keel, skeg rudder.

Yacht laid up ashore under previous ownership. Some evidence of osmotic blistering; hull below waterline peeled and dried out for extended period under supervision of surveyor, filled, faired & five coats of epoxy applied.

 

Accommodation

8 berths in four cabins all with drawers and hanging lockers

Fore cabin: twin V-berths with lee cloths.

Port cabin: one fixed berth, one fold-out pullman

Stbd cabin: single berth

Aft cabin: double to port, single to stbd, dressing unit

 

Deck saloon/dining:

Helming position with new helmsman's seat; navigation and engine instruments, engine Morse controls, chart table and lockers. Windscreen wiper.

Dining table with U-shaped seating. TV, carpet and upholstery new 2014

 

Galley:

New gimbaled LPG cooker, two burners plus grill and oven. Twin gas cylinders in aft locker - Gas Safe certificate June 2014. New S/S double sink with drainer and mixer tap. Refrigerator and chest freezer. Extractor fan, low level lights over worktops.

 

Heads:

Forward compartment with shower and WHB. WC discharges to black water tank.

Aft compartment adjacent to aft cabin with shower and WHB. WC discharges overboard.

Hot air heating to all cabins and heads.

 

Stowage:

Two large cockpit lockers

Storage behind saloon seating

Sail locker forward

 

Equipment

75lb CQR main anchor with 110m of 5/8" chain

Heavy kedge anchor with rope rode

Heavy duty windlass by SL, new electrics and hand controller.

S/S davits by SL

S/S bimini frame (no canvas)

 

Pressurised water system with new pump 2014.

Grey water tank collecting from sinks and WHBs.

Black water tank collecting from forward WC with electric discharge pump and alternative deck suction outlet.

 

Sails & Spars

Fully battened main by Hood, fully battened mizzen. Age not known, valeted & checked by Owen Sails.

New genoa by Owen Sails on Hood Seafurl 2014

Hank-on storm jib (serviceable)

Cruising chute

Spinnaker pole. Hydraulic vang to main boom. Lewmar 65 and 55 winches in cockpit.

 

Electrics

220/240v AC shore power ring.

24v DC: seven new batteries 2014. Two for engine starting, one for generator starting, four domestic. Shore power battery charger. All engine and battery links professionally rewired.

24v compressor for fridge/freezer

 

Electronics

Furuno radar/plotter in saloon with cockpit repeater.

Furuno GPS with navigation options menu linked to

Icom M601 VHF DSC radio

B & G depth-speed

Neco autopilot

Two steering compasses

Alpine radio/CD player

 

Safety Equipment

Fire extinguishers including two new automatics in engine compartment, hand helds and fire blanket - certified spring 2014

Electric bilge pump; manual bilge pump accessible from cockpit helming position; engine-driven bilge pump not fitted but included in sale.

Liferaft

Liferings and danbouy

Emergency tiller

 

Launched in 1983, the last of seven semi-custom blue water yachts designed by Giles and built by Moody on a GRP hull to Lloyds 100A1.

Dual steering positions in raised deck saloon and in aft cockpit. Sleeps eight in four cabins excluding saloon. Encapsulated medium length keel. She has an Atlantic circuit under her keel to her credit. Purchased in Autumn 2013 there has been an extensive winter refit.

 

£127,000

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

Again the Ghost sped on, above the black and heaving sea -- on, on -- until, being far away, as he told Scrooge, from any shore, they lighted on a ship. They stood beside the helmsman at the wheel, the look-out in the bow, the officers who had the watch; dark, ghostly figures in their several stations; but every man among them hummed a Christmas tune, or had a Christmas thought, or spoke below his breath to his companion of some bygone Christmas Day, with homeward hopes belonging to it. And every man on board, waking or sleeping, good or bad, had had a kinder word for another on that day than on any day in the year; and had shared to some extent in its festivities; and had remembered those he cared for at a distance, and had known that they delighted to remember him.

 

Charles Dickens ~ A Christmas Carol

   

View On Black

The 4th Day, Aberdovey & Llangollen Canal 24th May 2004

 

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

 

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

 

The structure is a Grade I listed building[1] and a World Heritage Site.

 

Etymology

The name Pontcysyllte in the Welsh language means "Cysyllte Bridge".[2] It is derived from the township of Cysyllte. The completed aqueduct linked the villages of Froncysyllte, at the southern end of the bridge in the Cysyllte township of Llangollen parish (from where it takes its name[2]), and Trevor (Trefor in Welsh), at the northern end of the bridge in the Trefor Isaf township, also of Llangollen parish.

