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Italien / Venetien - Lazise
Lazise is a comune (municipality) and town in the Province of Verona in the Italian region Veneto, located about 120 kilometres (75 miles) west of Venice and about 20 kilometres (12 miles) northwest of Verona. It is situated on the eastern shore of Lake Garda. As of 31 December 2004, it had a population of 6,213 and an area of 65.0 square kilometres (25.1 sq mi). This geographical location empowers a position of great landscape value, but it also features elements of great architectural value and of great historical importance.
As well as these peculiarities, Lazise can rely on the presence of many attractions: a thermal spring situated in Colà, two amusement parks (Canevaworld and Gardaland, this latter situated partly on the territory of Castelnuovo del Garda, where it is based, and partly on the territory of Lazise) and an extensive hilly agricultural landscape. Lazise records about 3.5 million tourist visits every year, figures that place it at 12th place in Italy among tourist destinations, and the first Italian lake destination.
The municipality of Lazise contains the frazioni (subdivisions, mainly villages and hamlets) Colà and Pacengo.
Lazise borders the following municipalities: Bardolino, Bussolengo, Castelnuovo del Garda, Padenghe sul Garda, Pastrengo, Peschiera del Garda and Sirmione.
Origins of the name
The name Lazise comes from the Latin word lacus that means ‘lakeside village’, as some documents of Early Middle Ages seem to confirm, referring to the settlement as Laceses. Another hypothesis, later ruled out, put the name of the town as originating from Antonio Bevilacqua di Loncis. Loncis, from his castle in Bavaria, became governor of Lake Garda and the forefather of a major family that then changed its name to Bevilacqua-Lazise. Last hypothesis is lately ruled out comes from Lazica Kingdom.
History
Its name derives from the Latin "lacus" which means lacustrine village. Lazise in fact was originally a group of stilt houses beyond that Roman village and market. Between 888 and 961, during the reign of Berengar II of Italy and his son, the town was subject only to the monarch, that is, it was a "free villa" not subject to some feudatory. In 961, Italy was invaded by German troops, who descended the valley of the Adige to camp on the shores of Garda.
In 983, the Holy Roman Emperor Otto I granted Lazise the right to fortify itself and establish trading rights. It is considered as the first and oldest comune in Italy, and perhaps all of Europe. The medieval Church of Saint Nicolò has frescoes dating from the 12th century, by the school of Giotto. The customs house from the 16th century was constructed to control trade on the lake. During the 13th and 14th centuries, Lazise was occupied by the Scaligeri of Verona who built the castle and encircled the town with walls.
In 1405, it came under Venetian Republic rule until Napoleon conquered northern Italy in 1796.
After the Congress of Vienna (1815) it entered a period of Austrian rule, until in 1866, it was incorporated into the Kingdom of Italy.
The 14th-century La Pergolana villa, a kilometre north of Lazise, hosts a honey festival during the first weekend of October.
Tourism
The city is a holiday destination, and attracts tourists from the immediate area owing to its views of the Alps from the southern shore of Lake Garda.
At the center of the city is a series of interconnected piazze that house numerous open-air cafés, various shops, gelaterie (ice-cream parlours), and bars.
Scaliger Castle
The most imposing building of Lazise is the Scaliger Castle and the city wall that surrounds the historic centre. The castle was built during the domination of the lords of Verona Bartolomeo II and Antonio della Scala, or maybe just before the father Cansignorio della Scala (considering that Porta Nuova bears the date 21 May 1376). The city has always had three gates equipped with drawbridges: Porta Superiore, today known as Porta San Zeno, for the access on east side; Porta Lion (so called because it determined the coat of arms of the Serenissima), for the access on south side; Porta Nuova (so named because it was the last to be built), today widely called Porta Cansignorio, for access on north side. The castle suffered damages during the siege of the Venetians in July 1438, and then again in May 1528 due to the work of the army of Charles V. In the 16th century, with the progress of new technologies and war tactics, the castle lost importance and was purchased firstly by the community of Lazise and later by private families.
Traditions and folklore
Traditional events are the Regatta delle Bisse, using traditional Venetian rowing boats (with four standing rowers and no helmsman), whose stop in Lazise takes place between July and August, and the Cuccagna del Cadenon, which takes place at the end of August in conjunction with the Festa dell’Ospite, in which an eight-metre pole is placed horizontally on the waters of the old port, abundantly coated with fat, and is won by the one who, slipping on the greasy pole, manages to take the flag to the bottom.
Events
Celebrations that regularly take place in the village are numerous, in particular fairs and festivals: the Festa dell'Ospite, that is held at the end of July in Pacengo (a neighbouring town) and at the end of August in Lazise, when there are various stands that sell typical local products, concerts and a final show with fireworks; the Antica sagra della Madonna della Neve that takes place in the municipality of Colà at the beginning of August, during which the traditional plate of anara col pien (stuffed and roast duck) is served; la Sagra del Marciapié, an old feast that is celebrated on the last day of Carnival and the first of Lent in Via Arco, during which citizens are invited to choose the representatives of the street named Via Capo Valàr, in addition to the carnival masks; lastly the national fair I giorni del miele, a trade fair completely dedicated to honey and its derivatives held at the beginning of October.
(Wikipedia)
Lazise ist eine italienische Gemeinde (comune) mit 7028 Einwohnern (Stand 31. Dezember 2019) in der Provinz Verona, Region Venetien.
Geografie
Lazise befindet sich am Veroneser Südost-Ufer des Gardasees, das sandartige Strände aufweist, und liegt zwischen den Ortschaften Bardolino und Peschiera del Garda. Die Entfernung zur Provinzhauptstadt Verona beträgt etwa 23 Kilometer.
Klima und Vegetation
Vorwiegend herrscht in der südlichen Gardaseeregion mildes Klima. Die Sommer sind warm und nicht zu heiß; die Winter mild und mit wenig Regen. Schneefälle kommen höchst selten vor.
Vegetation
Rund um den Gardasee prägen mediterrane Vegetationsformen wie Zypressen, Oleander, Zedern, Olivenbäume und auch Palmen das Erscheinungsbild. An den sonnenüberfluteten Hängen gedeihen Agaven, Opuntien und Kapernsträuche.
Einige wenige Kilometer vom Ortszentrum entfernt befinden sich zudem zahlreiche Weingärten, Obst- und Gemüsepflanzungen sowie Weizen- und Maisfelder.
Geschichte
Der Name
Der Name Lazise leitet sich vom lateinischen „lacus“ ab und bedeutete wohl „villaggio lacustre“ („Seedorf“), wie Dokumente aus dem Mittelalter belegen, die das Dorf unter dem Namen „laceses“ führten.
Bronzezeit bis zur venezianischen Herrschaft
Die Geschichte reicht bis in die mittlere Bronzezeit (16.–13. Jahrhundert v. Chr.) zurück. Zahlreiche Funde in den Ortschaften La Quercia, Bor und Porto Pacengo wurden Zeugen dieser ereignisreichen Zeit.
Bereits im Jahre 983 erhielt der Ort unter Kaiser Otto II. in der sogenannten Veroneser Schenkung nicht nur Zoll-, Handels- und Fischereirechte, sondern auch eine weitestgehende Autonomie. Die Gemeinde Lazise rühmt sich deshalb damit, die älteste Gemeinde Italiens zu sein.
Im 11. Jahrhundert war Lazise eine Hafenstation, die im Besitz des Hauses Bevilacqua war. Unter Kaiser Heinrich IV. erhielt man 1077 die Erlaubnis eine Burg zu errichten, die unter dem Scaliger Cansignorio della Scala im 14. Jahrhundert zu einer bedeutenden Wehranlage mit eigenem ummauerten Hafen ausgebaut und vermutlich unter seinem Nachfolger Antonio della Scala vollendet wurde. Unter den Scaligern wurden auch die Stadtmauern und Stadttore erneuert und verstärkt. Nach dem Ende der Scaligerherrschaft 1387 waren es die Mailänder Visconti unter Gian Galeazzo Visconti, die die Herrschaft über Lazise übernahmen. Zu diesem Zeitpunkt trat Lazise der Gardesana dell’Acqua bei, einer Art Konföderation mehrerer von den Visconti beherrschten Gemeinden am See und im direkten Hinterland des Sees.
Republik Venedig
1405 fiel Lazise an die Republik Venedig. Unter Venedig wurde der Ort zu einem der Liegeplatz der venezianischen Galeeren und damit einer der Stützpunkte der venezianischen Gardaseeflotte. Im Zuge des Großen Venezianerkrieges unterlag Venedig 1509 in der Schlacht von Agnadello den Franzosen. Um diesen Zeitpunkt soll nach neuesten Erkenntnissen der Kapitän der venezianischen Flotte einige Galeeren mit Steinen beschwert, in Brand gesetzt und schließlich versenkt haben. Vor dem neuen Hafen von Lazise befindet sich in etwa 500 Meter Entfernung vom Ufer in einer Tiefe zwischen 24 Metern und 27 Metern das Wrack der im 16. Jahrhundert gesunkenen Galeere, sie hat eine Größe von 30 Metern Länge und 3 Metern Breite.
In der Folge wurde der Ort von umherziehenden Landsknechten geplündert. Erst zu Beginn des 17. Jahrhunderts trat wieder eine ruhigere und friedlichere Phase ein in der Lazise wirtschaftlich aufblühte. Ab 1607 wurde das Arsenal unter Herrschaft der Serenissima zur Zollstelle. Auf dem ganzen Gardasee und der östlich gelegenen Etsch wurde mit Waren wie Getreide, Papier, Stoffe, Öl sowie Eisenartikel gehandelt. Die Gegebenheit einer vorrangigen Stellung im Handel war dadurch gesichert.
Seit 1797
Im Zuge des Italienfeldzuges (1796–1797) wurde Lazise von napoleonischen Truppen besetzt. Mit dem Frieden von Campo Formio fiel der Ort erstmals an die Habsburger, um aber bereits 1805 an das napoleonische Königreich Italien angeschlossen zu werden, bevor es mit dem Wiener Kongress 1815 erneut an das habsburgerische Königreich Lombardo-Venetien fiel.
Lazise trat mit dem Ende des dritten italienischen Unabhängigkeitskrieges und der nachfolgenden Volksabstimmung dem Königreich Italien bei.
