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"And now, as in the haze of morning,
Mars, low on the western stretch of ocean,
sheds reddish light through those thick vapors,
there appeared to me--may I see it again!--
a light advancing swiftly on the sea:
no flight can match its rapid motion.
And in the moment I had turned away
to ask a question of my leader,
I saw it now enlarged and brighter.
Then on either side of it appeared
a whiteness--I knew not what--and just below,
little by little, another showed there too.
Still my master did not say a word
while the first whiteness took the shape of wings.
Then, once he saw the nature of the steersman,
he cried: 'Bend, bend your knees! Behold
the angel of the Lord and fold your hands in prayer.
From now on you shall see such ministers.
'Look how he scorns all human instruments
and wants no oar, nor other sail
beside his wings, between such distant shores.
'Look how those wings are raised into the sky,
fanning the air with his eternal pinions
which do not change like mortal plumage.'
Then, as the heavenly bird approached,
closer and closer, he appeared more radiant,
so that my eyes could not sustain his splendor,
and I looked down as he came shoreward
with a boat so swift and light
the water did not part to take it in.
At the stern stood the heavenly pilot--
his mere description would bring to bliss.
And more than a hundred souls were with him..."
Dante, Purgatorio II vv. 13-45 (the angel helmsman)
Thanks to "The Lady of Shalot"
And also a big thanks to Mr-Pan who have search and found the whole painting here
Returning to Holland as a helmsman on the VOC ship Zeelandia. I expect rough seas, heavy storms and lots of rain. I get seasick easily.
Squiffy was agitated. "What? We came all this way for a frigging lightship? You are out of your mind!" "Yeah, Nadakhan, are you trying to trick us again? This is not what we had in mind when you promised us "something shiny"!, Bucko added.
"Trust me, pirates! Just trust me. Soon will all make sense.", Nadakhan tried to calm them, knowing full well that his plan was way to intricate for their imbecile minds. He couldn't wait to get rid of them, but for now he still needed his crew.
„Careful, Doubloon!“, Nadakhan instructed his helmsman as they entered the heart of the Northern floating ice field. „Watch those skycicles and don’t get to close just yet! I want to see how much crew is on that old light ship first. Flintlocke! Go check it out. Squiffy, Clancee – kill all our lights!“
„How about we kill them all, huh?“, Captain Bono injected, anxious to get his revenge on the Queen. „Be patient, old chap! Be patient. No need to rush anything. You’ll get what you want real soon! “, Nadakhan calmed the old skeleton pirate. „Real soon!“
"Lost in Cyburbia : How Life on the Net has Created a Life of its Own."
A new book. By James Harkin. About the cyber lives we live, each of us with only one window through which to communicate with all the other cyburbanites. A world of 'flickering lights' behind which anonymity allows millions of us to share information about who we are or who we want people to think we are, for concealed behind our solitary windows we participants are free to invent any identity we wish.... rather like an on-line self-generated witness protection programme. And the longer each of us sit at our little window, the more we crave feed-back on the disclosed bits of information about our real or invented selves, our interests, our ideas, our talents, that we feed into the electronic loop Harkin calls Cyburbia, a place with all the intrique and secrets and prejudices of its physical prototype 'suburbia". Those that willingly oblige this raging obsession for feedback become cyberfriends who must be courted & stroked lest they forsake us for newer fresher windows of interest. Harkin addresses how it all began, this voluntary mass migration to Cyburbia, leaving the social interaction of the concrete world, and all its laws, behind. The principle of 'cybernetics' (adapted from the greek 'kybernetes' meaning "helmsman' or 'pilot', by mathematician Norbert Wiener in 1945) is profound, the outcome of its evolution something else all together. An intriguing read.
Don' t need feedback :)) Have a good weekend , everyone!
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Championnat Flotille Delta 26 DF / 30ème anniversaire équipe Biskaya – Résultat final
Catégorie Delta 26 – Groupe D’Or:
1º lieu: Groupe d’Or. Bateau: PETER BLAKE. Timonier: Raul Frattini.
Équipage: Alexandre Bianchi, João Batista, Everton Bruno Matos e Sebastião Gonzalez.
2º lieu: Groupe d’Or. Bateau: MAROKA. Timonier: Cesar Castro.
Équipage: Priscila Castro, Alexandre "Batera" Alcântara e Bruno Ricardo
3º lieu: Groupe d’Or. Bateau: ARROJADO. Timonier: César Alves.
Équipage: Marcelo Brizola, Paulo Souza, Mateus A S e Filinto Pacheco.
4º lieu: Groupe d’Or. Bateau: HOOKIPA. Timoniere: Raquel Aimone.
Équipage: Mariana Lacerda, Sandra Branchine e Sônia Gargiulo.
5º lieu: Groupe d’Or. Bateau: INSPIRATIION. Timoniere: Rossana Ramos.
Équipage: Mário Ramos, Elisa Ramos, Sofia Ramos e Felipe Areias.
6º lieu: Groupe d’Or: Bateau: KILAUEA. Timonier: Rommel Castro.
Équipage: Leonardo Torelly, Silvero Rosenthal, Patricia Cunha e Guilherme.
7º lieu: Groupe d’Or: Bateau: FUGA 2. Timonier: Marcos Carraca.
Équipage: Fernando Gargiulo, Victo Ho e Vitor Samaio.
=======================================================================
Campeonato Flotilha Delta 26 DF / 30º aniversário tripulação Biskaya – Resultado final
Classe Delta 26 – Grupo Ouro:
1º colocado: Grupo Ouro. Veleiro: PETER BLAKE. Timoneiro: Raul Frattini.
Tripulação: Alexandre Bianchi, João Batista, Everton Bruno Matos e Sebastião Gonzalez
2º colocado: Grupo Ouro.Veleiro: MAROKA. Timoneiro: Cesar Castro.
Tripulação: Priscila Castro, Alexandre "Batera" Alcântara e Bruno Ricardo
3º colocado: Grupo Ouro. Veleiro: ARROJADO. Timoneiro: César Alves.
Tripulação: Marcelo Brizola, Paulo Souza, Mateus A S e Filinto Pacheco
4º colocado: Grupo Ouro. Veleiro: HOOKIPA. Timoneira: Raquel Aimone.
Tripulação: Mariana Lacerda, Sandra Branchine e Sônia Gargiulo
5º colocado: Grupo Ouro. Veleiro: INSPIRATIION. Timoneira: Rossana Ramos.
Tripulação: Mário Ramos, Elisa Ramos, Sofia Ramos e Felipe Areias
6º colocado: Grupo Ouro. Veleiro: KILAUEA. Timoneiro: Rommel Castro.
Tripulação: Leonardo Torelly, Silvero Rosenthal, Patricia Cunha e Guilherme
7º colocado: Grupo Ouro. Veleiro: FUGA 2. Timoneiro: Marcos Carraca.
Tripulação: Fernando Gargiulo, Victo Ho e Vitor Samaio
=================================================================
26 Delta DF Fleet Championship / 30th anniversary Biskaya crew – Final results
Delta 26 Class – Gold Group:
1º place: Gold Group. Sail boat: PETER BLAKE. Helmsman: Raul Frattini.
Crew: Alexandre Bianchi, João Batista, Everton Bruno Matos e Sebastião Gonzalez
2º place: Gold Group. Sail boat: MAROKA. Helmsman: Cesar Castro.
Crew: Priscila Castro, Alexandre "Batera" Alcântara e Bruno Ricardo
3º place: Gold Group. Sail boat: ARROJADO. Helmsman: César Alves.
Crew: Marcelo Brizola, Paulo Souza, Mateus A S e Filinto Pacheco
4º place: Gold Group. Sail boat: HOOKIPA. Helmswoman: Raquel Aimone.
Crew: Mariana Lacerda, Sandra Branchine e Sônia Gargiulo.
5º place: Gold Group. Sail boat: INSPIRATIION. Helmswoman: Rossana Ramos.
Crew: Mário Ramos, Elisa Ramos, Sofia Ramos e Felipe Areias
6º place: Gold Group. Sail boat: KILAUEA. Helmsman: Rommel Castro.
Crew: Leonardo Torelly, Silvero Rosenthal, Patricia Cunha e Guilherme
7º place: Gold Group. Sail boat: FUGA 2. Helmsman: Marcos Carraca.
Crew: Fernando Gargiulo, Victo Ho e Vitor Samaio
======================================================
Campeonato Flotilha Delta 26 DF / 30º aniversário tripulação Biskaya – Resultado final
Classe Delta 26 – Grupo Prata:
1º colocado: Grupo Prata. Veleiro: BISKAYA II. Timoneiro: Walter Heinicke.
Tripulação: João Ramos, Henrique Moura e Magalhães
2º colocado: Grupo Prata. Veleiro: STORM. Timoneiro: Paulo Quintiliano.
Tripulação: Marcos Henrique, Sidney Stuart e Bruno Telles
3º colocado: Grupo Prata. Veleiro: KAMIKASE. Timoneiro: Lucas Mori.
Tripulação: Sérvio Túlio, Rodrigo Mendoça, Paula Gargiulo
4º colocado: Grupo Prata. Veleiro: ALBATROZ. Timoneiro: Ivan Malheiros.
Tripulação: Denis Macay, Leisa Macay, Filippo Marrone e Leonardo Cummings
5º colocado: Grupo Prata. Veleiro: SCARPAT. Timoneiro: José Ceolin.
Tripulação: Marcello F Ceolin, Julieta R F Ceolin, Enersto W Neto e Keila Nobrega
6º colocado: Grupo Prata. Veleiro: BORA. Timoneiro: Ney Barros.
Tripulação: Alex Vieira
===================================================================
26 Delta DF Fleet Championship / 30th anniversary Biskaya crew – Final results
Delta 26 Class – Silver Group:
1º place: Silver Group. Sail boat: BISKAYA II. Helmsman: Walter Heinicke.
Crew: João Ramos, Henrique Moura e Magalhães.
2º place: Silver Group. Sail boat: STORM. Helmsman Paulo Quintiliano.
Crew: Marcos Henrique, Sidney Stuart e Bruno Telles
3º place: Silver Group. Sail boat: KAMIKASE. Helmsman: Lucas Mori.
Crew: Sérvio Túlio, Rodrigo Mendoça, Paula Gargiulo.
4º place: Silver Group. Sail boat: ALBATROZ. Helmsman: Ivan Malheiros.
Crew: Denis Macay, Leisa Macay, Filippo Marrone e Leonardo Cummings
5º place: Silver Group. Sail boat: SCARPAT. Helmsman: José Ceolin.
Crew: Marcello F Ceolin, Julieta R F Ceolin, Enersto W Neto e Keila Nobrega
6º place: Silver Group. Sail boat: BORA. Helmsman: Ney Barros.
Crew: Alex Vieira
============================================================
Campeonato Flotilla Delta 26 DF / 30º cumpleaños equipo Biskaya – Resultado final
Clase Delta 26 – Grupo de Plata:
1º lugar: Silver Group. Velero: BISKAYA II. Timoniel: Walter Heinicke.
Equipo: João Ramos, Henrique Moura e Magalhães.
2º lugar: Silver Group. Velero: STORM. Timoniel Paulo Quintiliano.
Equipo: Marcos Henrique, Sidney Stuart e Bruno Telles
3º lugar: Silver Group. Velero: KAMIKASE. Timoniel: Lucas Mori.
Equipo: Sérvio Túlio, Rodrigo Mendoça, Paula Gargiulo.
4º lugar: Silver Group. Velero: ALBATROZ. Timoniel: Ivan Malheiros.
Equipo: Denis Macay, Leisa Macay, Filippo Marrone e Leonardo Cummings
5º lugar: Silver Group. Velero: SCARPAT. Timoniel: José Ceolin.
Equipo: Marcello F Ceolin, Julieta R F Ceolin, Enersto W Neto e Keila Nobrega
6º lugar: Silver Group. Velero: BORA. Timoniel: Ney Barros.
Equipo: Alex Vieira
==============================================================
Classe Delta 26
1º colocado: Grupo Bronze. Veleiro: MSF. Timoneiro: Fabiano Frabeti.
Tripulação: Silvia Frabeti e Silvio Mortari
Delta 26 Class
1º place: Cooper Group. Sail boat: MSF. Helmsman: Fabiano Frabeti.
Crew: Silvia Frabeti e Silvio Mortari
Catégorie Delta 26
1º lieu: Groupe d’Cuivre. Bateau: MSF. Timonier: Fabiano Fabeti.
Équipage: Silvia Frabeti e Silvio Mortari
Clase Delta 26
1º lugar: Grupo de Cobre. Velero: MSF. Timonel: Fabiano Frabeti.
Equipo: Silvia Frabeti e Silvio Mortari
=================================================================
The Oseberg ship is a particularly fine vessel, and the person who had it made spent considerable resources on the decoration of the ship.
The prow and stern is richly carved with beautiful animal ornamentation far below the waterline and up along the prow, which ends in a spiralling serpent’s head.
Such an ornately decorated ship has undoubtedly been reserved for special members of the aristocracy.
The Oseberg ship could be both sailed and rowed. There are 15 oar holes on each side so fully manned, the ship would have had 30 oarsmen. In addition, there was a helmsman at the steering oar and a lookout who stood in the bow.
The oars are made of pine, and some of them show traces of painted decorations. The oars show no signs of wear, so perhaps they were made especially for the burial.
The Oseberg ship was built in southwestern Norway around the year 820, and is made of oak. Each of the strakes overlaps the one below and they are fixed with iron rivets. The side of the ship consists of 12 strakes. Below the waterline, they are only 2‒ 3 cm thick, while the two upper strakes are a little thicker. The deck is made of loose pine planks. The mast is also pine and was between 10 and 13 metres high.
Viking Ship Museum, Oslo, Norway.
www.khm.uio.no/english/visit-us/viking-ship-museum/exhibi...
Had to pull another "Blindside Flanker" for this one as the sun was still playing silly buggers!
A bucketload of GM power gets 1Z89 away from the Citadel in grand manner as Nos.57007 & 57010 are wound on clag-tastically by an enthusiastic helmsman.
No.47818 rests on the inside.
Almost apologetically a young upstart, in the form of FLHH's No.70015, awaits a road south to Crewe with a load of redundant track panels.