 

The aqueduct was originally known as Pont y Cysyllte ("Bridge of Cysyllte"). Other translations such as "Bridge of the Junction" or "The Bridge that links" are a modern definition. They are derived from the word cysylltau (plural of cyswllt) which means connections or links.

 

History[edit]

The aqueduct was built by Thomas Telford and William Jessop near the 18th-century road crossing, Pont Cysylltau. After the westerly high-ground route was approved, the original plan was to create a series of locks down both sides of the valley to an embankment that would carry the Ellesmere Canal over the River Dee. However, after Telford was hired the plan was changed to an aqueduct that would create an uninterrupted waterway straight across the valley. Despite considerable public scepticism, Telford was confident his construction method would work because he had previously built a cast-iron trough aqueduct – the Longdon-on-Tern Aqueduct on the Shrewsbury Canal.[3]

 

The aqueduct was one of the first major feats of civil engineering undertaken by Telford, who was becoming one of Britain's leading industrial civil engineers; although his work was supervised by Jessop, the more experienced canal engineer. Ironwork was supplied by William Hazledine from his foundries at Shrewsbury and nearby Cefn Mawr. The work, which took around ten years from design to construction, cost around of £47,000. Adjusted for inflation this is equivalent to no more than £3,500,000 in 2016[4], but represented a major investment against the contemporary GDP of some £400 million.[5]

 

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

 

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

 

Copied as it is written. Severne, Pontcysyllty = Severn, Pontcysyllte MDCCXCV = 1795

 

The bridge is 336 yd (307 m) long, 4 yd (3.7 m) wide and 5.25 ft (1.60 m) deep.[6] It consists of a cast iron trough supported 126 ft (38 m) above the river on iron arched ribs carried on eighteen hollow masonry piers (pillars). Each of the 18 spans is 53 ft (16 m) wide. With the completion of the aqueduct, the next phase of the canal should have been the continuation of the line to Moss Valley, Wrexham where Telford had constructed a feeder reservoir lake in 1796. This would provide the water for the length of canal between Trevor Basin and Chester. However, as the plan to build this section was cancelled in 1798, the isolated feeder and a stretch of navigation between Ffrwd and a basin in Summerhill was abandoned. Remnants of the feeder channel are visible in Gwersyllt. A street in the village is still named Heol Camlas (Welsh: Canal Way).[7]

 

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

 

Subsequently the Plas Kynaston Canal was built to serve industry in the Cefn Mawr and Rhosymedre areas in the 1820s. There might have been another canal extension ("Ward's") but detailed records do not survive.[8] Goods traffic was brought down to the canal by the Ruabon Brook Tramway which climbed towards Acrefair and Plas Bennion. This railway was eventually upgraded to steam operation and extended towards Rhosllannerchrugog and Wrexham.[8]

 

In 1844, the Ellesmere and Chester Canal Company, which owned the broad canals from Ellesmere Port to Chester and from Chester to Nantwich, with a branch to Middlewich, began discussions with the narrow Birmingham and Liverpool Junction Canal, which ran from Nantwich to Autherley, where it joined the Staffordshire and Worcestershire Canal. The two companies had always worked together, in a bid to maintain their profits against competition from the railways, and amalgamation seemed to be a logical step. An agreement was worked out by August, and the two companies then sought a Private Act of Parliament to authorise the takeover. This was granted on 8 May 1845, when the larger Ellesmere and Chester Canal Company was formed.[9]

 

In 1846, the canal and the aqueduct became part of the Shropshire Union Railways and Canal Company. But the intent of the merger was to build railways at a reduced cost, by using the existing routes of the canals they owned.[10] However, by 1849, the plan to turn canals into railways had been dropped.[10] As the aqueduct was largely in an area that was served by railways owned by the Great Western Railway, the LNWR was more than happy for the canal to remain open as long as it remained profitable. With the start of the First World War in 1914, the Shropshire Union – which the Pontcysyllte aqueduct was a part – served the war effort with its fleet of more than 450 narrow boats.[10]

 

Commercial traffic on the canal greatly declined after a waterway breach near Newtown, Powys (now part of the Montgomery Canal) in 1936. By 1939 boat movements across the aqueduct to Llangollen had ceased. The canal was formally closed to navigation under the London Midland and Scottish Railway Company Act of 1944. On 6 September 1945, due to inadequate maintenance, the canal breached its banks east of Llangollen near Sun Bank Halt. The flow of hundreds of tons of water washed away the embankment of the railway further down the hill, tearing a 40-yard (37 m) crater 50 feet (15 m) deep.[11] This caused the first traffic of the morning, a mail and goods train composed of 16 carriages and two vans, to crash into the breach, killing one and injuring two engine crew.[12]