Sehenswürdigkeiten
Die Altstadt von Lazise weist noch immer viele Bauwerke mittelalterlichen Ursprungs auf. Das Stadtbild wird von den im 14. Jahrhundert von den Scaliger errichteten Stadtmauern und von der Burg beherrscht. Lazise besitzt zahlreiche malerische Ecken wie die Piazza Vittorio Emanuele und den kleinen Hafen, in dem noch heute Fischerboote liegen. Es gibt drei große Stadttore, durch die man in das Innere der autofreien Altstadt gelangt. Zum einen über den Eingang, der direkt an der verkehrsträchtigen Gardesana Orientale liegt und auch als Haupteingang gilt, zum anderen über die Via Rosenheim, die aufgrund der Partnerstadt Rosenheim so bezeichnet wurde, und schließlich zuletzt über die Straße namens Via Bastia.
Wirtschaft und Infrastruktur
Der Fremdenverkehr hat in der zweiten Hälfte des 20. Jahrhunderts die Landwirtschaft als wichtigste Einkommensquelle abgelöst. Im Ort befinden sich zahlreiche Hotels, Ferienanlagen, Appartement- und Zimmervermietungen sowie Campingplätze. Lazise hat 3,5 Millionen Nächtigungen pro Jahr und lag 2017 auf Platz 12 unter den Reisezielen in Italien.
Die bedeutendsten landwirtschaftlichen Produkte sind Wein und Olivenöl. Letzteres wird in Ölmühlen vor Ort vermarktet. Eine gewisse Rolle spielt auch die Nutztierhaltung, insbesondere die Schweineproduktion.
In der Vergangenheit noch bedeutend, spielt der Fischfang nur eine wirtschaftliche Nebenrolle, dem wenige Berufsfischer noch nachgehen.
Zu den im Zuge des Massentourismus entstandenen Einrichtungen gehört der südlich des Ortskerns gelegene Vergnügungspark Canevaworld.
Fischgerichte
Der so genannte Lavarello gilt als Felchen des Gardasees, der in den umliegenden Restaurants angeboten wird.
Weine
In den Hügeln der Venetischen Region wird auch heute noch in zahlreichen Weingütern Wein angebaut, z. B. der Bardolino Classico.
Wochenmarkt in Lazise
In den Frühjahr- und Sommermonaten finden um den Gardasee Wochenmärkte statt. Lazise bietet einen umfangreichen sowie gut sortierten Markt, der sich über die gesamte Altstadt erstreckt, der regelmäßig am Mittwoch abgehalten wird.
(Wikipedia)
The Pontcysyllte Aqueduct (Welsh pronunciation: [ˌpɔntkəˈsəɬtɛ], full name in Welsh: Traphont Ddŵr Pontcysyllte) is a navigable aqueduct that carries the Llangollen Canal over the valley of the River Dee, between the villages of Trevor and Froncysyllte, in Wrexham in north east Wales. Completed in 1805, it is the longest and highest aqueduct in Britain, a Grade I Listed Building[1] and a World Heritage Site. The name is in the Welsh Language and means junction or link bridge. For most of its existence it was known as 'Pont y Cysyllte' - 'Bridge of the Junction'.
The aqueduct, built by Thomas Telford and William Jessop, is 1,007 ft (307 m) long, 11 ft (3.4 m) wide and 5.25 ft (1.60 m) deep. It consists of a cast iron trough supported 126 ft (38 m) above the river on iron arched ribs carried on nineteen hollow masonry piers (pillars). Each span is 53 ft (16 m) wide.. It was opened on 26 November 1805, having taken around ten years to design and build at a total cost of £47,000 (£2,930,000 as of 2010),[2].
The trough sides rise only about 6 inches (15 cm) above the water level, less that the 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. (Wikipedia)
The mysterious sinking of the Admiral Von Tromp
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. It is 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 of 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 Marston 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 Marston, mate, 22 Longwestgate - survived.
- Mr Anthony Nicholson, engineer, 6 Avenue 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.
A ferry crosses from River Heads, 20 minutes south of Hervey Bay, through the protected waters of the Great Sandy Marine Park to a boat landing near the world-famous Kingfisher Bay Resort. Mainland Australia floats on the horizon, just a 50-minute crossing away.
For the story, please visit: www.ursulasweeklywanders.com/nature-2/into-a-pristine-pas...
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
This is really cool sailing. Look at te organized and intelligent design of this little gem. No wonder that the helmsman is so at ease and in control.
Unknown photographer circa 1900
Early start from home to drive up to Saltwick Bay and set up for sunrise. Photographed many times by many photographers the Admiral von Tromp trawler lies just short of Black Nab. Getting to this spot was tricky in itself but well worth the climb over the rocks.
Thursday 25th October 2018 Copyright Simon Lathlane
More of the history of the wreck
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 they 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 lifes 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 get 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 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.
Top speed: 61 knots.
Engines: 2 sealed high velocity jet turbines.
Crew: 1 Helmsman, and 2 minelaying technicians.
Length: 68 studs.
Width: 30 studs.
Height: 16 studs.
Built as a one-off experiment in multi-hull design, and jet turbine propulsion, the Bobcat features two automated Phalanx turrets, 22 ship-to-ship missiles, and eight floating proximity mines.
____________
Boats are difficult. The hull of this thing has been sitting around for about two months gathering dust, and generally being scavenged for parts. I decided I wanted to finish it a couple days ago after seeing Mark's Venetian war galley.
Everything besides the front half of the black hull was built within the last three days in a mad rush to get it finished.
*EXPLORED*
Saltwick Bay, Yorkshire
On Saltwick Bay near Whitby lies the wreck of a trawler named the Admiral Von Tromp which foundered In October 1976. How it became wrecked is 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.
Source: Scarborough Evening News 11th November, 1976.
meglio la vista in grande, better the view on large: View On Black
Palinuro, che dà il nome alla nave, era il nocchiero (timoniere) della nave di Enea, quando quest' ultimo era fuggito da Troia incendiata. Palinuro era un marinaio ligio al dovere, che il Dio del sonno solo con la magia riuscì a far addormentare e cadere in mare. La polena raffigura giustamente Palinuro con gli occhi chiusi, perchè vinto dal sonno, ma con ancora la barra del timone ben stretta fra le mani.
L'episodio viene descritto alla fine del Libro V dell'Eneide, nel quale Virgilio individua il punto preciso della vicenda: uno scoglio riconducibile al tratto di costa Campano, dinanzi all'omonimo capo (Capo Palinuro), tra il golfo di Policastro e l'insenatura di Pisciotta, nella subregione attualmente chiamata Cilento.
Naufrago dopo aver invocato invano i propri compagni, Palinuro rimane per tre giorni in balia del Noto (vento del Sud) fino all'approdo sulle spiagge d'Italia, dove troverà ad attenderlo non la salvezza ma una fine crudele: catturato dalla gente indigena, viene ucciso e il suo corpo abbandonato in mare.
Veniva così soddisfatta la richiesta di Nettuno (dio del mare) che nel momento stesso in cui accordava a Venere (madre di Enea) il proprio aiuto per condurre in salvo la flotta di Enea sulle coste campane, aveva preteso per sè in cambio una vittima
Palinuro, nel successivo Libro VI, vagando tra le anime degli insepolti, sarà protagonista di un triste incontro con Enea, disceso nel regno dell' Ade in compagnia della Sibilla Cumana.
In quell'occasione supplicherà il suo condottiero di dargli sepoltura, esortandolo a cercare il suo corpo tra i flutti.
Sarà poi la Sibilla a rivelargli che il suo cadavere non verrà mai ritrovato. La sacerdotessa tuttavia mitiga l'amarezza del nocchiero predicendogli che, perseguitati da eventi prodigiosi, i suoi assassini erigeranno un cenotafio da dedicare a lui e da onorare con offerte. Quel luogo avrebbe per sempre portato il nome Palinuro
Palinuro, who gives his name to the ship, was the helmsman of the ship of Aeneas, when this mythologic hero escaped from Troy. Palinuro was a sailor dutiful, that the God of sleep only with the magic managed to fall asleep and fall off. The figurehead depicts rightly Palinuro with his eyes closed, because overcome by sleep, but with the rudder still tight in his hands.
The episode is described at the end of Book V of the Aeneid, where Virgil locates the precise point of the story: a rock, due to the Campanian coast, before the eponymous head of the Gulf of Policastro and the inlet of Pisciotta, currently called Cilento.
Castaway after calling in vain the other sailors, Palinuro remains for three days at the mercy of Noto (South Wind) till the landing on the beaches of Italy, where he will wait for salvation, instead he will be captured by indigenous people, killed and his body abandoned in the sea.
Was thus satisfied the request of Neptune (god of the sea) that at the same moment in which accorded to Venus (Aeneas' mother) his help to lead the fleet of Aeneas to safety on the coasts of Campania, had demanded in exchange a victim
Palinuro, in the next Book VI, wandering among the souls of the unburied, will star in a sad encounter with Aeneas descended into the realm of 'Hades in the company of the Sibilla Cumana. On that occasion, he will implore his captain to bury him, urging him to find his body in the waves.
Only later the Sibyl will reveal to him that his body will never be found. The priestess, however, mitigates the bitterness of the helmsman, telling that, haunted by miraculous events, his killers will erect a cenotaph to be dedicated to him and to be honored with offerings. That place would forever be known simply as Palinuro
Trionfo del barocco, ammirata e consumata da milioni di scatti, mantiene intatto fascino e sorpresa. La fontana è dominata dalla statua di Oceano nocchiero delle acque.
La fontana è opera di Nicola Salvi, iniziata nel 1732, le figure allegoriche sono di diversi autori, i tritoni sono di Pietro Bracci (1759-1769).
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Triumph of the Baroque, admired and worn by millions of shots, still retains charm and surprise. The fountain is dominated by the statue of Oceanus helmsman of the water.
The fountain is the work of Nicola Salvi, which began in 1732, the newts are by Pietro Bracci (1759-1769).
Cronosfida 2013
Camera: Nikon D5100
Lens: Nikkor 105mm/f5.6
Regulation: Manual
We recently got back from a 7-night cruise aboard the Disney Magic. The first thing you'll see upon boarding is the beautiful 3-story atrium lobby which is designed to recall an undersea garden. A bronze statue of Helmsman Mickey is also there to greet you. In true Disney fashion...attention is in the details which can be found throughout the ship.
Being we sailed in October, we got to celebrate Halloween on the High Seas...you'll notice the decorations, including a Halloween Tree that transforms throughout the cruise.
www.flickr.com/photos/genefreeman/51808907911/in/photostr...