Lt Dagger and Lt Rose take over the USS Teukros, with the assistance of Ensign McGuffin and Ensign Ersatz
*On the command of 'Open her up Lt Rose', the Science officer turned helmsman pushed the throttle of the scoutship up to Warp 5...*
Attention: All personnel to battle stations!!
We are approaching a scene of great carnage and devastation with imminent danger, straight ahead.
Helmsman, prepare for evasive action!
This photo was taken by a Kowa/SIX medium format film camera with a KOWA LENS-S 1:3.5/150mm lens and Kowa L1A ø67 filter using Fuji 160NS [220] film, the negative scanned by an Epson Perfection V600 and digitally rendered with Photoshop.
Fortuna's identity as personification of chance events was closely tied to virtus (strength of character). Public officials who lacked virtues invited ill-fortune on themselves and Rome: Sallust uses the infamous Catiline as illustration – "Truly, when in the place of work, idleness, in place of the spirit of measure and equity, caprice and pride invade, fortune is changed just as with morality..."Fortuna (Latin: Fortūna, equivalent to the Greek goddess Tyche) was the goddess of fortune and personification of luck in Roman religion. She might bring good or bad luck: she could be represented as veiled and blind, as in modern depictions of Lady Justice, and came to represent life's capriciousness. She was also a goddess of fate: as Atrox Fortuna, she claimed the young lives of the princeps Augustus' grandsons Gaius and Lucius, prospective heirs to the Empire. Fortune, in the guise of a standing woman, wavering on a sphere or carried on the waves by a conch equipped with a sail, is the symbol of a mysterious power, supposed to fix the fate of human beings. At the age when a Name, offering us an image of the unknowable which we have poured into its mould, while at the same moment it connotes for us also an existing place, forces us accordingly to identify one with the other to such a point that we set out to seek in a city for a soul which it cannot embody but which we have no longer the power to expel from the sound of its name, it is not only to towns and rivers that names give an individuality, as do allegorical paintings, it is not only the physical universe which they pattern with differences, people with marvels, there is the social universe also; and so every historic house, in town or country, has its lady or its fairy, as every forest has its spirit, as there is a nymph for every stream. Sometimes, hidden in the heart of its name, the fairy is transformed to suit the life of our imagination by which she live In Rome, she is honored at the Fortunalia on the eve Of the summer solstice. It is important, in fact, to put on the side of this dangerous divinity, which dispenses its fates at random. It is opposed to vertuous, firmly planted on a square base, symbol of stability. Representation of Fortune on a marine conch alludes to the uncertainties of navigation.Its main attributes are the cornucopia, and above all the wheel, a symbol of destiny, which sometimes elevates and lowers men, whatever their merits and merits, to which are added various attributes in connection with its many aspects: The polos (sphere, symbol of universality.The earth, obedient, opened wide, and by a dark descent, where there was every need of a guide as brilliant as Love, the queen reached Hades. She dreaded meeting her husband in the form of a serpent; but Love, who some times busies himself in doing kindnesses to those who are unfortunate, had foreseen everything, and had already commanded Green Serpent to become what he was before his penance. However great was Magotine's power, she could do nothing against Love. So the first thing the queen found was her husband, and she had never seen him under so handsome a form; he, likewise, had never seen her so beautiful as she had become: however a presentiment, and perhaps Love, who was with them, helped them to divine who they were. The queen at once said to him with exquisite tenderness.Fortuna's Roman cult was variously attributed to Servius Tullius – whose exceptional good fortune suggested their sexual intimacy – and to Ancus Marcius. The two earliest temples mentioned in Roman Calendars were outside the city, on the right bank of the Tiber (in Italian Trastevere). The first temple dedicated to Fortuna was attributed to the Etruscan Servius Tullius, while the second is known to have been built in 293 BC as the fulfilment of a Roman promise made during later Etruscan wars. The date of dedication of her temples was 24 June, or Midsummer’s Day, when celebrants from Rome annually floated to the temples downstream from the city. After undisclosed rituals they then rowed back, garlanded and inebriated.Also Fortuna had a temple at the Forum Boarium. Here Fortuna was twinned with the cult of Mater Matuta (the goddesses shared a festival on 11 June), and the paired temples have been revealed in the excavation beside the church of Sant'Omobono: the cults are indeed archaic in date. Fortuna Primigenia of Praeneste was adopted by Romans at the end of 3rd century BC in an important cult of Fortuna Publica Populi Romani (the Official Good Luck of the Roman People) on the Quirinalis outside the Porta Collina.[9] No temple at Rome, however, rivalled the magnificence of the Praenestine sanctuary.An oracle at the Temple of Fortuna Primigena in Praeneste used a form of divination in which a small boy picked out one of various futures that were written on oak rods. Cults to Fortuna in her many forms are attested throughout the Roman world. Dedications have been found to Fortuna Dubia (doubtful fortune), Fortuna Brevis (fickle or wayward fortune) and Fortuna Mala (bad fortune).She is found in a variety of domestic and personal contexts. During the early Empire, an amulet from the House of Menander in Pompeii links her to the Egyptian goddess Isis, as Isis-Fortuna. She is functionally related to the god Bonus Eventus, who is often represented as her counterpart: both appear on amulets and intaglio engraved gems across the Roman world. In the context of the early republican period account of Coriolanus, in around 488 BC the Roman senate dedicated a temple to Fortuna on account of the services of the matrons of Rome in saving the city from destruction. Her name seems to derive from Vortumna (she who revolves the year.The earliest reference to the Wheel of Fortune, emblematic of the endless changes in life between prosperity and disaster, is from 55 BC. In Seneca's tragedy Agamemnon, a chorus addresses Fortuna in terms that would remain almost proverbial, and in a high heroic ranting mode that Renaissance writers would emulate:“O Fortune, who dost bestow the throne’s high boon with mocking hand, in dangerous and doubtful state thou settest the too exalted.Headband The headband, which can either bandage the eyes or girdle the forehead, is a symbol of power and blindness. The ambiguous symbolism of blindness The blindfold that hides the eyes and hinders sight is a blind symbol of blindness, but not only in a negative sense. The stances of blindfolded women in front of the courts are legion in the West. This is the re-presentation of the Greek goddess Themis Justicia in the Romans.) In antiquity, the goddess is Its chief attributes are the cornucopia, and above all the wheel, a symbol of fate, which sometimes elevates and lowers men, whatever their merits and demerits, to which are added various attri- Relationship with its multiple. Its main attributes are the cornucopia, and above all the wheel, a symbol of destiny, which sometimes elevates and lowers men, whatever their merits and merits, to which are added various attributes in connection with its many aspects: The polos (sphere, symbol of universality).BANNERY yet not carved blindfolded eyes and it seems that this attribute dates back to the sixteenth century. Justicia blindfolded to demonstrate his ability to mediate impartially without being influenced by the senses. The law becomes abstract and universal, whatever the person judged Eros (Cupid in Latin) is often represented blindfolded. But this representation would in fact be tar dive. In the sixteenth century, the idea of Cupid blind is common. Shakespeare writes in the Midsummer Night Dream "Love is not seen with the eyes but with the mind, so the winged Cupid is painted blindly." At the end of the Middle Ages the goddess For tuna often described as Caca, blinded by the Latin authors, was represented blindfolded, indifferent to the fate of individuals and to the distribution of happiness, turning its wheel It is also in the Middle Ages that we owe the representation of the Synagogue The Synagogue is depicted by the statue of a woman, a fallen queen with blindfolds, holding a banner with a broken stick, while the victorious Church triumphs. Never have sceptres obtained calm peace or certain tenure; care on care weighs them down, and ever do fresh storms vex their souls. ... great kingdoms sink of their own weight, and Fortune gives way ‘neath the burden of herself. Sails swollen with favouring breezes fear blasts too strongly theirs; the tower which rears its head to the very clouds is beaten by rainy Auster. ... Whatever Fortune has raised on high, she lifts but to bring low. Modest estate has longer life; then happy he whoe’er, content with the common lot, with safe breeze hugs the shore, and, fearing to trust his skiff to the wider sea, with unambitious oar keeps close to land.”[Ovid's description is typical of Roman representations: in a letter from exile, he reflects ruefully on the “goddess who admits by her unsteady wheel her own fickleness; she always has its apex beneath her swaying foot.”Fortuna did not disappear from the popular imagination with the ascendancy of Christianity.[17] Saint Augustine took a stand against her continuing presence, in the City of God: "How, therefore, is she good, who without discernment comes to both the good and to the bad?...It profits one nothing to worship her if she is truly fortune... let the bad worship her...this supposed deity".[18] In the 6th century, the Consolation of Philosophy, by statesman and philosopher Boethius, written while he faced execution, reflected the Christian theology of casus, that the apparently random and often ruinous turns of Fortune's Wheel are in fact both inevitable and providential, that even the most coincidental events are part of God's hidden plan which one should not resist or try to change. Fortuna, then, was a servant of God, and events, individual decisions, the influence of the stars were all merely vehicles of Divine Will. In succeeding generations Boethius' Consolation was required reading for scholars and students. Fortune crept back into popular acceptance, with a new iconographic trait, "two-faced Fortune", Fortuna bifrons; such depictions continue into the 15th century.The ubiquitous image of the Wheel of Fortune found throughout the Middle Ages and beyond was a direct legacy of the second book of Boethius's Consolation. The Wheel appears in many renditions from tiny miniatures in manuscripts to huge stained glass windows in cathedrals, such as at Amiens. Lady Fortune is usually represented as larger than life to underscore her importance. The wheel characteristically has four shelves, or stages of life, with four human figures, usually labeled on the left regnabo (I shall reign), on the top regno (I reign) and is usually crowned, descending on the right regnavi (I have reigned) and the lowly figure on the bottom is marked sum sine regno (I have no kingdom). Medieval representations of Fortune emphasize her duality and instability, such as two faces side by side like Janus; one face smiling the other frowning; half the face white the other black; she may be blindfolded but without scales, blind to justice. She was associated with the cornucopia, ship's rudder, the ball and the wheel. The cornucopia is where plenty flows from, the Helmsman's rudder steers fate, the globe symbolizes chance (who gets good or bad luck), and the wheel symbolizes that luck, good or bad, never lasts.
Fortune would have many influences in cultural works throughout the Middle Ages. In Le Roman de la Rose, Fortune frustrates the hopes of a lover who has been helped by a personified character "Reason". In Dante's Inferno (vii.67-96) Virgil explains the nature of Fortune, both a devil and a ministering angel, subservient to God. Boccaccio's De Casibus Virorum Illustrium ("The Fortunes of Famous Men"), used by John Lydgate to compose his Fall of Princes, tells of many where the turn of Fortune's wheel brought those most high to disaster, and Boccaccio essay De remedii dell'una e dell'altra Fortuna, depends upon Boethius for the double nature of Fortuna. Fortune makes her appearance in Carmina Burana (see image). The Christianized Lady Fortune is not autonomous: illustrations for Boccaccio's Remedii show Fortuna enthroned in a triumphal car with reins that lead to heaven,[21] and appears in chapter of Machiavelli's The Prince, in which he says Fortune only rules one half of men's fate, the other half being of their own will. Machiavelli reminds the reader that Fortune is a woman, that she favours a strong, or even violent hand, and that she favours the more aggressive and bold young man than a timid elder. Even Shakespeare was no stranger to Lady Fortune:When in disgrace with Fortune and men's eyes.You all alone beweep my outcast state... Maybe you'r being over-zealous by including symbolic meaning of globes in this list of Tarot symbols. I mean, globe meanings are pretty obvious, and most people can intuit their symbolic gist. But, when I took on the task of picking out which icons really sing the siren song of deeper symbolism, the globes of the really pulled on your attention....Why? I think it's because they are like "mini-me's" of our planet. They are the miniature version of the Earth, and so globes are symbolic of all things made manifest. When I see globes in the cards (depending on the surrounding cards) I am under the impression my client has a "global view" of the situation. He or she has a broad understanding. He or she may also have global holdings - meaning, my client has influence/responsibility of a mammoth size. globe meaning in this picture...What about scrying? You know, like gazing into crystal balls for telling futures. What's kind of sad about most divinatory practices is the general misunderstanding connected with the object. It is not the object that tells the future. The globe is just a tool. Looking into the crystal ball can shift vision. I'm talking metaphysical vision here. Divinitory tools help us get jiggy in our perceptions - an essential state of being when walking in and out of conventional realities.. That's the whole point of all divinatory tools - including Tarot. We are seeking ways to get jiggy with our energy - to move out of the mechanical-clockwork of common reality - and dance into Aether-realms where different sets of rules apply..So when we see globes is a symbolic cue of fortelling? Prophesy? Divining accurate futures? Yes, sure, but the real symbolism in globes is the shift. Not the act of future-telling, but the shift in vision is where the jackpot is...How can you see your world differently?What can you do to shift your vision about who you are?What techniques could you employ to alter your common reality? When you look for solutions - do you look globally or only locally?In other words, do have a broad view of potential, or is your vision limited to only immediate solutions?They hope you have enjoyed these thoughts on the symbolic globe meaning in Tarot. It might be noteworthy to mention globes are 3 dimensional versions of the circle, and there's tons of symbolism rolling around there: Cycles, Inclusion, Protection, Femininity, Wholeness, Community - to name a few attributes.