 

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

 

In the latter half of the 20th century, leisure boating traffic began to rise. In a rebranding exercise by British Waterways in the 1980s, the former industrial waterway was renamed the Llangollen Canal. It has since become one of the most popular canals for holidaymakers in Britain because of its aqueducts and scenery. The Pontcysyllte Aqueduct is now maintained and managed by the Canal & River Trust. Otters have been seen in the area.[13]

 

Construction and maintenance[edit]

 

Thomas Telford designed and built the Pontcysyllte aqueduct using the experience he gained from building Longdon-on-Tern Aqueduct on the Shrewsbury Canal.

The mortar used lime, water and ox blood.[14] The iron castings for the trough were produced at the nearby Plas Kynaston Foundry, Cefn Mawr, which was built by the Shrewsbury ironfounder and millwright William Hazledine in the hope of gaining the contract. The rib castings may have been made at Hazledine's original works at Coleham, near Shrewsbury.[15] The trough was made from flanged plates of cast iron, bolted together, with the joints bedded with Welsh flannel and a mixture of white lead and iron particles from boring waste.[16] After twenty-five years the white lead was replaced with ordinary tar.[17][18] As with Telford's Longdon-on-Tern Aqueduct, the plates are not rectangular but shaped as voussoirs, similar to those of a stone arch. There is no structural significance to their shape: it is a decorative feature only, following the lines of the stiffening plates (see below) in the castings beneath.[16] In nearby Cefn Mawr a high quartz content sandstone was discovered at the location where the New Cefn Druids football stadium has been built. Know locally as 'The Rock' the sandstone was extracted and worked here into the many numerous shapes as required by the architects. Many remnants of the workings are still visible alongside Rock Road which links Rhosymedre to Plas Madoc.

 

The supporting arches, four for each span, are in the form of cast-iron ribs, each cast as three voussoirs with external arches cast with an un-pierced web to give greater strength, at the cost of extra weight. Using cast iron in this way, in the same manner as the stone arch it supersedes, makes use of the material's strength in compression.[19] They also give an impression of greater solidity than would be the case were the webs pierced. This impression is enhanced by the arrangement of strips of thicker stiffening incorporated into the castings, arranged in the manner of joints between voussoirs.

 

Cast plates are laid transversely to form the bed of the canal trough. The trough is not fastened to the arches, but lugs are cast into the plates to fit over the rib arches to prevent movement.[16] The aqueduct was left for six months with water inside to check that it was watertight.[20] A feature of a canal aqueduct, in contrast with a road or railway viaduct, is that the vertical loading stresses are virtually constant. According to Archimedes' principle, the mass (weight) of a boat and its cargo on the bridge pushes an equal mass of water off the bridge.

 

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

 

Every five years the ends of the aqueduct are closed and a plug in one of the highest spans is opened to drain the canal water into the River Dee below, to allow inspection and maintenance of the trough.[21][22] [23]

 

World Heritage Site[edit]

The aqueduct and surrounding lands were submitted to the "tentative list" of properties being considered for UNESCO World Heritage Site status in 1999.[24] The aqueduct was suggested as a contender in 2005—its 200th anniversary year[25]—and it was formally announced in 2006 that a larger proposal, covering a section of the canal from the aqueduct to Horseshoe Falls would be the United Kingdom's 2008 nomination.[26][27]

 

The length of canal from Rhoswiel, Shropshire, to the Horseshoe Falls, including the main Pontcysyllte Aqueduct structure as well as the older Chirk Aqueduct, were visited by assessors from UNESCO during October 2008, to analyse and confirm the site management and authenticity. The aqueduct was inscribed by UNESCO on the World Heritage List on 27 June 2009.[28]

Linha de chegada / Resultado final Classe Optimist - Finish line / Final result Optimist Class - Ligne d'arrivée / Résultat final Catégorie Optimist - Línea de meta / Resultado final Clase Optimist

 

Torneio do Cerrado 2012 - Tourney of Cerrado - Tournoi du Cerrado - Torneo del Cerrado.

 

Parabéns a todos os participantes!

Nossa admiração aos vencedores!

 

1º colocado: Veleiro: CABEÇÃO. Timoneiro: Vitor Costa.