АNNO 1971
...in personal approximation
and search of single quantum of freedom
to Exist, as personality of Individual, as being
me-Myself in all aspects as resonance
of binding positive emotions to be degraded
and trans-mutated from the norm
of being Human, and independent member of
Human race existed with out stated theorem,
or critical re-marks with out its collectively
dysfunctional chimera, object, model of named
sublimed such "persona incognito non-grata" -
I missed my train again, and run and run anew
through their vigilant totalitarian sharp eyes of the
control, dictating me and everyone including you,
in every fragmentary aspect that I can't,
and what I should, or must I do by their tyrannic
"Do!" command from Party far above, controlling ego,
brain, plus consciousness and Will in their armful
sweaty, hairy hands by digging, sorting and
Personality and Dreams, and reliability behavior
of Subject, by their model-built ability to smash
and kill, and such regime presents Commissars'
politically manifested force, its pointer, political
and total supervision and power to oppress,
to hold securely, suppress and to control
not only by the strength of my hands:
the most important to hold in iron vise the Will,
and brains, of mine and others, by bending
under their yoke, and breaking by a force
free moments and dynamics of free Will,
because:
"The Party is the Helmsman, and Honor
and Conscience" of all the People,
(which is the punch-line of Marxist manifesto!)
and to suppress me in their effort to be my-self,
by forcing by Decrees to think, to dance and
to express according "as bequeathed" by their
bloodies and greatest leaders at behest of
Karla-maxa, having shot a-mass, infected all
by Spanish-flu, and forcing mass to starve by
shortages of food, and mass-repressing entire
nation by iron-fist of "Red-Terror" under
convoy to underground mines and all Siberian taiga,
too-too! to deadly frozen Solovki, and Kolyma, and everywhere to omni-potent monstrous GULAG,
and each of bloody labor camps, exterminating life
as if at "Eastern Front", according to manifested
"quarantine" decrees, and totalitarian mandates
that deadly changed my Mother's life
and consciousness of her to Null-and-zero...
All those agitators, activists and party's leaders
being armed with Marxian indoctrination
against legality of Owners' capital to take away,
for which extortion I Per-se objected and gave up my citizenship by naivete for illusory Freedom to be my-self
in own volume of modest thoughts and Soul,
were running through the cinder Post-and-block, and
through rails and ways to history unfortunate in
its entirety to replicate "It-self", to move away from
history and set of lost ago in vanished Past initial,
abolished points been flowing from the basin "A" into arbitrary set of "B" inherent in stream off fluid where
eyes shaped these Water flocks, and rather
upon further fast attraction to alphabet
washed up me on the shores of flooded,
but still bucolic Vienna already prematurely
aborted and deserted without crowd and
without pillars in arms of euphoria of jubilation
and Yugends, Folks, and such enthusiastic
as it never happened before, almost emptiness,
approaching Spring has been already swept
away a remnant snow from so shiny pavements
with admiration raged, forgetting firmly ringing
echo of horseshoes and steps-chased by
lacquered boots from such unknown always
returning cycle "Again"...
And many trees by losing their leaves spelled
uttered silent whisper "I'm sorry ..." for those
years that have passed since sad resentment,
however, all fat muzzles were devoured, growing
as it should be, two hanging navels, almost like
ham in color of their shiny eyes, showcases,
and counters with "pillar-to-eat", deserted
streets without helpful taxis-cabs,
without marching nurses and rallies with poster:
"I want to live like my Dear-Soviet nurse!"
brainwashed by propaganda off,
O, you F...en-naive-Ladies! for my three
grosh-a-pennies, yes! for a salary at night
emergent over-loaded rooms by pain
were brought in shifts to Ob-Gyn floor at midnight
by "miscarriage-patients" full-filled all night by
unfortunate poor predominantly working-class
young Females from all the outskirts of One-million
city in my forgotten days - they brought all those from
exhaustive overwork, and losing lives of premature
life-less macerated fetuses, and endless repetition
of tragic losses was also communal Soviet way of
communistic Life, the only thing perhaps
"uniquely fair", and so roams pain raking
tribute to Marxist regime from Near Mills
"to-opposite" behind the fence and cemetery's
gates without an escort, along the graves
without "Peace" ...
But in that Vienna stood a market with
all essential for me The Books, on Lingos far
before my birthday lost-forgotten, and from
the Soviet period hunger ripples to this day
stands before my eyes,
but there was no penny to dive into the revelry
of the abundance of pages still unread...
Additionally, there is exists a first impression.
almost invisible as feeling, rather an epiphany,
from first firmness of independent steps,
even before of reading all the whiteness of
folios, and pages, and other things, as pledge
of my foundation upon the Snow-First of virgin
in the midst of fright! of course delight that
foot of mine steps upon so firmly on something
covered with thick and many! white! by childish
standards still subject to transmutation by
energies of Hope emitted
through thousands of days of expectation,
that fundamentally intrinsic a-la dim Dream
between initial and current, but still a Dream...
Yes, the sum of expectations still old and left
in similarity of sled about mountain from
those Past remaining since, as if in depths upon
Neuronal bundles and transmitters conducting
impulses to cortex Consciousness formation,
and within the Cortex and structures deep
between admitted that I am only a particle
of Your majestic Greatness,
and in the miserliness of this phenomenon
does not diminish belongings and flesh
and crumbs the course of thought
to realize my-Self just as elementary particle...
(Night-Shift-ER-Gyn-Obs, 1971 начато, 2022 доработано, неокончено)
The sanctuary at Sounion is one of the most important sanctuaries in Attica. Sporadic finds point to the conclusion that the site was inhabited in the prehistoric period but there is no evidence of religious practice in such an early date. "Sounion Hieron" (sanctuary of Sounion) is first mentioned in the Odyssey, as the place where Menelaos stopped during his return from Troy to bury his helmsman, Phrontes Onetorides. Finds dated to the 7th century BC onwards increase in number, indicating the existence of organized cult on two points of the promontory: at the southern edge where the temenos of Poseidon was situated, and about 500 m. to the NE of it, where the sanctuary of Athena was established.
Important votive offerings were dedicated during the 6th century B.C., but the architectural form of both sanctuaries remained unpretentious until the beginning of the 5th century B.C., when the Athenians initiated the construction of an imposing poros temple in the temenos of Poseidon. The building was never completed, though, as both the temple and the offerings were destroyed by the Persians in 480 BC. In the following decades, Sounion, like the rest of Attica, flourished, and an important building project was undertaken at both sanctuaries. At the end of the 5th century and during the Peloponnesian War, the Athenians fortified Sounion cape. From the 1st century BC. onwards, the sanctuaries gradually declined and Pausanias, who sailed along the coast of the promontory in the mid-2nd century AD, mistook the prominent temple on the top of the hill as the temple of Athena.
The site of the temple was known in the following centuries, as is proved by descriptions of modern travellers, who visited Sounion before the excavations started. Several of them, carved their names on the ruins, e.g. Lord Byron.
Restricted excavations in the sanctuary of Poseidon were conducted in 1825 by the Dilettanti and by the German architect W. Doerpfeld. Systematic investigation was undertaken between 1897 and 1915 by the Athens Archaeological Society, under the direction of V. Stais, with the collaboration of A. Orlandos. Since 1994, the Archaeological Society has been carrying out excavations at the Fortress.
The monuments seen on the site are the following:
The Temple of Poseidon
At the end of the Archaic period an imposing temple was constructed in the position of the Classical one seen today, but it was slightly smaller in dimensions. It was Doric, made of poros, with an external colonnade of 6 x 13 columns, and an internal one which supported the roof. Its construction was interrupted by the Persian invasion and the temple remained unfinished. The later temple, that is preserved today, was also Doric, with 6 x 13 columns, made of Agrileza marble, but without an internal colonnade. The stylobate measured 13,47 x 31,12 m. It was constructed in 450-440 B.C. and, according to another theory, was the work of the architect who had also built the Hephaisteion ("Theseion") in the Ancient Agora of Athens, the Temple of Nemesis at Rhamnous, and the Temple of Ares which was probably erected in Acharnes. The sculptural decoration of the temple, made of Parian marble, is preserved in poor condition. The frieze of the east side depicted Centauromachy, and the east pediment (of which only a seated female figure is preserved) probably depicted the fight between Poseidon and Athena for the domination of Attica. The two antae of the east side and several of the columns of the east part of the temple are still preserved today, while the west is completely destroyed.
The man at the helm (in fact it was a whip stick before the 18th century) on ships was protected from the weather by a small cabin, below the poop deck.
25/05/2025, Gladstone, Australia.
Helmsman's position in the wheelhouse.
Click on the tag below, 'Curtis Endeavour II', to see a variety of images of this vessel.
The skipper, who I think is also the owner, is the only person on the bridge during a crossing. He gives an excellent & informative running commentary when on the Sunday harbour cruise.
The commentary encompasses ship types, port history, islands, berths, industries, plus his own extensive local knowledge.
He is a top bloke too!
A landing craft used as a ferry between Gladstone and Curtis Island.
On Sundays the vessel does a 2 hour harbour cruise, which is dependant on sufficient passenger numbers to make it viable. The cost is a very reasonable AUS$ 40 (£20).
The vessel is utilitarian but the only place to be during the cruise, is in the shade on the top deck.
Built in 1999 at Gladstone by an unknown shipyard.
MMSI: 503639000
Length29.00 m
Breadth10.00 m.
I've occasionally been lucky enough to take the helm of canal narrowboats. So I was mightily impressed to see how well the helmsman of Alfons Marie negotiated two 90 degree plus a draw bridge within just a couple of hundred metres.
The main photo shows the barge leaving the raised bridge and passing in front of Sneek's Waterpoort. This was erected in 1613 to connect city and harbour. It formed part of the city's defensive walls, but when large parts of these were demolished in the early 18th century, it was fortunately decided to leave the Waterpoort intact.
One of the photos below shows Alfons Marie approaching the draw bridge having made a 90 degree starboard turn. The other photo shows how she has completed a 90 degree turn to port having successfully negotiated the narrow passage.
The basin may look large but with so many other craft around in high season, this was far from a simple manoeuvre for such a large vessel!
“Created by Américo Gomes in 1934, this monument pays homage to fishermen, represented by the man tightly gripping a rudder. It is admirable for its movement, expression, and character. It was once considered "one of the greatest artistic revelations of recent years in the sense of Portuguese nationalist monumental sculptures”. source:http://visitporto.travel/Visitar/Paginas/Descobrir/detalhespoi.aspx?POI=716
Address:
Avenida de Montevideu
4150-519 porto
The Pontcysyllte Aqueduct is a navigable aqueduct that carries the Llangollen Canal across the River Dee in the Vale of Llangollen in north east Wales. The 18-arched stone and cast iron structure is for use by narrowboats and was completed in 1805 having taken ten years to design and build. It is the longest aqueduct in Great Britain and the highest canal aqueduct in the world.