Revenir au moyenâgeux ...Hélas !!!, ether , d'être ou d'avoir été.Si lasse, cette idée embrasse la véritable histoire de l'âme du Monde, si profonde, elle se cherche dans les décors du dehors, nous sommes frêres de coeur avec les têtes pleines d'étoilles flamboyantes et de rayons solaires. Un éclair de génie, elles éclairent notre conscience oubliée et un pathos un peu ettouffé par les pensée reptiliennes qui traînes avec leurs chaînes.Elle tourne la tête au esprits autistes de libres pensées.Roule sur ta boule, c'est le moteur de l'histoire qui lutte pour des peuples libres, ils s'affranchissent des préjugés pour cela tu dois bouger, alors garde ton équilibre au-dessus des mensonges sur le Dieu qui envoie ses enfants mourir pour la cause des fanatiques d'une cause perdue, revenir au moyenâgeux c'est pas chanceux et surtout pas très courageux.D'après Hermes l'invisible est plus important; O Ames aveugle...arme toi du flambeau des Mystères et dans la nuit terrestre, tu découvriras ton Double lumineux Ton Ame céleste. Suis ce guide divin et qu'il soit ton Génie. car tu tient la clef de tes existences passées et futures. Appelaux initiés.(d'après le Livre des Morts.Le bandeau, qui peut soit bander les yeux, soit ceindre le front, est un sym bole de pouvoir et d'aveuglement. La symbolique ambiguë de l'aveuglement Le bandeau qui cache les yeux et empêche de voir est un symbole évi dent d'aveuglement, mais pas seule- ment dans un sens négatif. Les sta tues de femmes aux yeux bandés posées devant les tribunaux sont légion en Occident. Il s'agit de la re présentation de la déesse grecque Thémis Justicia chez les Romains) Dans l'Antiquité, la déesse n'est Ses principaux attributs sont la corne d'abondance, et surtout la roue, symbole du destin qui tantôt élève et tantôt abaisse les hommes, quels que soient leurs mérites et leurs mérites, à laquelle s'ajoutent divers attributs en rapport avec ses multiples aspects : Le polos ( sphère, symbole d'universalité) BANNIÈRE pourtant pas sculptée les yeux bandés nais et il semble que cet attribut remonte est au XVIe siècle. Justicia se bande les yeux pour démontrer sa capacité à arbitrer de façon impartiale, sans être influencée par les sens. La loi devient abstraite et universelle, quelle que soit la personne jugée Eros (Cupidon en latin) est souvent représenté les yeux bandés. Mais cette représentation serait en fait tardive. Au XVIe siècle, l'idée de Cupidon aveugle est courante. Shakespeare écrit dans le Songe d'une nuit d'été "L'amour regarde non avec les yeux mais avec l'esprit. Ainsi Cupidon ailé est-il peint aveugle. À la fin du Moyen Age. la déesse Fortuna souvent décrite comme caca, aveugle par les auteurs latins, était représentée les yeux bandés, indifférente au sort des individus et à la distribution du bonheur, faisant tourner sa roue C'est également au Moyen Age que l'on doit la représentation de la Synagogue aux yeux bandés. Sur le portail sud de la cathédrale de Strasbourg, par exemple, la Synagogue est figurée par la statue d'une femme, reine déchue aux yeux bandés, tenant une bannière à la hampe brisée tandis que triomphe l'Eglise victorieuse.
Magic Kingdom
20,000 Leagues Under the Sea: Submarine Voyage was an attraction at the Magic Kingdom theme park at Walt Disney World from 1971 through 1994. Based on the characters and settings of the 1954 Disney film 20,000 Leagues Under the Sea, which was adapted from Jules Verne's 1870 novel Twenty Thousand Leagues Under the Seas, it was a re-theming of the Submarine Voyage attraction at Disneyland. The ride involved a 20-minute submarine ride through a lagoon filled with sea life and mermaids.
In 1959, an ambitious expansion of Tomorrowland in Disneyland was completed, which included the addition of new attractions, including the Matterhorn Bobsleds, Monorail, and Submarine Voyage. "Commissioned" on June 6, 1959, in front of Richard Nixon, Walt Disney and his wife Lillian, and officers of the US Navy, the attraction made use of early animatronics to create underwater life, and the use of forced perspective to increase the feeling of realism. Eight submarines painted in grey took guests through the attraction, which took place in a lagoon visible from Tomorrowland and a large show building hidden behind two waterfalls. It became extremely popular with guests, and Walt Disney Imagineering consequently planned for more elaborate version for the forthcoming Florida Project concept, which would become Walt Disney World.
One of the signature pieces of 20,000 Leagues Under the Sea was the fleet of passenger vehicles, adapted for theme park use from Harper Goff's Nautilus design for the 1954 Disney live-action version by Disney Imagineer George McGinnis. The basic hulls were constructed by Morgan Yachts in Clearwater, Florida, with the final building work being transferred to Tampa Ship midway through. Another veteran Imagineer, Bob Gurr, oversaw the project. Upon delivery at Walt Disney World in August 1971, the vehicles weighed some forty tons, and were installed into a concrete guide (track), mounted on top of a mechanism that limited "bumping" accidents.
The attraction vehicles were not actual submarines, but instead boats in which the guests sat below water level. The interiors were a mix of metal paneling, rivets, and bolts, as well as Victorian-esque fittings in the form of passenger seats that could flip outwards, and armrests beneath the portholes, in keeping with the Goff concept. Each "guest" aboard the Nautilus had their own seat, as well as a round porthole to look out into the attraction. A small button located in the porthole recess was intended for defogging the window if needed, though this rarely worked. Located at the top of the window recess was a small speaker through which Captain Nemo's voice (veteran voice actor Peter Renaday, doing an impression of James Mason) guides his guests through their underwater adventure.
Above the seating area was the "sail" (as it was known to the employees) where the "helmsman" stood and controlled the vehicle's operation. The "diving" effect was produced by bubble machines located throughout the attraction, as well as using the waterfalls at the entrance to the show building.
Each of the twelve vehicles accommodated a total of forty riders. Vehicles normally cycled through the attraction in packs of three.
Despite the extensive 20,000 Leagues Under The Sea overhaul the attraction was given, essentially it was still the same as its Californian counterpart Submarine Voyage, in both its underwater show scenes and narration, except for a few occasional differences.
The adventure began as the guests made their way down into the back of the submarine, bending to miss the low-level raised rear hatch, and finding a place on board. Throughout the voyage, an eerie organ version of the Disney film's main theme would play on a never-ending loop, allowing for a narration backing as well as a piece of stall music if required. Following the standard Disney-style introduction and safety notes from the helmsman, the narration, in the voice of Captain Nemo, would begin.
With the submarine clear of the dock, the diving sequence would begin, with hundreds of air bubbles filling the porthole view, creating the illusion of descent. Once clear, the Captain introduced himself to his passengers, and then introduced them to the underwater plains around Vulcania. In the lagoon, guests could see moray eels, crabs, lobsters, sea bass, clams and turtles as well as a host of smaller tropical fish.
Minutes later, in another tribute to the Disney film, an "underwater party" of divers would come into view, as animatronics wearing replicas of the Harper Goff-designed deep sea diving equipment worked kelp beds and wrangled with rebellious turtles.
With the bubbles from the waterfall at the cavern entrance simulating a surface storm, the Captain would order the submarine down into the depths as a precaution, and the guests enter the show building section of the attraction. Within minutes, the devastation such natural phenomenon can create was made clear with the ominous Graveyard of Lost Ships, with shipwrecks from various centuries littering the sea bed, guarded by the silent, gliding figures of sharks.
Leaving the destruction behind, the Nautilus would reach the North Pole, circumnavigating the Polar Ice Cap from below the surface, and narrowly avoiding large icebergs stabbing through the water. Venturing deeper, the Nautilus entered the eerie world of the Abyss, where guests viewed examples the many weird and strange species of deepwater fish that thrive in such an environment.
Rising slightly, one of the final discoveries made is the ruins of Atlantis, along with a typical Disney-fied two-armed sea serpent, accompanying mermaids that can apparently tame it, and a treasury bursting with jewels and gold. With the ruins of the ancient civilization soon left behind, the Nautilus would enter the final phase of its journey, with a tribute to the most iconic and memorable part of the 1954 Disney film: the attack of the giant squid. After seeing a much smaller sister Nautilus trapped in the clutches of one such creature (curiously marked XIII on the tailfin), the passenger submarine would be attacked itself by long, thrashing tentacles.
With a final push to the surface, the Nautilus would clear the caverns of the dangerous squid, and enter the safety of the tropical lagoon, on its way towards the dock.
Though the attraction was a guest favorite and remained popular throughout its existence, it was expensive to maintain, as well as having a low hourly loading capacity for an attraction of its size and expense. It was closed on September 5, 1994, without advance notice, for what was outwardly termed a temporary maintenance period. The ride was set to reopen in the summer of 1996, but in April of the same year, the closure was officially made permanent.[5] Despite the closure, the attraction had a narrated slideshow topic in the 1996 application The Walt Disney World Explorer and its 1998 Second Edition release; it was the only closed attraction to be a full topic in the application and thus was referred to in the past tense in narration.
Post-closure, several vehicles were left stationary in the lagoon and by the dock, before the entire fleet was eventually pulled from the attraction in 1996. The submarines were regularly moved around to different locations in Walt Disney World backstage for several years, until eventually being stripped and buried in a landfill in 2004. Two of the vehicles were saved from the fleet's demise. They were shipped to be sunk in the snorkeling lagoon at Castaway Cay, Disney's private island. Here, the submarines were placed in and around the snorkeling lagoon and covered with cargo netting to help sea life cling to them. Today, only one of those two submarines still exist, one of which was destroyed by hurricane weather. A third submarine was a shell made from the original subs and it was found in the special effects water tank of the backlot tour at Disney's Hollywood Studios from 1991 until c.2000 when the tank was rethemed to Pearl Harbor. The sub was removed and moved to an empty lot backstage. Today, it is in storage but is taken out and displayed at various Disney events, still in good condition.
The lagoon remained as a scenic viewpoint (and was renamed "Ariel's Grotto", complete with a King Triton spouting statue) until 2004, when the water was drained and the sets and infrastructure were demolished. Pooh's Playful Spot was built where the attraction formerly stood and operated between 2005 and 2010 before making way for the Seven Dwarfs Mine Train as part of the Fantasyland Expansion. However, the exterior to The Little Mermaid: Ariel's Undersea Adventure contains a silhouette of the Nautilus in a rock wall and the tiki bar Trader Sam's Grog Grotto at Disney's Polynesian Village Resort serves a cocktail called the "Nautilus" which is itself served in a stylized drinking vessel resembling the submarine.
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.
~*Photography Originally Taken By: www.CrossTrips.Com Under God*~
The United States Coast Guard (USCG) is a branch of the United States armed forces and one of seven uniformed services. In addition to being a military branch at all times, it is unique among the armed forces in that it is also a maritime law enforcement agency (with jurisdiction both domestically and in international waters) and a federal regulatory agency. It is an agency of the United States Department of Homeland Security.
As one of the five armed forces and the smallest armed service of the United States, its stated mission is to protect the public, the environment, and the United States economic and security interests in any maritime region in which those interests may be at risk, including international waters and America's coasts, ports, and inland waterways.
The Coast Guard has many statutory missions, which are listed below in this article.
Overview
Description
The Coast Guard, in its literature, describes itself as "a military, maritime, multi-mission service within the Department of Homeland Security dedicated to protecting the safety and security of America." It differs from the other armed services of the US in that the other four armed services are components of the Department of Defense.
In addition, the Coast Guard has separate legal authority than the other four armed services. The Coast Guard operates under Title 10 of the United States Code and its other organic authorities, e.g., Titles 6, 14, 19, 33, 46, etc., simultaneously. Because of its legal authority, the Coast Guard can conduct military operations under the Department of Defense or directly for the President in accordance with 14 USC 1-3, and Title 10.
Role
The United States Coast Guard has a broad and important role in homeland security, law enforcement, search and rescue, marine environmental pollution response, and the maintenance of river, intracoastal and offshore aids to navigation (ATON). Founded by Alexander Hamilton as the Revenue Cutter Service on August 4, 1790, it lays claim to being the United States' oldest continuous seagoing service. As of October 2006, the Coast Guard has approximately 46,000 men and women on active duty, 8,100 reservists, 7,000 full time civilian employees and 30,000 active auxiliarists.[1]
While most military services are either at war or training for war, the Coast Guard is deployed every day. When not in war, the Coast Guard has duties that include maritime law enforcement, maintaining aids to navigation, marine safety, and both military and civilian search and rescue—all in addition to its typical homeland security and military duties, such as port security.
The service's decentralized organization and readiness for missions that can occur at any time on any day, is often lauded for making it highly effective, extremely agile and very adaptable in a broad range of emergencies. In a 2005 article in TIME Magazine following Hurricane Katrina, the author wrote, "the Coast Guard's most valuable contribution to [a military effort when catastrophe hits] may be as a model of flexibility, and most of all, spirit." Wil Milam, a rescue swimmer from Alaska told the magazine, "In the Navy, it was all about the mission. Practicing for war, training for war. In the Coast Guard, it was, take care of our people and the mission will take care of itself."[2]
The Coast Guard's motto is Semper Paratus, meaning "Always Ready". The service has participated in every U.S. conflict from 1790 through to today, including landing US troops on D-Day and on the Pacific Islands in World War II, in extensive patrols and shore bombardment during the Vietnam War, and multiple roles in Operation Iraqi Freedom. Maritime interception operations, coastal security, transportation security, and law enforcement detachments are its major roles in Iraq.
The formal name for a member of the Coast Guard is "Coast Guardsman", irrespective of gender. An informal name is "Coastie." "Team Coast Guard" refers to the three branches of the Coast Guard as a whole: the regulars, the Coast Guard Reserve, and the civilian volunteers of the Coast Guard Auxiliary.
Search and Rescue
See National Search and Rescue Committee
Search and Rescue (SAR) is one of the Coast Guard's oldest missions. The National Search and Rescue Plan[3] designates the United States Coast Guard as the federal agency responsible for maritime SAR operations, and the United States Air Force as the federal agency responsible for inland SAR. Both agencies maintain Rescue Coordination Centers to coordinate this effort, and have responsibility for both military and civilian search and rescue.
* USCG Rescue Coordination Centers
National Response Center
Operated by the U.S. Coast Guard, the National Response Center (NRC) is the sole U.S. Government point of contact for reporting environmental spills, contamination, and pollution
The primary function of the National Response Center (NRC) is to serve as the sole national point of contact for reporting all oil, chemical, radiological, biological, and etiological discharges into the environment anywhere in the United States and its territories. In addition to gathering and distributing spill data for Federal On-Scene Coordinators and serving as the communications and operations center for the National Response Team, the NRC maintains agreements with a variety of federal entities to make additional notifications regarding incidents meeting established trigger criteria. The NRC also takes Terrorist/Suspicious Activity Reports and Maritime Security Breach Reports. Details on the NRC organization and specific responsibilities can be found in the National Oil and Hazardous Substances Pollution Contingency Plan.[4]
* U.S. National Response Team
Authority as an armed service
The five uniformed services that make up the Armed Forces are defined in 10 U.S.C. § 101(a)(4):
“ The term “armed forces” means the Army, Navy, Air Force, Marine Corps, and Coast Guard. ”
The Coast Guard is further defined by 14 U.S.C. § 1:
“ The Coast Guard as established January 28, 1915, shall be a military service and a branch of the armed forces of the United States at all times. The Coast Guard shall be a service in the Department of Homeland Security, except when operating as a service in the Navy. ”
Coast Guard organization and operation is as set forth in Title 33 of the Code of Federal Regulations.