 

2º colocado: Veleiro: sem nome. Timoneiro: Lucas Faria

 

3º colocado: Veleiro: CALOPITO. Timoneiro: Caio Uchoa

 

4º colocado: Veleiro: sem nome. Timoneiro: João Vitor Maximiliano

 

5º colocado: Veleiro: sem nome. Timoneiro: Diego Campos

 

6º colocado: Veleiro: sem nome. Timoneira: Clara Felix

 

7º colocado: Veleiro: sem nome. Timoneiro: Tiago Brugger

 

8º colocado: Veleiro: Filé². Timoneiro: Felipe Rondina

 

9º colocado: Veleiro: sem nome. Timoneiro: Leandro Bottecchia

 

10º colocado: Veleiro: Sweel. Timoneiro: Edward Cronwell

 

11º colocado: Veleiro: sem nome. Timoneiro: Christian Shaw

 

12º colocado: Veleiro: Filé. Timoneiro: Leonardo Diniz

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

 

Congratulations to all participants! Our admiration to the winners!

 

1º place: Sail boat: CABEÇÃO. Helmsman: Vitor Costa

 

2º place: Sail boat: sem nome. Helmsman: Luiz André.

 

3º place: Sail boat: CALOPITO. Helmsman: Caio Uchoa

 

4º place: Sail boat: unnamed. Helmsman: João Vitor Maximiliano

 

5º place: Sail boat: unnamed. Helmsman: Diego Campos

 

6º place: Sail boat: unnamed. Helmswoman: Clara Felix

 

7º place: Sail boat: unnamed. Helmsman: Tiago Brugger

 

8º place: Sail boat: File². Helmsman: Felipe Rondina

 

9º place: Sail boat: unnamed. Helmsman: Leandro Bottecchia

 

10º place: Sail boat: Sweel. Helmsman: Edward Cromwell

 

11º place: Sail boat: unnamed. Helmsman: Christian Shaw

 

12º place: Sail boat: Filé. Helmsman: Leonardo Diniz

 

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

 

Félicitations à tous les participants! Notre admiration pour les vainqueurs!

 

1º lieu: Bateau: CABEÇÃO. Timonier: Vitor Costa

 

2º lieu: Bateau: sem nome. Timonier: Lucas Faria

 

3º lieu: Bateau: CALOPITO. Timonier: Caio Uchoa

 

4º lieu: Bateau: sans nom. Timonier: João Vitor Maximiliano

 

5º lieu: Bateau: sans nom. Timonier: Diego Campos

 

6º lieu: Bateu: sans nom. Timonier: Clara Felix

 

7º lieu: Bateu: sans nom. Timonier: Tiago Brugger

 

8º lieu: Bateu: Filé². Timonier: Felipe Rondina

 

9º lieu: Bateu: sans nom. Timonier: Leandro Bottechia

 

10º lieu: Bateu: Sweel. Timonier: Edward Cromwell

 

11º lieu: Bateu: sans nom. Timonier: Cristian Shaw

 

12º lieu: Bateu: Filé. Timonier: Leonardo Diniz

 

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

 

Felicitaciones a todos los participantes! Nuestra admiración a los ganadores!

 

1º lugar: Velero: CABEÇÃO. Timonel: Vitor Costa

 

2º lugar: Velero: sem nome. Timonel: Lucas Faria

 

3º lugar: Velero: CALOPITO. Timonel: Caio Uchoa

 

4º lugar: Velero: sin nombre. Timoniel: João Vitor Maximiliano

 

5º lugar: Velero: sin nombre. Timoniel: Diego Campos

 

6º lugar: Velero: sin nombre. Timoniel: Clara Félix

 

7º lugar: Velero: sin nombre. Timoniel: Thiago Brugger

 

8º lugar. Velero: File². Timoniel: Felipe Rondina

 

9º lugar. Velero: sin nombre. Timoniel: Leandro Bottechia

 

10º lugar. Velero: Sweel. Timoniel: Edward Cromwell

 

11º lugar. Velero: sin nombre. Timoniel: Cristian Shaw

 

12º lugar. Velero: Filé. Timoniel: Leonardo Diniz.

 

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Quer que seu filho cresça seguro, calmo e sábio, ensine-o a velejar cedo!

 

If you want your child to grow safe, calm and wise, teach him to sail soon!

 

Si vous voulez que votre fils grandisse calme, confiant et sage, enseignez lui a naviguer bientôt!

 

Si quiere que tu hijo crezca calmo, condifente y sabio, enseñale temprano a navegar!