The aqueduct was to have been a key part of the central section of the proposed Ellesmere Canal, an industrial waterway that would have created a commercial link between the River Severn at Shrewsbury and the Port of Liverpool on the River Mersey. Although a less expensive 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. 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.
The structure is a Grade I listed building and a World Heritage Site.
There is a mighty scary drop on the Western side of this Aqueduct where there is no railing, so from that side of the boat you look straight down to the river and valley below.
History:
The aqueduct viewed from the valley below
The aqueduct was designed by civil engineers Thomas Telford and William Jessop for a location near an 18th-century road crossing, Pont Cysyllte. 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. After Telford was hired the plan was changed to an aqueduct that would create an uninterrupted waterway straight across the valley. Despite considerable public scepticism, Telford was confident his construction method would work because he had previously built a cast-iron trough aqueduct – the Longdon-on-Tern Aqueduct on the Shrewsbury Canal.
The aqueduct was one of the first major feats of civil engineering undertaken by Telford, who was becoming one of Britain's leading industrial civil engineers; although his work was supervised by Jessop, the more experienced canal engineer. Ironwork was supplied by William Hazledine from his foundries at Shrewsbury and nearby Cefn Mawr. The work, which took around ten years from design to construction, cost around of £47,000. Adjusted for inflation this is equivalent to no more than £3,840,000 in 2019, but represented a major investment against the contemporary GDP of some £400 million.
The Pontcysyllte aqueduct officially opened to 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 [sic] Dee and Mersey for the mutual benefit of agriculture and trades, caused the first stone of this aqueduct of Pontcysyllty [sic], to be laid on the 25th day of July MDCCXCV [1795]. When Richard Myddelton of Chirk, Esq, M.P. one of the original patrons of the Ellesmere Canal was Lord of this manor, and in the reign of our Sovereign George the Third. When the equity of the laws, and the security of property, promoted the general welfare of the nation. While the arts and sciences flourished by his patronage and the conduct of civil life was improved by his example.
The bridge is 336 yd (307 m) long, 12 ft (3.7 m) wide and 5 ft 3 in (1.60 m) deep. It consists of a cast iron trough supported 126 ft (38 m) above the river on iron arched ribs carried on eighteen hollow masonry piers (pillars). Each of the 18 spans is 53 ft (16 m) wide. With the completion of the aqueduct, the next phase of the canal should have been the continuation of the line to Moss Valley, Wrexham where Telford had constructed a feeder reservoir lake in 1796. This would provide the water for the length of canal between Trevor Basin and Chester. The plan to build this section was cancelled in 1798, and 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).
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. 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.
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.
Plaque commemorating the construction of the Pontcysyllte Aqueduct between 1795 and 1805 by Thomas Telford
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. By 1849, the plan to turn canals into railways had been dropped. As the aqueduct was largely in an area that was served by railways owned by the Great Western Railway, the LNWR was more than happy for the canal to remain open as long as it remained profitable. With the start of the First World War in 1914, the Shropshire Union – which the Pontcysyllte aqueduct was a part – served the war effort with its fleet of more than 450 narrow boats.
Commercial traffic on the canal greatly declined after a waterway breach near Newtown, Powys (now part of the Montgomery Canal) in 1936. By 1939 boat movements across the aqueduct to Llangollen had ceased. The canal was formally closed to navigation under the London Midland and Scottish Railway Company Act of 1944. On 6 September 1945, due to inadequate maintenance, the canal breached its banks east of Llangollen near Sun Bank Halt. The flow of hundreds of tons of water washed away the embankment of the railway further down the hill, tearing a 40-yard (37 m) crater 50 feet (15 m) deep. This caused the first traffic of the morning, a mail and goods train composed of 16 carriages and two vans, to crash into the breach, killing one and injuring two engine crew.
The aqueduct was saved (despite its official closure to waterway traffic) because it was still required as a water feeder for the remainder of the Shropshire Union Canal. The aqueduct also supplied drinking water to a reservoir at Hurleston. In 1955 the Mid & South East Cheshire Water Board agreed to maintain the canal securing its future.
In the latter half of the 20th century, leisure boating traffic began to rise. In a re-branding exercise by British Waterways in the 1980s, the former industrial waterway was renamed the Llangollen Canal. It has since become one of the most popular canals for holidaymakers in Britain because of its aqueducts and scenery. The Pontcysyllte Aqueduct is now maintained and managed by the Canal & River Trust. Otters have been seen in the area.
Construction and maintenance:
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. Blood and extracts of blood containing haemoglobin have been used in the construction and building industry since antiquity as air entraining colloids to inexpensively strengthen mortar exposed to freeze-thaw temperature cycles.
The iron castings for the trough were produced at the nearby Plas Kynaston Foundry, Cefn Mawr, which was built by the Shrewsbury ironfounder and millwright William Hazledine in the hope of gaining the contract. The rib castings may have been made at Hazledine's original works at Coleham, near Shrewsbury. The trough was made from flanged plates of cast iron, bolted together, with the joints bedded with Welsh flannel and a mixture of white lead and iron particles from boring waste. After 25 years the white lead was replaced with ordinary tar. As with Telford's Longdon-on-Tern Aqueduct, the plates are not rectangular but shaped as voussoirs, similar to those of a stone arch. There is no structural significance to their shape: it is a decorative feature only, following the lines of the stiffening plates (see below) in the castings beneath.
In nearby Cefn Mawr a high quartz content sandstone was discovered at the location where the New Cefn Druids football stadium has since been built. Known locally as 'The Rock', the sandstone was extracted and worked here into the many numerous shapes as required by the architects. Many remnants of the workings are still visible alongside Rock Road which links Rhosymedre to Plas Madoc.
The supporting arches, four for each span, are in the form of cast-iron ribs, each cast as three voussoirs with external arches cast with an un-pierced web to give greater strength, at the cost of extra weight. Using cast iron in this way, in the same manner as the stone arch it supersedes, makes use of the material's strength in compression. They also give an impression of greater solidity than would be the case were the webs pierced. This impression is enhanced by the arrangement of strips of thicker stiffening incorporated into the castings, arranged in the manner of joints between voussoirs.
Cast plates are laid transversely to form the bed of the canal trough. The trough is not fastened to the arches, but lugs are cast into the plates to fit over the rib arches to prevent movement. The aqueduct was left for six months with water inside to check that it was watertight. A feature of a canal aqueduct, in contrast with a road or railway viaduct, is that the vertical loading stresses are virtually constant. According to Archimedes' principle, the mass (weight) of a boat and its cargo on the bridge pushes an equal mass of water off the bridge.
The towpath is mounted above the water, with the inner edge carried on cast-iron pillars in the trough. This arrangement allows the water displaced by the passage of a narrow boat to flow easily under the towpath and around the boat, enabling relatively free passage. Pedestrians, and the horses once used for towing, are protected from falling from the aqueduct by railings on the outside edge of the towpath, but the holes in the top flange of the other side of the trough, capable of mounting railings, were never used. The trough sides rise only about 6 inches (15 cm) above the water level, less than the depth of freeboard of an empty narrow boat, so the helmsman of the boat has no visual protection from the impression of being at the edge of an abyss. The trough of the Cosgrove aqueduct has a similar structure, although it rests on trestles rather than iron arches. It is also less impressively high.
Every five years the ends of the aqueduct are closed and a plug in one of the highest spans is opened to drain the canal water into the River Dee below, to allow inspection and maintenance of the trough.
World Heritage Site
The aqueduct and surrounding lands were submitted to the "tentative list" of properties being considered for UNESCO World Heritage Site status in 1999. The aqueduct was suggested as a contender in 2005—its 200th anniversary year and it was formally announced in 2006 that a larger proposal, covering a section of the canal from the aqueduct to Horseshoe Falls would be the United Kingdom's 2008 nomination.
The length of canal from Rhoswiel, Shropshire, to the Horseshoe Falls, including the main Pontcysyllte Aqueduct structure as well as the older Chirk Aqueduct, were visited by assessors from UNESCO during October 2008, to analyse and confirm the site management and authenticity. The aqueduct was inscribed by UNESCO on the World Heritage List on 27 June 2009.
Bridge and senior officers of the USS Navigator NCC-1105.
The helmsman (seated, blue skin) is supposed to be an Andorian, but unfortunately they don't make hair-and-antennae elements in the right colours. The communications officer is a Xindi-Primate, the ship's doctor (standing, front left) is a vulcanoid Rigelian (not to be confused with the saurian Rigellians), while the chief engineer (other side) is as close as I can come to a Tellarite in LEGO elements.
As we navigate through Cienfuegos Bay in a small boat, our helmsman maintains a steady course towards our lunch appointment.
TEIGN C Damen Stan 1405
IMO: - N/A
MMSI: 235082804
Call Sign: MWBM9
AIS Vessel Type: Dredger
GENERAL
DAMEN YARD NUMBER: 503705
Avelingen-West 20
4202 MS Gorinchem
The Netherlands
Phone: +31 (0)183 63 99 11
info@damen.com
DELIVERY DATE August 2001
BASIC FUNCTIONS Towing, mooring, pushing and dredging operations
FLAG United Kingdom [GB]
OWNED Teignmouth Harbour Commission
CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch
DIMENSIONS
LENGTH 14.40 m
BEAM 4.73 m
DEPTH AT SIDES 205 m
DRAUGHT AFT 171 m
DISPLACEMENT 48 ton
TANK CAPACITIES
Fuel oil 6.9 m³
PERFORMANCES (TRIALS)
BOLLARD PULL AHEAD 8.0 ton
SPEED 9.8 knots
PROPULSION SYSTEM
MAIN ENGINE 2x Caterpillar 3406C TA/A
TOTAL POWER 477 bmW (640i hp) at 1800 rpm
GEARBOX 2x Twin Disc MG 5091/3.82:1
PROPELLERS Bronze fixed pitch propeller
KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings
ENGINE CONTROL Kobelt
STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator
AUXILIARY EQUIPMENT
BILGE PUMP Sterling SIH 20, 32 m/hr
BATTERY SETS 2x 24V, 200 Ah + change over facility
COOLING SYSTEM Closed cooling system
ALARM SYSTEM Engines, gearboxes and bilge alarms
FRESH WATER PRESSURE SET Speck 24V
DECK LAY-OUT
ANCHORS 2x 48 kg Pool (HHP)
CHAIN 70 m, Ø 13mm, shortlink U2
ANCHOR WINCH Hand-operated
TOWING HOOK Mampaey, 15.3 ton SWL
COUPLING WINCH
PUSHBOW Cylindrical nubber fender Ø 380 mm
ACCOMMODATION
The wheelhouse ceiling and sides are insulated with mineral wool and
panelled. The wheelhouse floor is covered with rubber/synthetic floor
covering, make Bolidt, color blue The wheelhouse has one
helmsman seat, a bench and table with chair Below deck two berths, a
kitchen unit and a toilet space are arranged.