On February 25, 2003, the Coast Guard was placed under the Department of Homeland Security. The Coast Guard reports directly to the Secretary of Homeland Security. However, under 14 U.S.C. § 3 as amended by section 211 of the Coast Guard and Maritime Transportation Act of 2006, upon the declaration of war and when Congress so directs in the declaration, or when the President directs, the Coast Guard operates under the Department of Defense as a service in the Department of the Navy. 14 U.S.C. § 2 authorizes the Coast Guard to enforce federal law. Further, the Coast Guard is exempt from and not subject to the restrictions of the Posse Comitatus Act which restrict the law enforcement activities of the other four military services within United States territory.
On October 17, 2007, the Coast Guard joined with the U.S. Navy and U.S. Marine Corps to adopt a new maritime strategy called A Cooperative Strategy for 21st Century Seapower that raised the notion of prevention of war to the same philosophical level as the conduct of war.[5] This new strategy charted a course for the Navy, Coast Guard and Marine Corps to work collectively with each other and international partners to prevent regional crises, manmade or natural, from occurring or reacting quickly should one occur to avoid negative impacts to the United States. During the launch of the new U.S. maritime strategy at the International Seapower Symposium at the U.S. Naval War College, 2007, Coast Guard Commandant Admiral Thad Allen said the new maritime strategy reinforced the time-honored missions the service carried out in this U.S. since 1790. "It reinforces the Coast Guard maritime strategy of safety, security and stewardship, and it reflects not only the global reach of our maritime services but the need to integrate and synchronize and act with our coalition and international partners to not only win wars ... but to prevent wars," Allen said.
Authority as a law enforcement agency
14 U.S.C. § 89 is the principal source of Coast Guard enforcement authority.
14 U.S.C. § 143 and 19 U.S.C. § 1401 empower US Coast Guard Active and Reserves members as customs officers. This places them under 19 U.S.C. § 1589a, which grants customs officers general law enforcement authority, including the authority to:
(1) carry a firearm;
(2) execute and serve any order, warrant, subpoena, summons, or other process issued under the authority of the United States;
(3) make an arrest without a warrant for any offense against the United States committed in the officer's presence or for a felony, cognizable under the laws of the United States committed outside the officer's presence if the officer has reasonable grounds to believe that the person to be arrested has committed or is committing a felony; and
(4) perform any other law enforcement duty that the Secretary of the Treasury may designate.
The U.S. Government Accountability Office Report to the House of Representatives, Committee on the Judiciary on its 2006 Survey of Federal Civilian Law Enforcement Functions and Authorities identified the U.S. Coast Guard as one of 104 federal components employed which employed law enforcement officers.[7] The Report also included a summary table of the authorities of the U.S. Coast Guard's 192 special agents and 3,780 maritime law enforcement boarding officers.[8]
Coast Guardsmen have the legal authority to carry their service-issued firearms on and off base, thus giving them greater flexibility when being called to service. This is not always done, however, in practice; at many Coast Guard stations, commanders prefer to have all service-issued weapons in armories. Still, one court has held that Coast Guard boarding officers are qualified law enforcement officers authorized to carry personal firearms off-duty for self-defense.[9]
As members of a military service, Coast Guardsmen on active and reserve service are subject to the Uniform Code of Military Justice and receive the same pay and allowances as members of the same pay grades in the other uniformed services.
History
Main article: History of the United States Coast Guard
Marines holding a sign thanking the US Coast Guard after the battle of Guam.
Marines holding a sign thanking the US Coast Guard after the battle of Guam.
The roots of the Coast Guard lie in the United States Revenue Cutter Service established by Alexander Hamilton under the Department of the Treasury on August 4, 1790. Until the re-establishment of the United States Navy in 1798, the Revenue Cutter Service was the only naval force of the early U.S. It was established to collect taxes from a brand new nation of patriot smugglers. When the officers were out at sea, they were told to crack down on piracy; while they were at it, they might as well rescue anyone in distress.[10]
"First Fleet" is a term occasionally used as an informal reference to the US Coast Guard, although as far as one can detect the United States has never in fact officially used this designation with reference either to the Coast Guard or any element of the US Navy. The informal appellation honors the fact that between 1790 and 1798, there was no United States Navy and the cutters which were the predecessor of the US Coast Guard were the only warships protecting the coast, trade, and maritime interests of the new republic.[11]
The modern Coast Guard can be said to date to 1915, when the Revenue Cutter Service merged with the United States Life-Saving Service and Congress formalized the existence of the new organization. In 1939, the U.S. Lighthouse Service was brought under its purview. In 1942, the Bureau of Marine Inspection and Navigation was transferred to the Coast Guard. In 1967, the Coast Guard moved from the Department of the Treasury to the newly formed Department of Transportation, an arrangement that lasted until it was placed under the Department of Homeland Security in 2003 as part of legislation designed to more efficiently protect American interests following the terrorist attacks of September 11, 2001.
In times of war, the Coast Guard or individual components of it can operate as a service of the Department of the Navy. This arrangement has a broad historical basis, as the Guard has been involved in wars as diverse as the War of 1812, the Mexican-American War, and the American Civil War, in which the cutter Harriet Lane fired the first naval shots attempting to relieve besieged Fort Sumter. The last time the Coast Guard operated as a whole under the Navy was in World War II. More often, military and combat units within the Coast Guard will operate under Navy operational control while other Coast Guard units will remain under the Department of Homeland Security.
Organization
Main article: Organization of the United States Coast Guard
The headquarters of the Coast Guard is at 2100 Second Street, SW, in Washington, D.C. In 2005, the Coast Guard announced tentative plans to relocate to the grounds of the former St. Elizabeths Hospital in Washington. That project is currently on hold because of environmental, historical, and congressional concerns. As of July 2006, there are several possible locations being considered, including the current headquarters location.
Personnel
Commissioned Officer Corps
There are many routes by which individuals can become commissioned officers in the US Coast Guard. The most common are:
United States Coast Guard Academy
Main article: United States Coast Guard Academy
The United States Coast Guard Academy is located on the Thames River in New London, Connecticut. It is the only military academy to which no Congressional or presidential appointments are made. All cadets enter by open competition utilizing SAT scores, high school grades, extracurricular activities, and other criteria. About 225 cadets are commissioned ensigns each year. Graduates of the Academy are obligated to serve five years on active duty. Most graduates (about 70%) are assigned to duty aboard a Coast Guard cutter after graduation, either as Deck Watch Officers (DWO) or as Student Engineers. Smaller numbers are assigned to flight training (about 10% of the class) or to shore duty at Coast Guard Sectors, Districts, or Area headquarters unit.
Officer Candidate School
In addition to the Academy, prospective officers may enter the Coast Guard through the Officer Candidate School (OCS) at the Coast Guard Academy in New London, Connecticut. OCS is a rigorous 17-week course of instruction which prepares candidates to serve effectively as officers in the United States Coast Guard. In addition to indoctrinating students into a military life-style, OCS also provides a wide range of highly technical information necessary for performing the duties of a Coast Guard officer.
Graduates of the program typically receive a commission in the Coast Guard at the rank of Ensign, but some with advanced graduate degrees can enter as Lieutenant (junior grade) or Lieutenant. Graduating OCS officers entering Active Duty are required to serve a minimum of three years, while graduating Reserve officers are required to serve four years. Graduates may be assigned to a ship, flight training, to a staff job, or to an operations ashore billet. However, first assignments are based on the needs of the Coast Guard. Personal desires and performance at OCS are considered. All graduates must be available for worldwide assignment.
In addition to United States citizens, foreign cadets and candidates also attend Coast Guard officer training. OCS represents the source of the majority of commissions in the Coast Guard, and is the primary channel through which enlisted ranks can ascend to the officer corps.
Direct Commission Officer Program
The Coast Guard's Direct Commission Officer course is administered by Officer Candidate School. Depending on the specific program and background of the individual, the course is three, four or five weeks long. The first week of the five-week course is an indoctrination week. The DCO program is designed to commission officers with highly specialized professional training or certain kinds of previous military experience. For example, lawyers entering as JAGs, doctors, intelligence officers, and others can earn commissions through the DCO program. (Chaplains are provided to the Coast Guard by the US Navy.)
College Student Pre-Comissioning Initiative (CSPI)
The College Student Pre-Commissioning Initiative (CSPI) is a scholarship program for college sophomores. This program provides students with valuable leadership, management, law enforcement, navigation and marine science skills and training. It also provides full payment of school tuition, fees, textbooks, a salary, medical insurance and other benefits during a student's junior and senior year of college. The CSPI program guarantees training at Officer Candidate School (OCS) upon successful completion of all program requirements. Each student is expected to complete his/her degree and all Coast Guard training requirements. Following the completion of OCS and commission as a Coast Guard officer, each student will be required to serve on active duty (full time) as an officer for 3 years.
Benefits: Full tuition, books and fees paid for two years, monthly salary of approximately $2,000, medical and life insurance, 30 days paid vacation per year, leadership training.
ROTC
Unlike the other armed services, the Coast Guard does not sponsor an ROTC program. It does, however, sponsor one Junior ROTC ("JROTC") program at the MAST Academy.
Chief Warrant Officers
Highly qualified enlisted personnel from E-6 through E-9, and with a minimum of eight years of experience, can compete each year for appointment as a Chief Warrant Officer (or CWO). Successful candidates are chosen by a board and then commissioned as Chief Warrant Officers (CWO-2) in one of sixteen specialties. Over time Chief Warrant Officers may be promoted to CWO-3 and CWO-4. The ranks of Warrant Officer (WO-1) and CWO-5 are not currently used in the Coast Guard. Chief Warrant Officers may also compete for the Chief Warrant Officer to Lieutenant program. If selected, the officer will be promoted to Lieutenant (O-3E). The "E" designates over four years active duty service as a Warrant Officer or Enlisted member and entitles the member to a higher rate of pay than other lieutenants.
Enlisted
Newly enlisted personnel are sent to 8 weeks of Basic Training at the Coast Guard Training Center Cape May in Cape May, New Jersey.
The current nine Recruit Training Objectives are:
* Self-discipline
* Military skills
* Marksmanship
* Vocational skills and academics
* Military bearing
* Physical fitness and wellness
* Water survival and swim qualifications
* Esprit de corps
* Core values (Honor, Respect, and Devotion to Duty)
Service Schools
Following graduation, most members are sent to their first unit while they await orders to attend advanced training in Class "A" Schools, in their chosen rating, the naval term for Military Occupational Specialty (MOS). Members who earned high ASVAB scores or who were otherwise guaranteed an "A" School of choice while enlisting can go directly to their "A" School upon graduation from Boot Camp.
[edit] The Coast Guard Maritime Law Enforcement Academy
The Coast Guard Maritime Law Enforcement Academy is located at the Federal Law Enforcement Training Center (FLETC) in Charleston, South Carolina, following relocation and merger of the former Law Enforcement School at Yorktown, Virginia, and the former Boarding Team Member School at Petaluma, California.
The Academy presents five courses:
* Boarding officer
* Boarding team member, which is a small part of the boarding officer course
* Radiation detection course, which is a level II operator coruse
* Vessel inspection class for enforcing Captain of the Port orders.
Training ranges from criminal law and the use of force to boarding team member certification to the use of radiation detection equipment. Much of the training is live, using handguns with laser inserts or firing non-lethal rounds.[12]
[edit] Petty Officers
Petty officers follow career development paths very similar to those of US Navy petty officers.
[edit] Chief Petty Officers
Enlisted Coast Guard members who have reached the pay grade of E-7, or Chief Petty Officer, must attend the U.S. Coast Guard Chief Petty Officer Academy at Training Center Petaluma in Petaluma, California, or an equivalent Department of Defense school, in order to be advanced to pay grade E-8. United States Air Force master sergeants, as well as international students representing their respective maritime services, are also eligible to attend the Academy. The basic themes of this school are:
* Professionalism
* Leadership
* Communications
* Systems thinking and lifelong learning
Equipment
The equipment of the USCG consists of thousands of vehicles (boats, ships, helicopters, fixed-winged aircraft, automobiles), communication systems (radio equipment, radio networks, radar, data networks), weapons, infrastructure such as United States Coast Guard Air Stations and local Small Boat Stations, each in a large variety.
Main article: Equipment of the United States Coast Guard
Symbols
Core values
The Coast Guard, like the other armed services of the United States, has a set of core values which serve as basic ethical guidelines to Coast Guard members. As listed in the recruit pamphlet, The Helmsman,[13] they are:
* Honor: Absolute integrity is our standard. A Coast Guardsman demonstrates honor in all things: never lying, cheating, or stealing. We do the right thing because it is the right thing to do—all the time.
* Respect: We value the dignity and worth of people: whether a stranded boater, an immigrant, or a fellow Coast Guard member; we honor, protect, and assist.
* Devotion to Duty: A Coast Guard member is dedicated to five maritime security roles: Maritime Safety, Maritime Law Enforcement, Marine Environmental Protection, Maritime Mobility and National Defense. We are loyal and accountable to the public trust. We welcome responsibility.
Coast Guard Ensign
The Coast Guard Ensign (flag) was first flown by the Revenue Cutter Service in 1799 to distinguish revenue cutters from merchant ships. The order stated the Ensign would be "16 perpendicular stripes, alternate red and white, the union of the ensign to be the arms of the United States in a dark blue on a white field." (There were 16 states in the United States at the time).
The purpose of the flag is to allow ship captains to easily recognize those vessels having legal authority to stop and board them. This flag is flown only as a symbol of law enforcement authority and is never carried as a parade standard.
Coast Guard Standard
The Coast Guard Standard is used in parades and carries the battle honors of the U.S. Coast Guard. It was derived from the jack of the Coast Guard ensign which used to fly from the stern of revenue cutters. The emblem is a blue eagle from the coat of arms of the United States on a white field. Above the eagle are the words "UNITED STATES COAST GUARD;" below the eagle is the motto, "SEMPER PARATUS" and the inscription "1790."