Ragnorak

The wolf Skoll will finally devour the sun, and his brother Hati will eat the moon, plunging the earth [into] darkness. The stars will vanish from the sky. The cock Fjalar will crow to the giants and the golden cock Gullinkambi will crow to the gods. A third cock will raise the dead.

 

The earth will shudder with earthquakes, and every bond and fetter will burst, freeing the terrible wolf Fenrir. The sea will rear up because Jormungand, the Midgard Serpent, is twisting and writhing in fury as he makes his way toward the land. With every breath, Jormungand will stain the soil and the sky with his poison. The waves caused by the serpent's emerging will set free the ship Naglfar, and with the giant Hymir as their commander, the giants will sail towards the battlefield. From the realm of the dead a second ship will set sail, and this ship carries the inhabitants of hell, with Loki as their helmsman. The fire giants, led by the giant Surt, will leave Muspell in the south to join against the gods. Surt, carrying a sword that blazes like the sun itself, will scorch the earth.

 

Meanwhile, Heimdall will sound his horn, calling the sons of Odin and the heroes to the battlefield. From all the corners of the world, gods, giants, dwarves, demons and elves will ride towards the huge plain of Vigrid ("battle shaker") where the last battle will be fought. Odin will engage Fenrir in battle, and Thor will attack Jormungand. Thor will victorious, but the serpent's poison will gradually kill the god of thunder. Surt will seek out the swordless Freyr, who will quickly succumb to the giant. The one-handed Tyr will fight the monstrous hound Garm and they will kill each other. Loki and Heimdall, age-old enemies, will meet for a final time, and neither will survive their encounter. The fight between Odin and Fenrir will rage for a long time, but finally Fenrir will seize Odin and swallow him. Odin's son Vidar will at once leap towards the wolf and kill him with his bare hands, ripping the wolf's jaws apart.

 

Then Surt will fling fire in every direction. The nine worlds will burn, and friends and foes alike will perish. The earth will sink into the sea.

 

After the destruction, a new and idyllic world will arise from the sea and will be filled with abundant supplies. Some of the gods will survive, others will be reborn. Wickedness and misery will no longer exist and gods and men will live happily together. The descendants of Lif and Lifthrasir will inhabit this earth.

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".

 

Blankeneser Treppenvierte - Germany, Hamburg, Blankenese, “Treppenviertel”, 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

stairways quarter with Süllberg

The view from the bow of our lifeboat of the rescue operation.

 

The Captain of the NordNorge had done a superb job of:

a) getting to us quickly through difficult ice and

b) positioning his ship to make a lee from the 15 to 20 knot winds and 5 -6 foot waves.

 

Zodiacs were coming alongside and taking people off the Explorer lifeboats, In the boat we were among the last to leave and get onboard a Zodiac.

 

I did not recognise the helmsman, He was a Filipino crew member and he was using a lot of throttle, understandably it was a nervewracking time, but we had not come this far to fall at the last fence.

 

I looked at him and asked his name. He ignored me and I asked it again. He looked at me, made eye contact and said Alan sir. I think I said something like We are going to make this, let us take our time

 

By this time we had come out from behind the lee of the ship and I could see the wind had increased. I suggested he turn around and position the Zodiac in the lee of the ship. I held my breath as we came within 5 feet of the stern of the ship

  

The two options to get aboard were through the access door to the right of the photo or transfer to the Nord Norge lifeboat. I reckoned it would be easier for Lee to use the lifeboat.I suggested to the Filipino helm he came alongside the lifeboat. He did a superb job of putting us alongside the boat and a Norwegian made the bow fast and the crew man untied a painter and made the stern fast.

 

I helped LeeAnn across the Zodiac. Two Norwegians grabbed her arms and I grabbed her legs and we lifted her onto the lifeboat. I jumped up behind her and felt the Norwegian reach out and grab my arm. We were onboard

 

The contrast between their new, modern covered lifeboat and our small, open boat was marked. I thought we could have survived days in this boat.

 

LeeAnn turned to face me and we sat with our heads touching as we waited for the last few passengers to be loaded.

 

It was an emotional moment as we felt the lifeboat lift out of the sea. A crew member helped us off and handed us a blanket. Relays of crewmembers directed us up three decks where we entered a sleek 5 star lounge and welcomed with a hot drink.

 

LeeAnn and I found two seats and sat down.

 

We joined the crowds on the riverbank for the Duan Wu (Opening of the Fifth [month]) Festival, with Zongzi and Dragon-boat racing.