NAUTICAL AND COMMUNICATION EQUIPMENT
SEARCHLIGHT Den Haan 170 W 24 V
VHF RADIO Sailor RT 2048 25 W
NAVIGATION Navigation lights incl towing and pilot lights
Teignmouth Harbour Commission
The Harbour Commission is a Trust Port created by Statute.
The principal Order is the Teignmouth Harbour Order 1924
as amended by the Teignmouth Harbour Revision Order 2003
The Tamars are all-weather lifeboats operated by the Royal National Lifeboat Institution (RNLI) around the coasts of Great Britain and Ireland. They have replaced the majority of the older Tyne-class. The prototype was built in 2000 and 27 production boats were introduced between 2006 and 2013.
The class name comes from the River Tamar in south-west England which flows into the English Channel where they were manufactured by Babcock International Group.
The Tamar has a new design of crew workstation with seats that can move up and down 20 cm as the boat passes through rough seas at high speed, and a networked computerised Systems and Information Management System (SIMS) which allows the crew to monitor and control the boat entirely from within the wheelhouse. The coxswain and helmsman have seat-mounted throttles, trackerball and joystick controls of the rudder. Alternatively the boat may be monitored and controlled by two controls on the bridge: dual throttle controls and joystick on the left; dual throttle, wheel and control-screen on the right. All aspects of the vessel may also be controlled from this position.
The lifeboat is completely water-tight, allowing it to self-right with up to 60 people on board. The boat has the potential to carry a maximum of 120 passengers on board, but without self-righting capability. The survivors' space has room for 10 sitting and eight standing. It is accessed either through the wheelhouse or the foredeck emergency escape hatch.
Each Tamar carries a Y-Class inflatable boat which can be deployed and recovered over the stern ramp whilst underway at sea.
Diamond Jubilee (16-23) is seen above on the River Thames, participating in the Thames Diamond Jubilee Pageant in 2012. At the time she was brand-new, and was subsequently based in Eastbourne.
Each Tamar is 16m long, 5m in beam and has a draught of just 1.35m. They weight 31.5 tonnes and their two Caterpillar diesel engines drive two fixed-pitch five-blade propellers that can give the vessel a maximum speed of 25 knots. The boats have a range of 460 km.
Always wanted to build a ship out of lego without using the pre-made hulls. Came across a couple of designs online and had at it!
老街物語 - 効忠街 / 船家堡舵手雕像
The story of the Ancient streets - Siao Jhong Street / Boat house Helmsman Statue
古い街の物語 - 効忠街 / 船頭のトーチカのかじ取りの彫像
La historia de las calles antiguas - Siao Jhong Street / Casa del barco Estatua de timonel
Die Geschichte der alten Straßen - Siao Jhong Street / Bootshaus Steuermann Statue
L'histoire des rues anciennes - Rue Siao Jhong / Bateau maison, statue
Anping Tainan Taiwan / Anping Tainan Taiwán / 台灣台南安平
管樂小集 2018/05/13 台南孔子廟 Confucian temple Tainan performances 1080P
{View large size on fluidr/觀看大圖}
{My Blog / 管樂小集精彩演出-觸動你的心}
{My Blog / Great Music The splendid performance touches your heart}
{My Blog / 管楽小集すばらしい公演-はあなたの心を心を打ちます}
{Mi blog / La gran música el funcionamiento espléndido toca su corazón}
{Mein Blog / Große Musik die herrliche Leistung berührt Ihr Herz}
{Mon blog / La grande musique l'exécution splendide touche votre coeur}
Melody 曲:JAPAN / Words 詞:Sheesen / Singing : Sheesen
{ 夢旅人 1990 Dream Traveler 1990 }
家住安南鹽溪邊
The family lives in nearby the Annan salt river
隔壁就是聽雨軒
The next door listens to the rain porch
一旦落日照大員
The sunset Shineing to the Taiwan at once
左岸青龍飛九天
The left bank white dragon flying in the sky
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, in A Christmas Carol (stave 3), 1843
Best viewed with your spirit guide.
©TownCharacter Photography, 2010, all rights reserved
Officers from the ship left to right:
Henning Osserberg - Ships Doctor and drunk - seen in his operating gown - oops drank all the anaethestic.
Blaize Flambe - First Mate and sneaky Frenchman. Watch your back - master knife thrower and assassin.
Jonas Tippett - Helmsmen and Ships Enforcer.
Captain Henry Morgan - No not that Henry Morgan, armed with his cutlass Rebecca.
Stuart Laingskill Ships Master Gunner and a selkie - he is over 200 years old despite his boyish good looks!!
Baba Hadji - Ships Weather Witch, He carries his voodoo staff and the "fan du Soleil" a magic item which helps him divine favourable winds. A flamboyant character in search of his lost love Man Friday.
The above are representations of my friends and I's roleplaying group We meet every thursday night, we catch up eat snacks and pretend to be Pirates - what's not to like?
American postcard by Classico, San Francisco, no. 105-117. Photo: Paramount Pictures, 1991.
Friday morning 27 February, American actor Leonard Nimoy has died at his home in Los Angeles. The sonorous, gaunt-faced actor won a worshipful global following as Mr. Spock, the resolutely logical human-alien first officer of the Starship Enterprise in the television juggernaut Star Trek (1966–1969). Nimoy was 83.
Born in Boston in 1931, Leonard Simon Nimoy was the second son of Max and Dora Nimoy, Ukrainian immigrants and Orthodox Jews. His father worked as a barber. From the age of 8, Leonard acted in local productions, winning parts at a community college, where he performed through his high school years. In 1949, after taking a summer course at Boston College, he travelled to Hollywood, though it wasn’t until 1951 that he landed small parts in two film comedies, Queen for a Day (Arthur Lubin, 1951) and Rhubarb (Arthur Lubin, 1951). He continued to be cast in little-known films, although he did presciently play an alien invader in the Republic serial Zombies of the Stratosphere (Fred C. Brannon, 1952), and in 1961 he had a minor role on an episode of The Twilight Zone. His first starring role came with Kid Monk Baroni (Harold D. Schuster, 1952), in which he played a disfigured Italian street-gang leader who becomes a boxer. Nimoy served in the Army for two years, rising to sergeant and spending 18 months at Fort McPherson in Georgia, where he presided over shows for the Army’s Special Services branch. He also directed and starred as Stanley in the Atlanta Theater Guild’s production of A Streetcar Named Desire before receiving his final discharge in November 1955. He then returned to California, where he worked as a soda jerk, movie usher and cabdriver while studying acting at the Pasadena Playhouse. He achieved wide visibility in the late 1950s and early 1960s on television shows like Wagon Train, Rawhide and Perry Mason. Her also starred in The Balcony (Joseph Strick, 1963), a cinematic adaptation of Jean Genet's play co-starring Shelley Winters, Peter Falk and Lee Grant.Then came Star Trek.
Leonard Nimoy was teaching Method acting at his own studio when he was cast in the original Star Trek television series. Star Trek, which had its premiere on NBC on 8 Sept. 1966, made him a star. Nimoy relished playing outsiders, and he developed what he later admitted was a mystical identification with Spock, the lone alien on the starship’s bridge. Spock was a cerebral, unflappable, pointy-eared Vulcan with a signature salute and blessing: “Live long and prosper”. Though the series was cancelled after three seasons because of low ratings, a cult like following — the conference-holding, costume-wearing Trekkies, or Trekkers (the designation Mr. Nimoy preferred) — coalesced soon after Star Trek went into syndication. Yet Nimoy also acknowledged ambivalence about being tethered to the character, expressing it most plainly in the titles of two autobiographies: I Am Not Spock, published in 1977, and “I Am Spock,” published in 1995. He tried to break out of him image with the Western Catlow (Sam Wanamaker, 1971) based on a 1963 novel by Louis L'Amour. It stars Yul Brynner as a renegade outlaw determined to pull off a Confederate gold heist. Nimoy mentioned this film in both of his autobiographies because it gave him a chance to break away from his role as Spock on Star Trek. He mentioned that the time he made the film was one of the happiest of his life, even though his part was rather brief. Another interesting film was the Science Fiction thriller Invasion of the Body Snatchers (Philip Kaufman, 1978) starring Donald Sutherland. It is a remake of the 1956 film Invasion of the Body Snatchers, which is based on the novel The Body Snatchers by Jack Finney. The plot involves a San Francisco health inspector and his colleague who discover humans are being replaced by duplicate aliens who appear to be perfect copies of the persons replaced, but devoid of any human emotion. A box office success, Invasion of the Body Snatchers was very well received by critics, and is considered by some to be among the greatest film remakes.
Leonard Nimoy's stardom would endure. The fans’ devotion only deepened when Star Trek was spun off into an animated show, various new series and an uneven parade of films starring much of the original television cast, including — besides Mr. Nimoy — William Shatner (as Capt. James T. Kirk), DeForest Kelley (Dr. McCoy), George Takei (the helmsman, Sulu), James Doohan (the chief engineer, Scott), Nichelle Nichols (the chief communications officer, Uhura) and Walter Koenig (the navigator, Chekov). The first film was Star Trek: The Motion Picture (Robert Wise, 1979). When the director J. J. Abrams revived the Star Trek film franchise in 2009, with an all-new cast — including Zachary Quinto as Spock — he included a cameo part for Mr. Nimoy, as an older version of the same character. Mr. Nimoy also appeared in the 2013 follow-up, Star Trek Into Darkness. His zeal to entertain and enlighten reached beyond “Star Trek” and crossed genres. He had a starring role in the dramatic television series Mission: Impossible and frequently performed onstage, notably as Tevye in “Fiddler on the Roof.” His poetry was voluminous, and he published books of his photography. He also directed films, including two from the Star Trek franchise, Star Trek III: The Search for Spock (1984) and Star Trek IV: The Voyage Home (1986), which he helped write, and television shows. Nimoy was also the executive producer and a writer of the movie Star Trek VI: The Undiscovered Country. He then directed the hugely successful comedy Three Men and a Baby (1987), a far cry from his science-fiction work, and appeared in made-for-television movies. He received an Emmy nomination for A Woman Called Golda (Alan Gibson, 1982), in which he portrayed the husband of Golda Meir, the prime minister of Israel, who was played by Ingrid Bergman. It was the fourth Emmy nomination of his career — the other three were for his Star Trek work — although he never won. Leonard Nimoy’s marriage to the actress Sandi Zober ended in divorce. His second wife, Susan Bay Nimoy, confirmed his death, saying the cause was end-stage chronic obstructive pulmonary disease. Besides his wife, he is survived by his children, Adam and Julie Nimoy; a stepson, Aaron Bay Schuck; and six grandchildren; one great-grandchild, and an older brother, Melvin.