Racing Stripe
The Racing Stripe was designed in 1964 by the industrial design office of Raymond Loewy Associates to give the Coast Guard a distinctive, modern image and was first used in 1967. The symbol is a narrow blue bar, a narrow white stripe between, and a broad red[15] bar with the Coast Guard shield centered. The stripes are canted at a 64 degree angle, coincidentally the year the Racing Stripe was designed. The Stripe has been adopted for the use of other coast guards, such as the Canadian Coast Guard, the Italian Guardia Costiera, the Indian Coast Guard, and the Australian Customs Service. Auxiliary vessels maintained by the Coast Guard also carry the Stripe in inverted colors.
[edit] Semper Paratus
The official march of the Coast Guard is "Semper Paratus" (Latin for "Always Ready"). An audio clip can be found at [3].
Missions
The Coast Guard carries out five basic roles, which are further subdivided into eleven statutory missions. The five roles are:
* Maritime safety (including search and rescue)
* Maritime mobility
* maritime security
* National defense
* Protection of natural resources
The eleven statutory missions, found in section 888 of the Homeland Security Act are:
* Ports, Waterways and Coastal Security (PWCS)
* Counter Drug Law Enforcement
* Migrant Interdiction
* Other Law Enforcement (foreign fisheries)
* Living Marine Resources (domestic fisheries)
* Marine (maritime) Safety
* Marine (maritime) Environmental Protection
* Ice Operations
* Aids to Navigation (ATON)
* Defense Readiness
* Marine (maritime) Environmental Response
The OMEGA navigation system and the LORAN-C transmitters outside the USA were also run by the United States Coast Guard. The U.S. Coast Guard Omega Stations at Lamoure, North Dakota and Kāne'ohe, Hawai'i (Oahu) were both formally decommissioned and shut down on September 30, 1997.
[edit] Uniforms
In 1972, the current Coast Guard dress blue uniform was introduced for wear by both officers and enlisted personnel; the transition was completed during 1974. (Previously, a U.S. Navy-style uniform with Coast Guard insignia was worn.) Relatively similar in appearance to the old-style U.S. Air Force uniforms, the uniform consists of a blue four-pocket single breasted jacket and trousers in a slightly darker shade. A light-blue button-up shirt with a pointed collar, two front button-flap pockets, "enhanced" shoulder boards for officers, and pin-on collar insignia for Chief Petty Officers and enlisted personnel is worn when in shirt-sleeve order (known as "Tropical Blue Long"). It is similar to the World War II-era uniforms worn by Coast Guard Surfmen. Officer rank insignia parallels that of the U.S. Navy but with the gold Navy "line" star being replaced with the gold Coast Guard Shield and with the Navy blue background color replaced by Coast Guard blue. Enlisted rank insignia is also similar to the Navy with the Coast Guard shield replacing the eagle on collar and cap devices. Group Rate marks (stripes) for junior enlisted members (E-3 and below) also follow U. S. Navy convention with white for seaman, red for fireman, and green for airman. In a departure from the U. S. Navy conventions, all petty Officers E-6 and below wear red chevrons and all Chief Petty Officers wear gold. Unlike the US Navy, officers and CPO's do not wear khaki; all personnel wear the same color uniform. See USCG Uniform Regulations [4] for current regulations.
Coast Guard officers also have a white dress uniform, typically used for formal parade and change-of-command ceremonies. Chief Petty Officers, Petty Officers, and enlisted rates wear the standard Service Dress Blue uniform for all such ceremonies, except with a white shirt (replacing the standard light-blue). A white belt may be worn for honor guards. A mess dress uniform is worn by members for formal (black tie) evening ceremonies.
The current working uniform of a majority of Coast Guard members is the Operational Dress Uniform (ODU). The ODU is similar to the Battle Dress Uniform of other armed services, both in function and style. However, the ODU is in a solid dark blue with no camouflage patterns and does not have lower pockets on the blouse. The ODU is worn with steel-toed boots in most circumstances, but low-cut black or brown boat shoes may be prescribed for certain situations. The former dark blue working uniform has been withdrawn from use by the Coast Guard but may be worn by Auxiliarists until no longer serviceable. There is a second phase of Operational Dress Uniforms currently in the trial phases. This prototype resembles the current Battle Dress blouse, which is worn on the outside, rather than tucked in.
Coast Guard members serving in expeditionary combat units such as Port Security Units, Law Enforcement Detachments, and others, wear working operational uniforms that resemble Battle Dress uniforms, complete with "woodland" or "desert" camouflage colors. These units typically serve under, or with, the other armed services in combat theaters, necessitating similar uniforms.
Enlisted Coast Guardsmen wear the combination covers for full dress, a garrison cover for Class "B," wear, and a baseball-style cover either embroidered with "U.S. Coast Guard" in gold block lettering or the name of their ship, unit or station in gold, for the ODU uniform. Male and female company commanders (the Coast Guard equivalent of Marine Corps drill instructors) at Training Center Cape May wear the traditional "Smokey the Bear" campaign hat.
A recent issue of the Reservist magazine was devoted to a detailed and easy to understand graphical description of all the authorized uniforms.
[edit] Issues
The Coast Guard faces several issues in the near future.
Lack of coverage affects many areas with high maritime traffic. For example, local officials in Scituate, Massachusetts, have complained that there is no permanent Coast Guard station, and the presence of the Coast Guard in winter is vital. One reason for this lack of coverage is the relatively high cost of building storm-proof buildings on coastal property; the Cape Hatteras station was abandoned in 2005 after winter storms wiped out the 12-foot (3.7 m) sand dune serving as its protection from the ocean. Faced with these issues the Coast Guard has contracted with General Dynamics C4 System to provide a complete replacment of their 1970's era radio equipment. Rescue 21 is the United States Coast Guard’s advanced command, control and communications system. Created to improve the ability to assist mariners in distress and save lives and property at sea, the system is currently being installed in stages across the United States. The nation's existing maritime search and rescue (SAR) communications system has been in operation since the early 1970s. Difficult to maintain, increasingly unreliable and prone to coverage gaps, this antiquated system no longer meets the safety needs of America's growing marine traffic. In addition, it is incapable of supporting the Coast Guard's new mission requirements for homeland security, which require close cooperation with Department of Defense agencies as well as federal, state and local law enforcement authorities. Modernizing this system enhances the safety and protection of America's waterways.
Lack of strength to meet its assigned missions is being met by a legislated increase in authorized strength from 39,000 to 45,000. In addition, the volunteer Auxiliary is being called to take up more non-combatant missions. However, volunteer coverage does have limits.
Aging vessels are another problem, with the Coast Guard still operating some of the oldest naval vessels in the world. In 2005, the Coast Guard terminated contracts to upgrade the 110-foot (33.5 m) Island Class Cutters to 123-foot (37.5 m) cutters because of warping and distortion of the hulls. In late 2006, Admiral Thad Allen, Commandant of the Coast Guard, decommissioned all eight 123-foot (37 m) cutters due to dangerous conditions created by the lengthening of the hull- to include compromised watertight integrity. The Coast Guard has, as a result of the failed 110 ft (34 m) conversion, revised production schedules for the Fast Response Cutter (FRC). Of the navies and coast guards of the world's 40 largest navies, the U.S. Coast Guard's is the 38th oldest.[16]
Live fire exercises by Coast Guard boat and cutter crews in the U.S. waters of the Great Lakes attracted attention in the U.S. and Canada. The Coast Guard had proposed the establishment of 34 locations around the Great Lakes where live fire training using vessel-mounted machine guns were to be conducted periodically throughout the year. The Coast Guard said that these exercises are a critical part of proper crew training in support of the service's multiple missions on the Great Lakes, including law enforcement and anti-terrorism. Those that raised concerns about the firing exercises commented about safety concerns and that the impact on commercial shipping, tourism, recreational boating and the environment may be greater than what the Coast Guard had stated. The Coast Guard took public comment and conducted a series of nine public meetings on this issue. After receiving more than 1,000 comments, mostly opposing the Coast Guard's plan, the Coast Guard announced that they were withdrawing their proposal for target practice on the Great Lakes, although a revised proposal may be made in the future.[17][18][19][20][21]
[edit] Deployable Operations Group (DOG)
The Deployable Operations Group is a recently formed Coast Guard command. The DOG brings numerous existing deployable law enforcement, tactical and response units under a single command headed by a rear admiral. The planning for such a unit began after the terrorist attacks of September 11, 2001, and culminated with its formation on July 20th, 2007. The unit will contain several hundred highly trained Coast Guardsmen. Its missions will include maritime law enforcement, anti-terrorism, port security, and pollution response. Full operational capability is planned by summer 2008.[22]
[edit] Coast Guard Auxiliary
Main article: United States Coast Guard Auxiliary
The United States Coast Guard Auxiliary is the uniformed volunteer component of the United States Coast Guard, established on June 23, 1939. It works within the Coast Guard in carrying out its noncombatant and non-law enforcement missions. As of November 18, 2007 there were 30,074 active Auxiliarists. The Coast Guard has assigned primary responsibility for most recreational boating safety tasks to the Auxiliary, including public boating safety education and voluntary vessel safety checks. In recent history prior to 1997, Auxiliarists were limited to those tasks and on-water patrols supporting recreational boating safety.
In 1997, however, new legislation authorized the Auxiliary to participate in any and all Coast Guard missions except military combat and law enforcement. 33 CFR 5.31 states that: Members of the Auxiliary, when assigned to specific duties shall, unless otherwise limited by the Commandant, be vested with the same power and authority, in execution of such duties, as members of the regular Coast Guard assigned to similar duties.
Auxiliarists may support the law enforcement mission of the Coast Guard but do not directly participate in it. Auxiliarists and their vessels are not allowed to carry any weapons while serving in any Auxiliary capacity; however, they may serve as scouts, alerting regular Coast Guard units. Auxiliarists use their own vessels (i.e. boats) and aircraft, in carrying out Coast Guard missions, or apply specialized skills such as Web page design or radio watchstanding to assist the Coast Guard. When appropriately trained and qualified, they may serve upon Coast Guard vessels.
Auxiliarists undergo one of several levels of background check. For most duties, including those related to recreational boating safety, a simple identity check is sufficient. For some duties in which an Auxiliarist provides direct augmentation of Coast Guard forces, such as tasks related to port security, a more in-depth background check is required. Occasionally an Auxiliarist will need to obtain a security clearance through the Coast Guard in order to have access to classified information in the course of assigned tasking.
The basic unit of the Auxiliary is the Flotilla, which has at least 10 members and may have as many as 100. Five Flotillas in a geographical area form a Division. There are several divisions in each Coast Guard District. The Auxiliary has a leadership and management structure of elected officers, including Flotilla Commanders, Division Captains, and District Commodores, Atlantic and Pacific Area Commodores, and a national Commodore. However, legally, each Auxiliarist has the same 'rank', Auxiliarist.
In 2005, the Coast Guard transitioned to a geographical Sector organization. Correspondingly, a position of 'Sector Auxiliary Coordinator' was established. The Sector Auxiliary Coordinator is responsible for service by Auxiliarists directly to a Sector, including augmentation of Coast Guard Active Duty and Reserve forces when requested. Such augmentation is also referred to as force multiplication.
Auxiliarists wear the similar uniforms as Coast Guard officers with modified officers' insignia based on their office: the stripes on uniforms are silver, and metal insignia bear a red or blue "A" in the center. Unlike their counterparts in the Civil Air Patrol, Auxiliarists come under direct orders of the Coast Guard.
[edit] Coast Guard Reserve
Main article: United States Coast Guard Reserve
The United States Coast Guard Reserve is the military reserve force of the Coast Guard. The Coast Guard Reserve was founded on February 19, 1941. Like most military reserve units, Coast Guard reservists normally train on a schedule of one weekend a month and an additional 15 days each summer, although many work other days of the week, and often more frequently than just two days a month. Unlike the other armed services, many Coast Guard reservists possess the same training and qualifications as their active duty counterparts, and as such, can be found augmenting active duty Coast Guard units every day, rather than just serving in a unit made up exclusively of reservists.
During the Vietnam War and shortly thereafter, the Coast Guard considered abandoning the Reserve program, but the force was instead reoriented into force augmentation, where its principal focus was not just reserve operations, but to add to the readiness and mission execution of every day active duty personnel.
Since September 11, 2001, over 8,500 Reservists have been activated and served on tours of active duty. Coast Guard Port Security Units are entirely staffed with Reservists, except for five to seven active duty personnel. Additionally, most of the staffing the Coast Guard provides to Naval Coastal Warfare units are reservists.
The Reserve is managed by the Director of Reserve and Training, RDML Cynthia A. Coogan.
[edit] Medals and honors
See also: Awards and decorations of the United States military
One Coast Guardsman, Douglas Albert Munro, has earned the Medal of Honor, the highest military award of the United States.[23]
Six Coast Guardsmen have earned the Navy Cross and numerous men and women have earned the Distinguished Flying Cross.
The highest peacetime decoration awarded within the Coast Guard is the Homeland Security Distinguished Service Medal; prior to the transfer of the Coast Guard to the Department of Homeland Security, the highest peacetime decoration was the Department of Transportation Distinguished Service Medal. The highest unit award available is the Presidential Unit Citation.
In wartime, members of the Coast Guard are eligible to receive the U.S. Navy version of the Medal of Honor. A Coast Guard Medal of Honor is authorized but has not yet been developed or issued.
In May 2006, at the Change of Command ceremony when Admiral Thad Allen took over as Commandant, President George W. Bush awarded the entire Coast Guard, including the Coast Guard Auxiliary, the Coast Guard Presidential Unit Citation with hurricane device, for its efforts after Hurricane Katrina.
[edit] Organizations
[edit] Ancient Order of the Pterodactyl
Those who have piloted or flown in U.S. Coast Guard aircraft under official flight orders may join the Ancient Order of the Pterodactyl ("Flying Since the World was Flat").
[edit] USCGA Alumni Association
The United States Coast Guard Academy Alumni Association is devoted to providing service to and promoting fellowship among all U.S. Coast Guard Academy alumni and members of the Association.
Membership Types: Academy graduates and those who have attended the Academy are eligible for Regular membership; all others interested in the Academy and its Corps of Cadets are eligible for Associate membership. (Website)
[edit] Coast Guard CW Operators Association
The Coast Guard CW Operators Association (CGCWOA) is a membership organization comprised primarily of former members of the United States Coast Guard who held the enlisted rating of Radioman (RM) or Telecommunications Specialist (TC), and who employed International Morse Code (CW) in their routine communications duties on Coast Guard cutters and at shore stations. (Website)
[edit] Publications
The Coast Guard maintains a library of publications for public use as well as publications for Coast Guard and Auxiliary use.