The present octagonal concrete tower was built in 1918 and stands 22 feet tall. It is an active lighthouse with a white flash signal every 5 seconds. This is the third lighthouse to service the town of Port Daniel. The first a wooden structure stood at the end of the town pier. In 1906, It was enlarged and moved to the present site at the end of West Point, but was destroyed by fire.

 

The town of Port Daniel is said to have gotten it's name from Jaques Cartier when sailing off the coast in a fierce storm he instructed his helmsman Charles Daniel to turn "Port Daniel" into the protected haven of the bay.

  

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

My photo on the cover of the Cruising Helmsman magazine.

 

Todays Posting - Free Friday - The choice is yours, celebrate our 500 th assignment or a posting of your choice, post it then Tag it with #TP500

 

to celebrate 500 with another celebration

 

ODT - I USED TO

work for magarines

IONIAN SEA, March 07 and 08, 2018. Italian Navy yeoman focuses on maintaining the heading aboard ITS Carabiniere during Dynamic Manta 18. Dynamic Manta is an NATO Maritime Command-led exercise designed to sharpen the anti-submarine warfare and anti-surface ship warfare skills of the participating units. Dynamic Manta 2018 will be conducted in vicinity of Italy from 5 March to 16 March 2018 and include participants from 10 NATO Allies. NATO Photo by CPO FRAN Christian Valverde.

The helmsman steers the ship. The Captain is seen on the left.

31st July 2010 . Cowes. Isle of Wight

 

Pictures of the Oman Sail Masirah EX40, Skipper and Helmsman Loick Peyron (FRA),Tactician Mark Bulkeley (GBR),Trimmer Pete Cumming (GBR), Bowman David Carr (GBR).

Shown here in action during UK stage of the 2010 Extreme 40 European Sailing Series

 

Mandatory credit: Lloyd Images

 

Pictures of The Wave Muscat EX40, skippered by Paul Campbell-James (GBR),Tactician Alister Richardson (GBR),Trimmer / Bowman Nick Hutton (GBR), Bowman Khamis Al Bouri (OMA). Shown here in action during the first day of UK stage, 2010 Extreme 40 European Sailing Series

 

Mandatory credit: Lloyd Images

 

Pictures of Team Ecover: Skipper / Trimmer Mike Golding (GBR), Helmsman Leigh McMillan (GBR), Tactician / Trimmer Will Howden (GBR), Bowman Andrew McLean (GBR), Bowman Jonathan Taylor (GBR), Shown here in action during the first day of UK stage, 2010 Extreme 40 European Sailing Series

 

Mandatory credit: Lloyd Images

 

Pictures of Team Groupama; Skipper / Helmsman Franck Cammas (FRA),Tactician Tanguy Cariou (FRA),trimmer Devan Le Bihan (FRA),Trimmer Benoit Briand (FRA), Bowman Christophe Espagnon (FRA).Shown here in action during the first day of UK stage, 2010 Extreme 40 European Sailing Series

 

Mandatory credit: Lloyd Images

08/09/2015, en route from Portsmouth, England to Bilbao, Spain.

 

To see more from this series, click on the below tag "BAIE DE SEINE" - IMO 9212163"

 

The navigation bridge/wheelhouse.

Main engine and bow thruster controls, together with helmsman's position and ECDIS navigation screens.

 

Launched on 21/04/2001, but not completed until 27/11/2002 by Szczecinska Nowa, Szczecin, Poland (b591-1/2).

17,150 g.t. and 6,775 dwt., launched as:

'Golfo dei Delfini', completed as:

'Dana Sirena' to 2013,

'Sirena Seaways' to 2014, and

'Baie de Seine' to 2020, and

'Sirena Seaways' since.

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

Resultado final / Campeonato 7º Distrito da Classe Star 2012

 

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: SEX AGE NARIO. Timoneiro: Gastão Brun. Proeiro: Gustavo Kunze

 

Final result / 7 th District Championship Star Class

 

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: SEX AGE NARIO Helmsman: Gastão Brun. Bowman: Gustavo Kunze

 

Résultat final / 7 ème district Championnat Classe Star

 

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: SEX AGE NARIO. Timonier: Gastão Brun. Arbalétrier: Gustavo Kunze.

 

Resultado final / Campeonato del 7º Distrito del Clase Star

 

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: SEX AGE NARIO. Timonel: Gastão Brun. Aquero: Gustavo Kunze

  

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.

Helmsman Mickey welcomes each and every passenger in the Atrium Lobby of the Disney Magic.

   

Disney Cruise Line Blog | @TheDCLBLog