Sources: Daniel E. Slotnik and Peter Keepnews (New York Times), Wikipedia and IMDb.
RNLI E Class Mk2 E-07 "Hurley Burly" from Tower Lifeboat Station seen at speed on the Thames.
Designed by the RNLI’s own engineers in conjunction with Liverpool-based expert RIB builder Marine Specialist Technology Ltd.
Powered by 2 x Volvo D6 435 marine diesel engines, propelling the boat at 40 knots via 2 x water jet drives.
Able to carry 4 crew and upto 20 survivors - including one stretcher borne.
Tower Lifeboat station has 10 full time crew members and 55 volunteers (whose day jobs include fire crew, TV producer, Yeoman Warder, nurse, student, banker, civil servant) working 12 hour shifts they aim to launch within 90 seconds of an emergency call coming in.
Thanks to Kevin Maynard, Lifeboat Operations Manager; Helmsman Craig Burn & volunteer crew members Winni & Nick.
Italien / Venetien - Lazise
Lazise is a comune (municipality) and town in the Province of Verona in the Italian region Veneto, located about 120 kilometres (75 miles) west of Venice and about 20 kilometres (12 miles) northwest of Verona. It is situated on the eastern shore of Lake Garda. As of 31 December 2004, it had a population of 6,213 and an area of 65.0 square kilometres (25.1 sq mi). This geographical location empowers a position of great landscape value, but it also features elements of great architectural value and of great historical importance.
As well as these peculiarities, Lazise can rely on the presence of many attractions: a thermal spring situated in Colà, two amusement parks (Canevaworld and Gardaland, this latter situated partly on the territory of Castelnuovo del Garda, where it is based, and partly on the territory of Lazise) and an extensive hilly agricultural landscape. Lazise records about 3.5 million tourist visits every year, figures that place it at 12th place in Italy among tourist destinations, and the first Italian lake destination.
The municipality of Lazise contains the frazioni (subdivisions, mainly villages and hamlets) Colà and Pacengo.
Lazise borders the following municipalities: Bardolino, Bussolengo, Castelnuovo del Garda, Padenghe sul Garda, Pastrengo, Peschiera del Garda and Sirmione.
Origins of the name
The name Lazise comes from the Latin word lacus that means ‘lakeside village’, as some documents of Early Middle Ages seem to confirm, referring to the settlement as Laceses. Another hypothesis, later ruled out, put the name of the town as originating from Antonio Bevilacqua di Loncis. Loncis, from his castle in Bavaria, became governor of Lake Garda and the forefather of a major family that then changed its name to Bevilacqua-Lazise. Last hypothesis is lately ruled out comes from Lazica Kingdom.
History
Its name derives from the Latin "lacus" which means lacustrine village. Lazise in fact was originally a group of stilt houses beyond that Roman village and market. Between 888 and 961, during the reign of Berengar II of Italy and his son, the town was subject only to the monarch, that is, it was a "free villa" not subject to some feudatory. In 961, Italy was invaded by German troops, who descended the valley of the Adige to camp on the shores of Garda.
In 983, the Holy Roman Emperor Otto I granted Lazise the right to fortify itself and establish trading rights. It is considered as the first and oldest comune in Italy, and perhaps all of Europe. The medieval Church of Saint Nicolò has frescoes dating from the 12th century, by the school of Giotto. The customs house from the 16th century was constructed to control trade on the lake. During the 13th and 14th centuries, Lazise was occupied by the Scaligeri of Verona who built the castle and encircled the town with walls.
In 1405, it came under Venetian Republic rule until Napoleon conquered northern Italy in 1796.
After the Congress of Vienna (1815) it entered a period of Austrian rule, until in 1866, it was incorporated into the Kingdom of Italy.
The 14th-century La Pergolana villa, a kilometre north of Lazise, hosts a honey festival during the first weekend of October.
Tourism
The city is a holiday destination, and attracts tourists from the immediate area owing to its views of the Alps from the southern shore of Lake Garda.
At the center of the city is a series of interconnected piazze that house numerous open-air cafés, various shops, gelaterie (ice-cream parlours), and bars.
Scaliger Castle
The most imposing building of Lazise is the Scaliger Castle and the city wall that surrounds the historic centre. The castle was built during the domination of the lords of Verona Bartolomeo II and Antonio della Scala, or maybe just before the father Cansignorio della Scala (considering that Porta Nuova bears the date 21 May 1376). The city has always had three gates equipped with drawbridges: Porta Superiore, today known as Porta San Zeno, for the access on east side; Porta Lion (so called because it determined the coat of arms of the Serenissima), for the access on south side; Porta Nuova (so named because it was the last to be built), today widely called Porta Cansignorio, for access on north side. The castle suffered damages during the siege of the Venetians in July 1438, and then again in May 1528 due to the work of the army of Charles V. In the 16th century, with the progress of new technologies and war tactics, the castle lost importance and was purchased firstly by the community of Lazise and later by private families.
Traditions and folklore
Traditional events are the Regatta delle Bisse, using traditional Venetian rowing boats (with four standing rowers and no helmsman), whose stop in Lazise takes place between July and August, and the Cuccagna del Cadenon, which takes place at the end of August in conjunction with the Festa dell’Ospite, in which an eight-metre pole is placed horizontally on the waters of the old port, abundantly coated with fat, and is won by the one who, slipping on the greasy pole, manages to take the flag to the bottom.
Events
Celebrations that regularly take place in the village are numerous, in particular fairs and festivals: the Festa dell'Ospite, that is held at the end of July in Pacengo (a neighbouring town) and at the end of August in Lazise, when there are various stands that sell typical local products, concerts and a final show with fireworks; the Antica sagra della Madonna della Neve that takes place in the municipality of Colà at the beginning of August, during which the traditional plate of anara col pien (stuffed and roast duck) is served; la Sagra del Marciapié, an old feast that is celebrated on the last day of Carnival and the first of Lent in Via Arco, during which citizens are invited to choose the representatives of the street named Via Capo Valàr, in addition to the carnival masks; lastly the national fair I giorni del miele, a trade fair completely dedicated to honey and its derivatives held at the beginning of October.
(Wikipedia)
Lazise ist eine italienische Gemeinde (comune) mit 7028 Einwohnern (Stand 31. Dezember 2019) in der Provinz Verona, Region Venetien.
Geografie
Lazise befindet sich am Veroneser Südost-Ufer des Gardasees, das sandartige Strände aufweist, und liegt zwischen den Ortschaften Bardolino und Peschiera del Garda. Die Entfernung zur Provinzhauptstadt Verona beträgt etwa 23 Kilometer.
Klima und Vegetation
Vorwiegend herrscht in der südlichen Gardaseeregion mildes Klima. Die Sommer sind warm und nicht zu heiß; die Winter mild und mit wenig Regen. Schneefälle kommen höchst selten vor.
Vegetation
Rund um den Gardasee prägen mediterrane Vegetationsformen wie Zypressen, Oleander, Zedern, Olivenbäume und auch Palmen das Erscheinungsbild. An den sonnenüberfluteten Hängen gedeihen Agaven, Opuntien und Kapernsträuche.
Einige wenige Kilometer vom Ortszentrum entfernt befinden sich zudem zahlreiche Weingärten, Obst- und Gemüsepflanzungen sowie Weizen- und Maisfelder.
Geschichte
Der Name
Der Name Lazise leitet sich vom lateinischen „lacus“ ab und bedeutete wohl „villaggio lacustre“ („Seedorf“), wie Dokumente aus dem Mittelalter belegen, die das Dorf unter dem Namen „laceses“ führten.
Bronzezeit bis zur venezianischen Herrschaft
Die Geschichte reicht bis in die mittlere Bronzezeit (16.–13. Jahrhundert v. Chr.) zurück. Zahlreiche Funde in den Ortschaften La Quercia, Bor und Porto Pacengo wurden Zeugen dieser ereignisreichen Zeit.
Bereits im Jahre 983 erhielt der Ort unter Kaiser Otto II. in der sogenannten Veroneser Schenkung nicht nur Zoll-, Handels- und Fischereirechte, sondern auch eine weitestgehende Autonomie. Die Gemeinde Lazise rühmt sich deshalb damit, die älteste Gemeinde Italiens zu sein.
Im 11. Jahrhundert war Lazise eine Hafenstation, die im Besitz des Hauses Bevilacqua war. Unter Kaiser Heinrich IV. erhielt man 1077 die Erlaubnis eine Burg zu errichten, die unter dem Scaliger Cansignorio della Scala im 14. Jahrhundert zu einer bedeutenden Wehranlage mit eigenem ummauerten Hafen ausgebaut und vermutlich unter seinem Nachfolger Antonio della Scala vollendet wurde. Unter den Scaligern wurden auch die Stadtmauern und Stadttore erneuert und verstärkt. Nach dem Ende der Scaligerherrschaft 1387 waren es die Mailänder Visconti unter Gian Galeazzo Visconti, die die Herrschaft über Lazise übernahmen. Zu diesem Zeitpunkt trat Lazise der Gardesana dell’Acqua bei, einer Art Konföderation mehrerer von den Visconti beherrschten Gemeinden am See und im direkten Hinterland des Sees.
Republik Venedig
1405 fiel Lazise an die Republik Venedig. Unter Venedig wurde der Ort zu einem der Liegeplatz der venezianischen Galeeren und damit einer der Stützpunkte der venezianischen Gardaseeflotte. Im Zuge des Großen Venezianerkrieges unterlag Venedig 1509 in der Schlacht von Agnadello den Franzosen. Um diesen Zeitpunkt soll nach neuesten Erkenntnissen der Kapitän der venezianischen Flotte einige Galeeren mit Steinen beschwert, in Brand gesetzt und schließlich versenkt haben. Vor dem neuen Hafen von Lazise befindet sich in etwa 500 Meter Entfernung vom Ufer in einer Tiefe zwischen 24 Metern und 27 Metern das Wrack der im 16. Jahrhundert gesunkenen Galeere, sie hat eine Größe von 30 Metern Länge und 3 Metern Breite.