Coast Guard, COMDTPUB P5720.2, is the regular publication for Coast Guardsmen.
[edit] Notable Coast Guardsmen and others associated with the USCG
Source: U.S. Coast Guard
* Derroll Adams, folk musician
* Nick Adams, actor
* Beau Bridges, actor
* Lloyd Bridges, actor
* Sid Caesar, comedian
* Lou Carnesecca, basketball coach, St. John's University
* Howard Coble, U.S. Congressman, North Carolina
* Chris Cooper, actor
* Richard Cromwell, actor
* Walter Cronkite, newscaster
* William D. Delahunt, U.S. Congressman, Massachusetts
* Jack Dempsey, professional boxer
* Buddy Ebsen (1908–2003), actor, comedian, dancer
* Blake Edwards, writer, director, producer
* Edwin D. Eshleman (1920-1985), former U.S. Congressman, Pennsylvania
* Arthur Fiedler, conductor
* Arthur A. Fontaine, captain, college sailing national champion, ISCA Hall of Fame
* Charles Gibson, newscaster
* Arthur Godfrey, entertainer
* Otto Graham, professional football player and coach
* Alex Haley, author of Roots and Coast Guard chief journalist
* Weldon Hill, pseudonym of William R. Scott, author of novel Onionhead, based on his World War II Coast Guard service
* William Hopper, actor
* Tab Hunter, actor
* Harvey E. Johnson, Jr., Vice Admiral, Deputy Director FEMA
* Steve Knight, Vocalist for Flipsyde
* Duke Paoa Kahanamoku, athlete, actor
* Jack Kramer, tennis professional
* Jacob Lawrence, artist
* Victor Mature, actor
* Douglas Munro, the only Coast Guardsman to be awarded the Medal of Honor
* Frank Murkowski, former governor and former U.S. Senator, Alaska
* Sam Nunn, former U.S. Senator, Georgia
* Arnold Palmer, professional golfer
* Ed Parker, martial artist
* Claiborne Pell, former U.S. Senator, Rhode Island
* Cesar Romero, actor
* Sloan Wilson, writer
* Dorothy C. Stratton first director of the SPARS
* Gene Taylor, U.S. Congressman, Mississippi
* Ted Turner, businessman
* Rudy Vallee, entertainer
* Tom Waits, musician and actor
* Thornton Wilder, writer
* Gig Young, actor
* Popeye, Cartoon character, had tattoos and uniforms signifying he was in the USCG. "Popeye the Sailor Meets Ali Baba and the Forty Thieves" shows him under a USCG sign.
[edit] Popular culture
The Coast Guard has been featured in several television series, such as Baywatch, CSI: Miami, and Deadliest Catch; and in film. A comedy, Onionhead, portrayed Andy Griffith as a Coast Guard recruit. The 2000 film The Perfect Storm depicted the rescue operations of the USCGC Tamaroa (WMEC-166) as one of its subplots. Special Counter-Drugs helicopters known as HITRONs are seen in action on Bad Boys II. In the 2005 family comedy Yours, Mine, and Ours, Dennis Quaid plays a fictional U.S. Coast Guard Academy superintendent who marries a character played by Rene Russo and together have 18 children. The 2006 film The Guardian, starring Kevin Costner and Ashton Kutcher, was based on the training and operation of Coast Guard Rescue Swimmers. Additionally, a Coast Guard cutter and its commander and crew figured prominently in Tom Clancy's book Clear and Present Danger. The 2008 fourth season of the television series Lost erroneously depicted air crash survivors being transported to Hawaii in a Coast Guard HC-130 aircraft, however since the survivors had landed on the Indonesian island of Sumba (In the Indian Ocean thousands of miles from any Coast Guard district), arrangements for their repatriation would have been the business of the US State Department.
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.
Remero al timón de un barca arrocera en el Río Irawadi, Rangún, Birmania (hoy Myanmar). Fotografía de Philip Adolfe Klier, década de 1880.
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
__________________________________________________________
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.
Odysseus, erect on the mast, directly faces three Sirens standing on a rock. The two rowers and the helmsman in the back, however, while looking into the same direction, are far too low to regard the Sirens. Only Odysseus sees them just as he is the only one to hear their song. The three arms with which Odysseus is painted, two bound behind his back, a third reaching out to the Sirens, forcefully express his desire for the object of his gaze.
Source: Grethlein J., “Aesthetic Experiences and Classical Antiquity”
CARC / CAVI @ www.beazley.ox.ac.uk
Attic black-figure oinochoe
Ca. 525 – 500 BC
Berlin, Antikensammlungen, Inv. V.I. 1993.216
TEIGN C Damen Stan 1405
Vessel Details
Name:TEIGN C
Flag: United Kingdom
MMSI:235082804
Call sign:MWBM9
AIS transponder class:Class B
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: 2.05 m
DRAUGHT AFT: 1.71 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
Owner
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
15/10/2023, Zadar harbour, Croatia.
From left to right:
'Maja' of Zadar.
'Gostilje' of Zadar.
'Branimir' of Šibenik.
'Vila Dalmatina' of Zadar, &
'Moj Dragulj' of Šibenik.
Wooden boats, all used in the excursion trades; the nearest three being of local, traditional hull form, & with transom hung rudders.
In older days the top of the rudder would have had a tiller post for the helmsman to steer with, but as can be seen in the image, those three have mechanically, or perhaps, electrically assisted steering.
This is one of my "holy grail" shots and I finally nailed it. For more, head on over to TheMagicInPixels.com.
Salient No34 - taking part in the 2014 Commonweath Games Flotilla, Passing just west of Clydebank College. The helmsman looks like he is really concentrating on the job in hand, whilst the "crew" relax
Résultat final / Championnat Brésilien de Classe Star 2013:
1º lieu: Bateau: COME TOGETHER. Timonier: Lars Schmidt Grael. Arbalétrier: Samuel Gonçalves
2º lieu: Bateau: CLEMENTINE. Timonier: Marcelo Fuchs. Arbalétrier: Ronaldo Seifer
3º lieu: Bateau: PARDAL ORELHUDO. Timonier: Guilherme Raulino. Arbalétrier: Alexandre Freitas.
Resultado final / Campeonato Campeonato Brasileiro da Classe Star 2013:
1º colocado: Veleiro: COME TOGETHER. Timoneiro: Lars Schmidt Grael. Proeiro: Samuel Gonçalves
2º colocado: Veleiro: CLEMENTINE. Timoneiro: Marcelo Fuchs. Proeiro: Ronaldo Seifer
3º colocado: Veleiro: PARDAL ORELHUDO. Timoneiro: Guilherme Raulino. Proeiro: Alexandre Freitas
Final result / Brazilian Championship Star Class 2013:
1º place: Sail boat: COME TOGETHER. Helmsman: Lars Schmidt Grael. Bowman: Samuel Gonçalves
2º place: Sail boat: CLEMENTINE. Helmsman: Marcelo Fuchs. Bowman: Ronaldo Seifer
3º place: Sail boat: PARDAL ORELHUDO. Helmsman: Guilherme Raulino. Bowman: Alexandre Freitas
Resultado final / Campeonato Brasileño de Clase Star 2013:
1º lugar: Velero: COME TOGETHER. Timonel: Lars Schmidt Grael. Arquero: Samuel Gonçalves
2º lugar: Velero: CLEMENTINE. Timonel: Marcelo Fuchs. Arquero: Ronaldo Seifer
3º lugar: Velero: PARDAL ORELHUDO. Timonel: Guilherme Raulino. Aquero: Alexandre Freitas.
Brasília - Brésil 2013 - Iate Clube de Brasília.
Vous naviguer aussi – Veleje você também – Sail you too - Navega tu tambíen
Bons vents à touts !
: ]
Ivan
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.
Resultado final / Campeonato Campeonato Brasileiro da Classe Star 2013:
1º colocado: Veleiro: COME TOGETHER. Timoneiro: Lars Schmidt Grael. Proeiro: Samuel Gonçalves
2º colocado: Veleiro: CLEMENTINE. Timoneiro: Marcelo Fuchs. Proeiro: Ronaldo Seifer
3º colocado: Veleiro: PARDAL ORELHUDO. Timoneiro: Guilherme Raulino. Proeiro: Alexandre Freitas
Final result / Brazilian Championship Star Class 2013:
1º place: Sail boat: COME TOGETHER. Helmsman: Lars Schmidt Grael. Bowman: Samuel Gonçalves
2º place: Sail boat: CLEMENTINE. Helmsman: Marcelo Fuchs. Bowman: Ronaldo Seifer
3º place: Sail boat: PARDAL ORELHUDO. Helmsman: Guilherme Raulino. Bowman: Alexandre Freitas
Résultat final / Championnat Brésilien de Classe Star 2013:
1º lieu: Bateau: COME TOGETHER. Timonier: Lars Schmidt Grael. Arbalétrier: Samuel Gonçalves
2º lieu: Bateau: CLEMENTINE. Timonier: Marcelo Fuchs. Arbalétrier: Ronaldo Seifer
3º lieu: Bateau: PARDAL ORELHUDO. Timonier: Guilherme Raulino. Arbalétrier: Alexandre Freitas.
Resultado final / Campeonato Brasileño de Clase Star 2013:
1º lugar: Velero: COME TOGETHER. Timonel: Lars Schmidt Grael. Arquero: Samuel Gonçalves
2º lugar: Velero: CLEMENTINE. Timonel: Marcelo Fuchs. Arquero: Ronaldo Seifer
3º lugar: Velero: PARDAL ORELHUDO. Timonel: Guilherme Raulino. Aquero: Alexandre Freitas.
Brasília 2013 - Iate Clube de Brasília.
Veleje você também – Sail you too - Vous naviguer aussi – Navega tu tambíen
I visited Aberdeen Harbour this afternoon , a fine bright breezy day with a busy few hours between 15 and 19 pm provided a number of fine ships to capture with my Nikon, best view of the day was BB Troll arriving .
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.
Tamar class lifeboats are all-weather lifeboats (ALB's) operated by the RNLI. They have replaced the majority of the older Tyne ALB's. The prototype was built in 2000 and 27 production boats were constructed between 2006 and 2013. The class name comes from the 61 miles (98 km) long River Tamar in south west England which forms most of the border between Devon and Cornwall and flows into the sea at Plymouth Sound, a bay of the the English Channel.
Since 1982 the RNLI had deployed Tyne lifeboats at stations which launched their boats down slipways or needed to operate in shallow waters. The organisation desired to increase the speed and range of their operations so introduced faster Severn and Trent boats starting in 1994 at locations where they could be moored afloat. They then needed to produce a boat with similar capabilities but with protected propellers and other modifications that would allow it to be launched on a slipway.
Although nominally the replacement for the Tyne ALB's, only twenty seven Tamar's have been built compared to forty Tyne's. The remaining Tyne's will be replaced by Shannon boats.
The prototype Tamar was built in 2000 and was used for trials until 2006. It was sold in December 2008 to Kent Police, becoming Princess Alexandra III, the force's permanent maritime vessel operating out of Sheerness. The first production boat, Haydn Miller entered service at Tenby in March 2006. A few of the early boats suffered problems such as fuel leaking under the floor of the engine room around hydraulic lines. These boats were recalled and the problems rectified.
The 27th. and last Tamar class lifeboat, allocated to The Mumbles, was launched on 12th. March 2013 in Devonport Dockyard and after sea trials was handed over to the RNLI on 21st. May 2013.
Ten lifeboat stations keep Tamar's moored afloat, thirteen launch them down slipways, and the remaining four form a Relief Fleet to cover when boats are unavailable for service. Most of the slipway stations required entirely new boathouses and slipways to accommodate the Tamar, but at Cromer and Angle the existing fairly modern boathouses were adapted and at Sennen Cove the capacious old boathouse was able to be modified to take the new boat.
The Tamar has a new design of crew workstation with seats that can move up and down 20 centimetres (7.9 in) as the boat passes through rough seas at high speed, and an onboard computer system called Systems and Information Management System (SIMS) allows complex tasks such as engine and navigation management to be displayed on a single flat LCD screen, six of which are positioned around the vessel, to allow crew to operate all the systems without moving from their seats. 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 51 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 8 standing. The survivors space is accessed either through the wheelhouse or the fore deck emergency escape hatch.
Each Tamar carries a daughter Y Class inflatable boat in a recessed chamber in the stern section. Access to the inflatable is by means of lowering the transom, and lifting a section of deck. This allows the tender to be launched and recovered at sea onto a ramp provided by the lowered transom section. There is a provision for a PWC (Personal Water Craft, more commonly known as a jet ski) to be specified instead, should it prove more suitable.
All Tamar Class lifeboats have sea water sourced open loop heat pump systems on board to keep the crew comfortable in high or low temperature conditions.
RNLB Lester is the ALB lifeboat stationed at Cromer, Norfolk and is the first Tamar class lifeboat to be stationed on the east coast of England. The lifeboats name, Lester, has been created by using parts of the surnames of Derek Clifton Lethern and William Foster, both of whom have been long term supporters and members of the RNLI. Mr. Lethern left £1.23m to the RNLI when he died in 1992 and asked for a new lifeboat to be bought in memory of him and his friend Mr. Foster.
After her launch the Lester underwent a long period of sea trials. Around 30 Cromer crewmen took part in these trials to familiarise themselves with their new lifeboat. On 8th. October 2007 the lifeboat crew took part in a week of training aboard the new lifeboat at the RNLI Lifeboat college in Poole, Dorset. The lifeboat finally arrived at Cromer on 9th. December 2007 and was recovered, for the first time, up her new slipway in to the boathouse. The vessel was officially operational at 3:55 pm on 6th. January 2008.
Lester was launched on her first service on 14th. January 2008. She attended the car carrier The City of Sunderland which had gone aground in the early hours of the morning on the southern edge of Happisburgh Sands. The car carrier had been on passage from Zeebrugge, Belgium to Tees Port near Middlesbrough. When the Lester arrived at the scene, two tugs from Felixstowe, Suffolk were attempting to tow the vessel off the sands. Assisting with the operation the crew of the lifeboat kept a watchful eye on the situation and stood by while the vessel carried out essential checks to her steering and propulsion systems once she was re-floated. The Lifeboat finally left the scene at 23:50 and made her way back to the pier boathouse for recovery.
Lester is seen in the yacht marina at Lowestoft, Suffolk.
Name: Lester
Station: Cromer, Norfolk
Class: Tamar
Number: 16-07
Official Number: 1287
MMSI: 235030385
Call Sign: MKHW9
Builders:
Hull: Green Marine, Lymington, Hampshire
Fitting out: DML, Devonport, Plymouth
Construction:
Hull: Fibre-reinforced composite (FRC)
Deck and superstructure: 25 mm foam-cored FRC sandwich.
Launched: 26th. April 2007
In service: 6th. January 2008 to present
Christened: 8th. September 2008 by The Duke of Kent.
Cost: £2.6m
Displacement: 31.5 tons
Length: 16.3 m (53 ft. 4 in.)
Beam: 5.3 m (17 ft. 4 in.)
Draught: 1.4 m (4 ft. 7 in.)
Engine: 2 x Caterpillar C18 diesels
Engine output: 2 x 1,015 hp (757 kW)
Propellers: 2 x fixed pitch 5-blade
Fuel capacity: 4,600 lt. (1,000 gals)
Speed: 25 knots (29 mph/ 46 km/h)
Range: 250 nautical miles (286 miles/460 km)
Endurance: 10 hours at 25 knots
Survivors: 118 (self-righting up to 44)
Crew: 7
Class: Y class inflatable
Official Number: Y-207
Length: 3 m (9 ft. 9 in.)
Propulsion: 1 × Mariner outboard engine
Outboard output: 15 hp (11 kW)
Speed: 25 knots (29 mph/ 46 km/h)
Range: Within visual range of ALB
Crew: 2
هاذي ديرتنا سفينه
و انت قايدها الكبير
لا ابونا لا تتضايق
واللي تامر فيه بيصير
www.youtube.com/watch?v=r9vzUp62atw&feature=related
A leader is one who knows the way, goes the way, and shows the way
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.
A snapshot of three sailors goofing around on top of an old steamroller.
A handwritten note on the other side of the photo identifies the crew as: "Hanson, pilot. Robinson, observer. Umholtz, helmsman." Another note -- probably written by the photo dealer -- calls this the "Good old ship 'Rollupnutherone.'"
For a similar photo, see Standing on a Steamer.
TEIGN C Damen Stan 1405
MMSI: 235082804
Call Sign: MWBM9
AIS Vessel Type: Dredger
GENERAL
Damen Stan 1405
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
History time 😎, buried in Aberdeen’s Trinity Cemetery is Robert Hichin’s the helmsman of RMS Titanic ( yes The Titanic) who was at the ships wheel when it struck the iceberg that resulted in the ship sinking .
A few years ago I read on FB that he was buried in Trinity, I visited to find it was an unmarked grave, the second photo is the scene I captured that day .
Last week I read a new headstone is now in place to commemorate his memory.
I visited today Wednesday 18th December 2019, the first photo I captured today shows the new headstone marking the final resting place of one of history’s infamous characters .
Robert Hichens (16 September 1882 – 23 September 1940) was a British sailor who was part of the deck crew on board the RMS Titanic when she sank on her maiden voyage on 15 April 1912.
He was one of six quartermasters on board the vessel and was at the ship's wheel when the Titanic struck the iceberg. He was in charge of Lifeboat #6, where he refused to return to rescue people from the water according to several accounts of those on the boat, including Margaret Brown, who argued with him throughout the early morning.
Below
From my previous post after my first visit when the grave was unmarked .
I read with interest this morning 13th May 2018, that an unmarked grave located in Aberdeen’s Trinity Cemetery has a connection with the sinking of RMS Titanic back in April 1912.
I have visited this cemetery on many occasions in the past, I have posted an album here on my Flickr of some of the historical and interesting headstones I have viewed at the site, hence full of intrigue I revisited tonight to view the unmarked grave myself.
I eventually found the grave marked only with a simple wooden cross, thanks to Ian Burnett from Aberdeen for locating it, below I have put some information I have gathered from various places on this interesting plot .
The unmarked grave is the final resting place of one of the Titanics crew who was Quartermaster on the vessel and who manned the wheel with his very own hands when she hit the iceberg that eventually sunk the ship on her maiden voyage back in 1912, his name was Robert Hichens .
Born16 September 1882
Newlyn, Cornwall, England
Died23 September 1940 (aged 58)
English Trader, (off coast) of
Aberdeen, Scotland
Cause of deathHeart Failure
Resting placeTrinity Cemetery, Scotland
ResidenceAberdeen, Scotland
NationalityCornish
CitizenshipBritish
OccupationMariner
Known forCrew Member of the RMS Titanic
Home townAberdeen, Scotland
Robert Hichens (16 September 1882 – 23 September 1940) was a British sailor who was part of the deck crew on board the RMS Titanic when she sank on her maiden voyage on 15 April 1912.
He was one of six quartermasters on board the vessel and was at the ship's wheel when the Titanic struck the iceberg. In 1906, he married Florence Mortimore in Devon, England; when he registered for duty aboard the Titanic, his listed address was in Southampton, where he lived with his wife and two children.
Hichens gained notoriety after the disaster because of his conduct in Lifeboat No. 6, of which he was in command. Passengers accused him of refusing to go back to rescue people from the water after the ship sank, that he called the people in the water "stiffs," and that he constantly criticised those at the oars while he was manning the rudder.
Hichens was later to testify at the US Inquiry that he had never used the words "stiffs" and that he had other words to describe bodies. He would also testify to have been given direct orders by second mate Charles Lightoller and Captain Edward Smith to row to where a light could be seen (a steamer they thought) on the port bow, drop off the passengers and return. Later it was alleged that he complained that the lifeboat was going to drift for days before any rescue came.
At least two boat 6 passengers publicly accused Hichens of being drunk: Major Arthur Godfrey Peuchen and Mrs Lucian Philip Smith.
When the RMS Carpathia came to rescue Titanic's survivors he said that the ship was not there to rescue them, but to pick up the bodies of the dead. By this time the other people in the lifeboat had lost patience with Hichens. Although Hichens protested, Denver millionaire Margaret "Molly" Brown told the others to start rowing to keep warm.
After a last attempt by Hichens to keep control of the lifeboat, Brown threatened to throw him overboard. These events would later end up being depicted in the Broadway musical and film, The Unsinkable Molly Brown. During the US inquiry into the disaster, Hichens denied the accounts by the passengers and crew in lifeboat 6.
He had been initially concerned about the suction from the Titanic and later by the fact that being a mile away from the wreck, with no compass and in complete darkness, they had no way of returning to the stricken vessel.
Later life
Hichens served with the Army Service Corps during World War One; by 1919 he was third officer on a small ship named Magpie. The Hitchens moved to Devon sometime in the 1920s where Robert purchased a motor boat from a man named Harry Henley and operated a boat charter. In 1931, his wife and children left him and moved to Southampton. In 1933, Hichens was jailed for attempting to murder Henley and was released in 1937.
Death
On 23 September 1940 Hichens died in his 58th year of heart failure aboard the ship English Trader, while it was moored off the coast of Aberdeen, Scotland.[3] His body was buried in Section 10, Lair 244 of Trinity Cemetery, in Aberdeen.
RMS Titanic
RMS Titanic (/taɪˈtænɪk/) was a British passenger liner that sank in the North Atlantic Ocean in the early hours of 15 April 1912, after colliding with an iceberg during its maiden voyage from Southampton to New York City.
There were an estimated 2,224 passengers and crew aboard, and more than 1,500 died, making it one of the deadliest commercial peacetime maritime disasters in modern history. RMS Titanic was the largest ship afloat at the time it entered service and was the second of three Olympic-class ocean liners operated by the White Star Line. It was built by the Harland and Wolff shipyard in Belfast. Thomas Andrews, her architect, died in the disaster.
Titanic was under the command of Edward Smith, who also went down with the ship. The ocean liner carried some of the wealthiest people in the world, as well as hundreds of emigrants from Great Britain and Ireland, Scandinavia and elsewhere throughout Europe who were seeking a new life in the United States.
The first-class accommodation was designed to be the pinnacle of comfort and luxury, with an on-board gymnasium, swimming pool, libraries, high-class restaurants and opulent cabins. A high-powered radiotelegraph transmitter was available for sending passenger "marconigrams" and for the ship's operational use.
Although Titanic had advanced safety features such as watertight compartments and remotely activated watertight doors, Titanic only carried enough lifeboats for 1,178 people—about half the number on board, and one third of her total capacity—due to outdated maritime safety regulations.
The ship carried 16 lifeboat davits which could lower three lifeboats each, for a total of 48 boats. However, Titanic carried only a total of 20 lifeboats, four of which were collapsible and proved hard to launch during the sinking.
After leaving Southampton on 10 April 1912, Titanic called at Cherbourg in France and Queenstown (now Cobh) in Ireland before heading west to New York.
On 14 April, four days into the crossing and about 375 miles (600 km) south of Newfoundland, she hit an iceberg at 11:40 p.m. ship's time.
The collision caused the hull plates to buckle inwards along her starboard (right) side and opened five of her sixteen watertight compartments to the sea; she could only survive four flooding. Meanwhile, passengers and some crew members were evacuated in lifeboats, many of which were launched only partially loaded.
A disproportionate number of men were left aboard because of a "women and children first" protocol for loading lifeboats. At 2:20 a.m., she broke apart and foundered with well over one thousand people still aboard. Just under two hours after Titanic sank, the Cunard liner RMS Carpathia arrived and brought aboard an estimated 705 survivors.
The disaster was met with worldwide shock and outrage at the huge loss of life and the regulatory and operational failures that led to it. Public inquiries in Britain and the United States led to major improvements in maritime safety. One of their most important legacies was the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs maritime safety today.
Additionally, several new wireless regulations were passed around the world in an effort to learn from the many missteps in wireless communications—which could have saved many more passengers.
The wreck of Titanic was discovered in 1985 (more than 70 years after the disaster), and remains on the seabed. The ship was split in two and is gradually disintegrating at a depth of 12,415 feet (3,784 m).
Thousands of artefacts have been recovered and displayed at museums around the world. Titanic has become one of the most famous ships in history; her memory is kept alive by numerous works of popular culture, including books, folk songs, films, exhibits, and memorials.
Titanic is the second largest ocean liner wreck in the world, only beaten by her sister HMHS Britannic, the largest ever sunk. The final survivor of the sinking, Millvina Dean, aged two months at the time, died in 2009 at the age of 97.
Name:RMS Titanic
Owner:White Star flag NEW.svg White Star Line
Port of registry:United Kingdom of Great Britain and Ireland Liverpool, UK
Route:Southampton to New York City
Ordered:17 September 1908
Builder:Harland and Wolff, Belfast
Cost:GB£1.5 million ($300 million in 2017)
Yard number:401
Laid down:31 March 1909
Launched:31 May 1911
Completed:2 April 1912
Maiden voyage:10 April 1912
In service:10–15 April 1912
Identification:Radio call sign "MGY"
Fate:Hit an iceberg 11:40 p.m. (ship's time) 14 April 1912 on her maiden voyage and sank 2 h 40 min later on 15 April 1912; 106 years ago.
Status:Wreck
General characteristics
Class and type:Olympic-class ocean liner
Tonnage:46,328 GRT
Displacement:52,310 tons
Length:882 ft 9 in (269.1 m)
Beam:92 ft 6 in (28.2 m)
Height:175 ft (53.3 m) (keel to top of funnels)
Draught:34 ft 7 in (10.5 m)
Depth:64 ft 6 in (19.7 m)
Decks:9 (A–G)
Installed power:24 double-ended and five single-ended boilers feeding two reciprocating steam engines for the wing propellers, and a low-pressure turbine for the centre propeller;output: 46,000 HP
Propulsion:Two three-blade wing propellers and one four-blade centre propeller
Speed:Cruising: 21 kn (39 km/h; 24 mph). Max: 24 kn (44 km/h; 28 mph)
Capacity:Passengers: 2,435, crew: 892. Total: 3,327 (or 3,547 according to other sources)
Notes:Lifeboats: 20 (sufficient for 1,178 people)
Titanic was 882 feet 9 inches (269.06 m) long with a maximum breadth of 92 feet 6 inches (28.19 m). Her total height, measured from the base of the keel to the top of the bridge, was 104 feet (32 m).[19] She measured 46,328 gross register tons and with a draught of 34 feet 7 inches (10.54 m), she displaced 52,310 tons.
All three of the Olympic-class ships had ten decks (excluding the top of the officers' quarters), eight of which were for passenger use. From top to bottom, the decks were:
The Boat Deck, on which the lifeboats were housed. It was from here during the early hours of 15 April 1912 that Titanic's lifeboats were lowered into the North Atlantic. The bridge and wheelhouse were at the forward end, in front of the captain's and officers' quarters.
The bridge stood 8 feet (2.4 m) above the deck, extending out to either side so that the ship could be controlled while docking. The wheelhouse stood directly behind and above the bridge. The entrance to the First Class Grand Staircase and gymnasium were located midships along with the raised roof of the First Class lounge, while at the rear of the deck were the roof of the First Class smoke room and the relatively modest Second Class entrance.
The wood-covered deck was divided into four segregated promenades: for officers, First Class passengers, engineers, and Second Class passengers respectively. Lifeboats lined the side of the deck except in the First Class area, where there was a gap so that the view would not be spoiled.
A Deck, also called the Promenade Deck, extended along the entire 546 feet (166 m) length of the superstructure. It was reserved exclusively for First Class passengers and contained First Class cabins, the First Class lounge, smoke room, reading and writing rooms and Palm Court.
B Deck, the Bridge Deck, was the top weight-bearing deck and the uppermost level of the hull. More First Class passenger accommodations were located here with six palatial staterooms (cabins) featuring their own private promenades.
On Titanic, the À La Carte Restaurant and the Café Parisien provided luxury dining facilities to First Class passengers. Both were run by subcontracted chefs and their staff; all were lost in the disaster. The Second Class smoking room and entrance hall were both located on this deck. The raised forecastle of the ship was forward of the Bridge Deck, accommodating Number 1 hatch (the main hatch through to the cargo holds), numerous pieces of machinery and the anchor housings.[b] Aft of the Bridge Deck was the raised Poop Deck, 106 feet (32 m) long, used as a promenade by Third Class passengers. It was where many of Titanic's passengers and crew made their last stand as the ship sank. The forecastle and Poop Deck were separated from the Bridge Deck by well decks.