In der Folge wurde der Ort von umherziehenden Landsknechten geplündert. Erst zu Beginn des 17. Jahrhunderts trat wieder eine ruhigere und friedlichere Phase ein in der Lazise wirtschaftlich aufblühte. Ab 1607 wurde das Arsenal unter Herrschaft der Serenissima zur Zollstelle. Auf dem ganzen Gardasee und der östlich gelegenen Etsch wurde mit Waren wie Getreide, Papier, Stoffe, Öl sowie Eisenartikel gehandelt. Die Gegebenheit einer vorrangigen Stellung im Handel war dadurch gesichert.
Seit 1797
Im Zuge des Italienfeldzuges (1796–1797) wurde Lazise von napoleonischen Truppen besetzt. Mit dem Frieden von Campo Formio fiel der Ort erstmals an die Habsburger, um aber bereits 1805 an das napoleonische Königreich Italien angeschlossen zu werden, bevor es mit dem Wiener Kongress 1815 erneut an das habsburgerische Königreich Lombardo-Venetien fiel.
Lazise trat mit dem Ende des dritten italienischen Unabhängigkeitskrieges und der nachfolgenden Volksabstimmung dem Königreich Italien bei.
Sehenswürdigkeiten
Die Altstadt von Lazise weist noch immer viele Bauwerke mittelalterlichen Ursprungs auf. Das Stadtbild wird von den im 14. Jahrhundert von den Scaliger errichteten Stadtmauern und von der Burg beherrscht. Lazise besitzt zahlreiche malerische Ecken wie die Piazza Vittorio Emanuele und den kleinen Hafen, in dem noch heute Fischerboote liegen. Es gibt drei große Stadttore, durch die man in das Innere der autofreien Altstadt gelangt. Zum einen über den Eingang, der direkt an der verkehrsträchtigen Gardesana Orientale liegt und auch als Haupteingang gilt, zum anderen über die Via Rosenheim, die aufgrund der Partnerstadt Rosenheim so bezeichnet wurde, und schließlich zuletzt über die Straße namens Via Bastia.
Wirtschaft und Infrastruktur
Der Fremdenverkehr hat in der zweiten Hälfte des 20. Jahrhunderts die Landwirtschaft als wichtigste Einkommensquelle abgelöst. Im Ort befinden sich zahlreiche Hotels, Ferienanlagen, Appartement- und Zimmervermietungen sowie Campingplätze. Lazise hat 3,5 Millionen Nächtigungen pro Jahr und lag 2017 auf Platz 12 unter den Reisezielen in Italien.
Die bedeutendsten landwirtschaftlichen Produkte sind Wein und Olivenöl. Letzteres wird in Ölmühlen vor Ort vermarktet. Eine gewisse Rolle spielt auch die Nutztierhaltung, insbesondere die Schweineproduktion.
In der Vergangenheit noch bedeutend, spielt der Fischfang nur eine wirtschaftliche Nebenrolle, dem wenige Berufsfischer noch nachgehen.
Zu den im Zuge des Massentourismus entstandenen Einrichtungen gehört der südlich des Ortskerns gelegene Vergnügungspark Canevaworld.
Fischgerichte
Der so genannte Lavarello gilt als Felchen des Gardasees, der in den umliegenden Restaurants angeboten wird.
Weine
In den Hügeln der Venetischen Region wird auch heute noch in zahlreichen Weingütern Wein angebaut, z. B. der Bardolino Classico.
Wochenmarkt in Lazise
In den Frühjahr- und Sommermonaten finden um den Gardasee Wochenmärkte statt. Lazise bietet einen umfangreichen sowie gut sortierten Markt, der sich über die gesamte Altstadt erstreckt, der regelmäßig am Mittwoch abgehalten wird.
(Wikipedia)
Aberdeen Pilot Boat Sea Shepherd on duty at the harbour 11th March 2019, with both Torry Battery and the Seafarers Monument in the distance.
Designed by Murray Cormack and derived from their longer NorthBay 17 design, SeaShepherd is a single chine displacement hullform custom adapted to operate stern-to the seas while transferring a pilot off the North Sea port of Aberdeen and also to achieve a continuous service speed of 11.25 knots and a bollard pull of 6 tonnes.
The steel displacement hulled vessel measures 15.25m LOA, beam 5.1m, draught 1.84m and was developed from larger Murray Cormack designed pilot launches for other ports in the north of Scotland.
The vessel will work year round up to three miles offshore and will also be used for general harbour duties including pushing/ pulling larger vessels within the harbour confines and to transport crew personnel to and from ships anchored in the approaches to the harbour. A sweeping sheerline was used to facilitate the boarding of low freeboard vessels midships.
The lines of the vessel were faired electronically by Maritime Lofting Services in Cramlington and the data transferred into kit form by the profiling division of Macduff Shipyards Limited.
Fabrication and fitting out were completed under cover at the firm's base in Macduff, Aberdeenshire.
The hull and superstructure was built under Lloyds Survey with scantlings in accordance with Lloyds Rules - 'Pilot', G2 service area, and a hull certificate provided. Code survey was undertaken by Pirie and Smith Ltd of Aberdeen, representing the Society of Consulting Marine Engineers and Ship Surveyors on behalf of the Maritime and Coastguard Agency, and the vessel was issued with a Pilot Boat Certificate for category 6.
Aberdeen Harbour's design brief included a low noise requirement both within and outside the vessel when underway.
Centa flexible drive shafts and thrust bearings were fitted between the propeller shafts and the resiliently mounted Scania DI12 41M engines. These each produce 355hp at 1,800rpm and are matched to Twin Disc MG5090A seven degree downdrive 2.43:1 ratio reverse reduction gearboxes. Fleetwood sterngear and Lips five bladed propellers are driven through Centa-Drive units with flexible couplings and thrust bearings.
An Onan MDKBD 13.5kW 240V generator is provided in a sound-proof box and a wet exhaust system uses Halyard silencers.
Dutch noise consultants Van Cappellen were employed to specify on-board acoustic noise reducing measures and provide noise level predictions in the wheelhouse and forward accommodation. On trials 65 dB(A) was achieved in the wheelhouse and forward cabin at full power.
The flattened bow profile is strengthened and heavily fendered for pushing and a 6 tonne towing hook with remote release, which was supplied by Britannia Marine Towing Equipment, is mounted aft.
A clutched hydraulic pump is arranged on a drive from the port gearbox powering a Kort KT45DD bow thruster, a Spencer Carter capstan, and MOB recovery derricks and winches manufactured by the yard.
The steel hull has four watertight bulkheads for subdivision and also incorporates four deck lifting lugs set inboard of the pilot / crew handrails for craning the vessel out of the water for servicing at Aberdeen.
Comfortable live-onboard accommodation is provided for two crew in the forward part of the vessel below decks including a two berth/settee cabin, toilet compartment and galley facility.
An Onan genset powers heaters and galley equipment at sea.
The aluminium wheelhouse has seating for up to eight persons.
The helm console forward is arranged with a steering position on centre together with controls to port and navigation aids all within reach of the helmsman.
A second set of engine controls is fitted to starboard to allow the helmsman improved visibility when using the MOB rescue boom over the starboard side.
Hydraulically powered gull-wing MOB rescue booms are fitted across the wheelhouse canopy aft, operable for either wing of the wheelhouse when recovering a person from the water. This system has been used on a number of Murray Cormack pilot boats operating in the north of Scotland where the arrangement was initially developed. Scramble nets are stowed in recesses formed in the wheelhouse sides below the windows. Aluminium luggage bins are provided on the aft deck for use when transporting anchored off ship's crews ashore.
Wheelhouse equipment supplied by Furuno (UK) Ltd includes M1833NT radar/plotter display unit, SC60 satellite compass, Ultrasonic wind sensor, FCV600L/MSD colour sounder, and Navnet station. Simrad Ltd's contribution to a comprehensive fit out includes Raytheon Ray 430 loudhailer c/w two speakers, Sailor RT4822 DSC VHF, Sailor RT 2048 VHF and LS80 internal loudspeaker for it, two Sailor N240 converters, and two Icom IC-M21 handheld VHF c/w chargers.
Sea Shepherd displaces 44 tonnes, has 3,100 litre fuel capacity, 450 litre fresh water capacity, and is crewed by two with a capacity for 10 passengers.
Day in day out, low tide, high tide, and even very rough seas, this little ferry makes the crossing hourly and weekdays and weekends, I see this little ferry craft zig zag its way across the bay, at low tide, I sit amazed at the course the Helmsman/Captain takes to avoid the sandbanks, mid stream the craft shuddered and came to a stop.............for 3 hours.
This day all crossings took place without mishap, with 15 feet to go it seemed the little boat would not make it, but slowly with sand churning and flying in all direction the little Ferry finally made it to the quay, passenger had to leave opposite the large lamp post at the end, just above the water-line, but not before a deck hand had hose-piped both the slipway and the boat
Rectangular slab, with a convex profile, decorated with a trireme. The ship is depicted with an “acrostolium” with a volute curled inwards and, at the stern, with a “rostrum” with three swords. The hull is protected by longitudinal beams.
The ship moves to the right pushed by the triple row of oars; two reliefs depicting the icon of a deity and the head of Medusa are carved at the bow; at the stern rises the “stylis” with the flag. In addition to the helmsman (“gubernator”), seven naked rowers and a figure at the bow appear as members of the crew.
This and the slab inv. no. 6600 belong to a funerary monument with a circular drum. The two slabs, probably, recall the feats accomplished by the military fleet stationed at Miseno in the last decades of the 1st century BC.
Marble bass-relief
Height 95 cm; width 82 cm
Late 1st century BC
From Fusaro lake
Museo Archeologico dei Campi Flegrei - Baia Castle – Inv.6601
"The ice was here, the ice was there,
The ice was all around:
It cracked and growled, and roared and howled,
Like noises in a swound!
At length did cross an Albatross,
Thorough the fog it came;
As if it had been a Christian soul,
We hailed it in God's name.
It ate the food it ne'er had eat,
And round and round it flew.
The ice did split with a thunder-fit;
The helmsman steered us through!
And a good south wind sprung up behind;
The Albatross did follow,
And every day, for food or play,
Came to the mariner's hollo!"
...and then everything started to go wrong... :)
This image is inspired by the poem "Rime of the ancient mariner" by Samuel Taylor Coleridge. Me and Eli are having an ongoing challenge to create images inspired by poems or song lyrics, and this poem was selected by me. It is one of my favorites, and I have loved it since I was first introduced to it by the band Iron Maiden. Their epic song based on the poem was pretty influential on 10-year old me...
The complete poem : www.poetryfoundation.org/poem/173253
The song : www.youtube.com/watch?v=t7zk4as9kzA
Eli's image : www.flickr.com/photos/elirees/12157461193/
In search of a competent helmsman with the ability to steer the ship onto a true heading.
This photo was taken by a Kowa/SIX medium format film camera and KOWA 1:3.5/55mm lens with a Kowa Y2 ø67 filter using Rollei SuperPan 200 film, the negative scanned by a Epson Perfection V600 and digitalized by Photoshop.
In the foreground a milk boat from Waterland rowed by a man and five women wearing the traditional straw hats, and a helmsman is transporting the milk to the city.
[See also my album Melkschuit 2]
In the background left a Dutch Whaler just hauled up the anchor and is turning in the direction of the Zuiderzee on the way to the arctic.
On the horizon the gallows, four poles built above a stone pit, where the bodies of criminals were hanged as a warning to everybody who entered Amsterdam. Most visitors came by the ship via the Zuiderzee.
At right the Toll House, the place where ferries picked up passengers for Amsterdam to cross the IJ.
Painting by by Aernout Smit 1640-1710
Provenance: The Inder Rieden Collection
Monday's 17.18 Sellafield - Crewe flasks are seen 'twixt Seascale golf course and the coast path as their prime movers, 37716 & 37602, have their throttles applied by their enthusiastic helmsman.
La Santa María (The Saint Mary), alternatively La Gallega, was the largest of the three Spanish ships used by Christopher Columbus in his first voyage across the Atlantic Ocean in 1492, the others being the Niña and the Pinta. Her master and owner was Juan de la Cosa, a man from Santoña, Cantabria, operating in south Spanish waters. Requisitioned by order of Queen Isabella and by contract with Christopher Columbus, whom de la Cosa knew previously, the Santa María became Columbus's flagship on the voyage as long as it was afloat. Having gone aground on Christmas Day, 1492, on the shores of Haiti, through inexperience of the helmsman, it was partially dismantled to obtain timbers for Fort Navidad, "Christmas Fort," placed in a native Taíno village. The fort was the first Spanish settlement in the New World, which Columbus had claimed for Spain. He thus regarded the wreck as providential. The hull remained where it was, the subject of much modern wreck-hunting without successful conclusion.
NameLa Santa María, "The Saint Mary," also La Gallega, on and before the beginning of Columbus' first voyage on 3 August 1492.
OwnerJuan de la Cosa
LaunchedUnknown and speculative
Stricken25 December 1492
FateRan aground on a shoal near Hispaniola
StatusPartly dismantled; the timber being used to build an ill-fated fort on Hispaniola.
General characteristics
TypeNao, at that period distinguished by Columbus from the smaller Caravel, and distinct from the Carrack
Displacementest. 150 metric tons of displacement
Tons burthenest. 108 tons BM
Length
est. hull length 19 m (62 ft)
est. keel length 12.6 m (41 ft)
Beamest. 5.5 m (18 ft)
Draughtest. 3.2 m (10 ft)
Propulsionsail
Complement40
Armament4 × 90 mm bombards, 50 mm culebrinas
NotesThe ship on the first voyage was captained by Juan de la Cosa. The navigation and command of the squadron was done by Christopher Columbus. wikipedia
Cutty Sark was ordered by shipping magnate John Willis, who operated a shipping company founded by his father. The company had a fleet of clippers and regularly took part in the tea trade from China to Britain. Speed was a clear advantage to a merchant ship, but it also created prestige for the owners: the 'tea race' was widely reported in contemporary newspapers and had become something of a national sporting event, with money being gambled against a winning ship. In earlier years, Willis had commanded his father's ships at a time when American-designed ships were the fastest in the tea trade, and then had owned British-designed ships, which were amongst the best available in the world but had never won the tea race. In 1868 the brand new Aberdeen-built clipper Thermopylae set a record time of 61 days port to port on her maiden voyage from London to Melbourne and it was this design that Willis set out to better.[6][7]
It is uncertain how the hull shape for Cutty Sark was chosen. Willis chose Hercules Linton to design and build the ship but Willis already possessed another ship, The Tweed, which he considered to have exceptional performance. The Tweed (originally Punjaub) was a frigate designed by Oliver Lang based on the lines of an old French frigate, built in Bombay for the East India Company as a combination sail/paddle steamer. She and a sister ship were purchased by Willis, who promptly sold the second ship plus engines from The Tweed for more than he paid for both. The Tweed was then lengthened and operated as a fast sailing vessel, but was considered too big for the tea runs. Willis also commissioned two all-iron clippers with designs based upon The Tweed, Hallowe'en and Blackadder. Linton was taken to view The Tweed in dry dock.
Willis considered that The Tweed 's bow shape was responsible for its notable performance, and this form seems to have been adopted for Cutty Sark. Linton, however, felt that the stern was too barrel-shaped and so gave Cutty Sark a squarer stern with less tumblehome. The broader stern increased the buoyancy of the ship's stern, making it lift more in heavy seas so it was less likely that waves would break over the stern, and over the helmsman at the wheel. The square bilge was carried forward through the centre of the ship.[6][8] In the matter of masts Cutty Sark also followed the design of The Tweed, with similar good rake and with the foremast on both ships being placed further aft than was usual.[9]
A contract for Cutty Sark's construction was signed on 1 February 1869 with the firm of Scott & Linton, which had only been formed in May 1868. Their shipyard was at Dumbarton on the River Leven on a site previously occupied by shipbuilders William Denny & Brothers. The contract required the ship to be completed within six months at a contracted price of £17 per ton and maximum weight of 950 tons. This was a highly competitive price for an experimental, state-of-the-art vessel, and for a customer requiring the highest standards. Payment would be made in seven installments as the ship progressed, but with a penalty of £5 for every day the ship was late. The ship was to be built to Lloyd's A1 standard and her construction was supervised on behalf of Willis by Captain George Moodie, who would command her when completed. Construction delays occurred when the Lloyd's inspectors required additional strengthening in the ship.[10]
Work on the ship was suspended when Scott and Linton ran out of money to pay for further work. Rather than simply liquidate the company, an arrangement was made for Denny's to take over the contract and complete the ship, which was finally launched on 22 November 1869 by Captain Moodie's wife. The ship was moved to Denny's yard to have her masts fitted, and then on 20 December towed downriver to Greenock to have her running rigging installed. In the event, completing the ship meant the company's creditors were owed even more money than when work had first been halted.[11]
Broadly, the parts of the ship visible above the waterline were constructed from East India teak, while American rock elm was used for the ship's bottom. The keel (16.5 in × 15 in (42 cm × 38 cm)) had on either side a garboard strake (11 in × 12 in (28 cm × 30 cm)) and then 6 in (15 cm) planking decreasing to 4.75 in (12.1 cm) at 1/5 the depth of the hold. Teak planking began at approximately the level of the bilge stringer. All the external timbers were secured by Muntz metal (brass) bolts to the internal iron frame and the hull covered by Muntz sheeting up to the 18 ft (5.5 m) depth mark. The stem (15 in × 15 in (38 cm × 38 cm)) and sternpost (16.5 in × 15 in (42 cm × 38 cm)) were of teak while the rudder was of English oak. The keel was replaced in the 1920s with one constructed from 15 in (38 cm) pitch pine.[12] The deck was made of 3.5 in (8.9 cm) thick teak while the 'tween deck was 3 in (7.6 cm) yellow pine. Her length was 212 feet 5 inches (64.74 m) with a draft of 21 feet (6.40 m) and a deadweight of 921 tons.[13]
Performance[edit]
A speck on the horizon
One day we sighted a vessel, a mere speck on the horizon, astern of us, and the way she came into view it was evident she was travelling much faster than ourselves. 'Bringing the wind up with her' was remarked on board, and that seemed the only feasible conclusion to arrive at and account for the manner in which she overhauled us. In a few hours she was alongside us, and proved to be the famous British clipper Cutty Sark, one of the fastest ships afloat. She passed us going two feet to our one, and in a short time was hull down ahead of us."
—Wool clipper crewman, 1879[14]
The maximum logged speed for Cutty Sark was 17.5 knots (32.4 km/h; 20.1 mph). The speed of a sailing ship is not so straightforward as a steam ship, as winds vary and a ship must tack when sailing into the wind, both requiring the crew to make constant adjustments to sails, so her speed also depended greatly on the skill of her captain and crew. Her greatest recorded distance in 24 hours was 363 nautical miles (672 km; 418 mi) averaging 15 knots (28 km/h; 17 mph), although she recorded 2163 miles[clarification needed] in six days, which given the weather over the whole period implied she had achieved over 370 nmi (690 km; 430 mi) some days.[15] By comparison, Thermopylae 's best recorded 24-hour distance was 358 nmi (663 km; 412 mi). Cutty Sark was considered to have the edge in a heavier wind, and Thermopylae in a lighter wind.[16]
Ref: Wikipedia
The steel-hulled 2312-gross registered ton MV Rajah Brooke was built by Caledon Shipbuilding and Engineering Co Ltd in 1948 for the Sarawak Steamship Co for service between Singapore and Sarawak.
She was sold to the Straits Steamship Company and is seen here in their colours in late 1972 using her own derricks to load or unload sacks in what I believe is Jesselton.
Jesselton was renamed in 1967 as Kota Kinabalu and is the capital of the Malaysian state of Sarawak on the island of Borneo; however, at that time ex-pat Brits still used the earlier name.
A passenger/cargo tramp steamer, Rajah Brooke shuttled between Sarawak and Singapore, taking about five days each way, and stopping in at a variety of very small ports along the way.
The split superstructure was typical of many of the tramp steamers operating in the region at the time. By positioning the bridge forward and high, it allowed the Captain and helmsman to see over the tops of the trees and round the bends in estuaries and rivers as the ships negotiated poorly-charted and shifting navigable waters to reach inland ports.
Scanned from a slide, this image was taken by a relative who was working in the Far East, sometimes travelling aboard her.