C Deck, the Shelter Deck, was the highest deck to run uninterrupted from stem to stern. It included both well decks; the aft one served as part of the Third Class promenade. Crew cabins were housed below the forecastle and Third Class public rooms were housed below the Poop Deck. In between were the majority of First Class cabins and the Second Class library.
D Deck, the Saloon Deck, was dominated by three large public rooms—the First Class Reception Room, the First Class Dining Saloon and the Second Class Dining Saloon. An open space was provided for Third Class passengers. First, Second and Third Class passengers had cabins on this deck, with berths for firemen located in the bow. It was the highest level reached by the ship's watertight bulkheads (though only by eight of the fifteen bulkheads).
E Deck, the Upper Deck, was predominantly used for passenger accommodation for all three classes plus berths for cooks, seamen, stewards and trimmers. Along its length ran a long passageway nicknamed Scotland Road, in reference to a famous street in Liverpool. Scotland Road was used by Third Class passengers and crew members.
F Deck, the Middle Deck, was the last complete deck and mainly accommodated Second and Third Class passengers and several departments of the crew. The Third Class dining saloon was located here, as were the swimming pool and Turkish bath.
G Deck, the Lower Deck, was the lowest complete deck that carried passengers, and had the lowest portholes, just above the waterline. The squash court was located here along with the traveling post office where letters and parcels were sorted ready for delivery when the ship docked. Food was also stored here. The deck was interrupted at several points by orlop (partial) decks over the boiler, engine and turbine rooms.
The Orlop Decks and the Tank Top below that were on the lowest level of the ship, below the waterline. The orlop decks were used as cargo spaces, while the Tank Top—the inner bottom of the ship's hull—provided the platform on which the ship's boilers, engines, turbines and electrical generators were housed. This area of the ship was occupied by the engine and boiler rooms, areas which passengers would have been prohibited from seeing. They were connected with higher levels of the ship by flights of stairs; twin spiral stairways near the bow provided access up to D Deck.
TEIGN C Damen Stan 1405
MMSI: 235082804
Call Sign: MWBM9
AIS Vessel Type: Dredger
GENERAL
Damen Stan 1405
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
History time 😎, buried in Aberdeen’s Trinity Cemetery is Robert Hichin’s the helmsman of RMS Titanic ( yes The Titanic) who was at the ships wheel when it struck the iceberg that resulted in the ship sinking .
A few years ago I read on FB that he was buried in Trinity, I visited to find it was an unmarked grave, the second photo is the scene I captured that day .
Last week I read a new headstone is now in place to commemorate his memory.
I visited today Wednesday 18th December 2019, the first photo I captured today shows the new headstone marking the final resting place of one of history’s infamous characters .
Robert Hichens (16 September 1882 – 23 September 1940) was a British sailor who was part of the deck crew on board the RMS Titanic when she sank on her maiden voyage on 15 April 1912.
He was one of six quartermasters on board the vessel and was at the ship's wheel when the Titanic struck the iceberg. He was in charge of Lifeboat #6, where he refused to return to rescue people from the water according to several accounts of those on the boat, including Margaret Brown, who argued with him throughout the early morning.
Below
From my previous post after my first visit when the grave was unmarked .
I read with interest this morning 13th May 2018, that an unmarked grave located in Aberdeen’s Trinity Cemetery has a connection with the sinking of RMS Titanic back in April 1912.
I have visited this cemetery on many occasions in the past, I have posted an album here on my Flickr of some of the historical and interesting headstones I have viewed at the site, hence full of intrigue I revisited tonight to view the unmarked grave myself.
I eventually found the grave marked only with a simple wooden cross, thanks to Ian Burnett from Aberdeen for locating it, below I have put some information I have gathered from various places on this interesting plot .
The unmarked grave is the final resting place of one of the Titanics crew who was Quartermaster on the vessel and who manned the wheel with his very own hands when she hit the iceberg that eventually sunk the ship on her maiden voyage back in 1912, his name was Robert Hichens .
Born16 September 1882
Newlyn, Cornwall, England
Died23 September 1940 (aged 58)
English Trader, (off coast) of
Aberdeen, Scotland
Cause of deathHeart Failure
Resting placeTrinity Cemetery, Scotland
ResidenceAberdeen, Scotland
NationalityCornish
CitizenshipBritish
OccupationMariner
Known forCrew Member of the RMS Titanic
Home townAberdeen, Scotland
Robert Hichens (16 September 1882 – 23 September 1940) was a British sailor who was part of the deck crew on board the RMS Titanic when she sank on her maiden voyage on 15 April 1912.
He was one of six quartermasters on board the vessel and was at the ship's wheel when the Titanic struck the iceberg. In 1906, he married Florence Mortimore in Devon, England; when he registered for duty aboard the Titanic, his listed address was in Southampton, where he lived with his wife and two children.
Hichens gained notoriety after the disaster because of his conduct in Lifeboat No. 6, of which he was in command. Passengers accused him of refusing to go back to rescue people from the water after the ship sank, that he called the people in the water "stiffs," and that he constantly criticised those at the oars while he was manning the rudder.
Hichens was later to testify at the US Inquiry that he had never used the words "stiffs" and that he had other words to describe bodies. He would also testify to have been given direct orders by second mate Charles Lightoller and Captain Edward Smith to row to where a light could be seen (a steamer they thought) on the port bow, drop off the passengers and return. Later it was alleged that he complained that the lifeboat was going to drift for days before any rescue came.
At least two boat 6 passengers publicly accused Hichens of being drunk: Major Arthur Godfrey Peuchen and Mrs Lucian Philip Smith.
When the RMS Carpathia came to rescue Titanic's survivors he said that the ship was not there to rescue them, but to pick up the bodies of the dead. By this time the other people in the lifeboat had lost patience with Hichens. Although Hichens protested, Denver millionaire Margaret "Molly" Brown told the others to start rowing to keep warm.
After a last attempt by Hichens to keep control of the lifeboat, Brown threatened to throw him overboard. These events would later end up being depicted in the Broadway musical and film, The Unsinkable Molly Brown. During the US inquiry into the disaster, Hichens denied the accounts by the passengers and crew in lifeboat 6.
He had been initially concerned about the suction from the Titanic and later by the fact that being a mile away from the wreck, with no compass and in complete darkness, they had no way of returning to the stricken vessel.
Later life
Hichens served with the Army Service Corps during World War One; by 1919 he was third officer on a small ship named Magpie. The Hitchens moved to Devon sometime in the 1920s where Robert purchased a motor boat from a man named Harry Henley and operated a boat charter. In 1931, his wife and children left him and moved to Southampton. In 1933, Hichens was jailed for attempting to murder Henley and was released in 1937.
Death
On 23 September 1940 Hichens died in his 58th year of heart failure aboard the ship English Trader, while it was moored off the coast of Aberdeen, Scotland.[3] His body was buried in Section 10, Lair 244 of Trinity Cemetery, in Aberdeen.
RMS Titanic
RMS Titanic (/taɪˈtænɪk/) was a British passenger liner that sank in the North Atlantic Ocean in the early hours of 15 April 1912, after colliding with an iceberg during its maiden voyage from Southampton to New York City.
There were an estimated 2,224 passengers and crew aboard, and more than 1,500 died, making it one of the deadliest commercial peacetime maritime disasters in modern history. RMS Titanic was the largest ship afloat at the time it entered service and was the second of three Olympic-class ocean liners operated by the White Star Line. It was built by the Harland and Wolff shipyard in Belfast. Thomas Andrews, her architect, died in the disaster.
Titanic was under the command of Edward Smith, who also went down with the ship. The ocean liner carried some of the wealthiest people in the world, as well as hundreds of emigrants from Great Britain and Ireland, Scandinavia and elsewhere throughout Europe who were seeking a new life in the United States.
The first-class accommodation was designed to be the pinnacle of comfort and luxury, with an on-board gymnasium, swimming pool, libraries, high-class restaurants and opulent cabins. A high-powered radiotelegraph transmitter was available for sending passenger "marconigrams" and for the ship's operational use.
Although Titanic had advanced safety features such as watertight compartments and remotely activated watertight doors, Titanic only carried enough lifeboats for 1,178 people—about half the number on board, and one third of her total capacity—due to outdated maritime safety regulations.
The ship carried 16 lifeboat davits which could lower three lifeboats each, for a total of 48 boats. However, Titanic carried only a total of 20 lifeboats, four of which were collapsible and proved hard to launch during the sinking.
After leaving Southampton on 10 April 1912, Titanic called at Cherbourg in France and Queenstown (now Cobh) in Ireland before heading west to New York.
On 14 April, four days into the crossing and about 375 miles (600 km) south of Newfoundland, she hit an iceberg at 11:40 p.m. ship's time.
The collision caused the hull plates to buckle inwards along her starboard (right) side and opened five of her sixteen watertight compartments to the sea; she could only survive four flooding. Meanwhile, passengers and some crew members were evacuated in lifeboats, many of which were launched only partially loaded.
A disproportionate number of men were left aboard because of a "women and children first" protocol for loading lifeboats. At 2:20 a.m., she broke apart and foundered with well over one thousand people still aboard. Just under two hours after Titanic sank, the Cunard liner RMS Carpathia arrived and brought aboard an estimated 705 survivors.
The disaster was met with worldwide shock and outrage at the huge loss of life and the regulatory and operational failures that led to it. Public inquiries in Britain and the United States led to major improvements in maritime safety. One of their most important legacies was the establishment in 1914 of the International Convention for the Safety of Life at Sea (SOLAS), which still governs maritime safety today.
Additionally, several new wireless regulations were passed around the world in an effort to learn from the many missteps in wireless communications—which could have saved many more passengers.
The wreck of Titanic was discovered in 1985 (more than 70 years after the disaster), and remains on the seabed. The ship was split in two and is gradually disintegrating at a depth of 12,415 feet (3,784 m).
Thousands of artefacts have been recovered and displayed at museums around the world. Titanic has become one of the most famous ships in history; her memory is kept alive by numerous works of popular culture, including books, folk songs, films, exhibits, and memorials.
Titanic is the second largest ocean liner wreck in the world, only beaten by her sister HMHS Britannic, the largest ever sunk. The final survivor of the sinking, Millvina Dean, aged two months at the time, died in 2009 at the age of 97.
Name:RMS Titanic
Owner:White Star flag NEW.svg White Star Line
Port of registry:United Kingdom of Great Britain and Ireland Liverpool, UK
Route:Southampton to New York City
Ordered:17 September 1908
Builder:Harland and Wolff, Belfast
Cost:GB£1.5 million ($300 million in 2017)
Yard number:401
Laid down:31 March 1909
Launched:31 May 1911
Completed:2 April 1912
Maiden voyage:10 April 1912
In service:10–15 April 1912
Identification:Radio call sign "MGY"
Fate:Hit an iceberg 11:40 p.m. (ship's time) 14 April 1912 on her maiden voyage and sank 2 h 40 min later on 15 April 1912; 106 years ago.
Status:Wreck
General characteristics
Class and type:Olympic-class ocean liner
Tonnage:46,328 GRT
Displacement:52,310 tons
Length:882 ft 9 in (269.1 m)
Beam:92 ft 6 in (28.2 m)
Height:175 ft (53.3 m) (keel to top of funnels)
Draught:34 ft 7 in (10.5 m)
Depth:64 ft 6 in (19.7 m)
Decks:9 (A–G)
Installed power:24 double-ended and five single-ended boilers feeding two reciprocating steam engines for the wing propellers, and a low-pressure turbine for the centre propeller;output: 46,000 HP
Propulsion:Two three-blade wing propellers and one four-blade centre propeller
Speed:Cruising: 21 kn (39 km/h; 24 mph). Max: 24 kn (44 km/h; 28 mph)
Capacity:Passengers: 2,435, crew: 892. Total: 3,327 (or 3,547 according to other sources)
Notes:Lifeboats: 20 (sufficient for 1,178 people)
Titanic was 882 feet 9 inches (269.06 m) long with a maximum breadth of 92 feet 6 inches (28.19 m). Her total height, measured from the base of the keel to the top of the bridge, was 104 feet (32 m).[19] She measured 46,328 gross register tons and with a draught of 34 feet 7 inches (10.54 m), she displaced 52,310 tons.
All three of the Olympic-class ships had ten decks (excluding the top of the officers' quarters), eight of which were for passenger use. From top to bottom, the decks were:
The Boat Deck, on which the lifeboats were housed. It was from here during the early hours of 15 April 1912 that Titanic's lifeboats were lowered into the North Atlantic. The bridge and wheelhouse were at the forward end, in front of the captain's and officers' quarters.
The bridge stood 8 feet (2.4 m) above the deck, extending out to either side so that the ship could be controlled while docking. The wheelhouse stood directly behind and above the bridge. The entrance to the First Class Grand Staircase and gymnasium were located midships along with the raised roof of the First Class lounge, while at the rear of the deck were the roof of the First Class smoke room and the relatively modest Second Class entrance.
The wood-covered deck was divided into four segregated promenades: for officers, First Class passengers, engineers, and Second Class passengers respectively. Lifeboats lined the side of the deck except in the First Class area, where there was a gap so that the view would not be spoiled.
A Deck, also called the Promenade Deck, extended along the entire 546 feet (166 m) length of the superstructure. It was reserved exclusively for First Class passengers and contained First Class cabins, the First Class lounge, smoke room, reading and writing rooms and Palm Court.
B Deck, the Bridge Deck, was the top weight-bearing deck and the uppermost level of the hull. More First Class passenger accommodations were located here with six palatial staterooms (cabins) featuring their own private promenades.
On Titanic, the À La Carte Restaurant and the Café Parisien provided luxury dining facilities to First Class passengers. Both were run by subcontracted chefs and their staff; all were lost in the disaster. The Second Class smoking room and entrance hall were both located on this deck. The raised forecastle of the ship was forward of the Bridge Deck, accommodating Number 1 hatch (the main hatch through to the cargo holds), numerous pieces of machinery and the anchor housings.[b] Aft of the Bridge Deck was the raised Poop Deck, 106 feet (32 m) long, used as a promenade by Third Class passengers. It was where many of Titanic's passengers and crew made their last stand as the ship sank. The forecastle and Poop Deck were separated from the Bridge Deck by well decks.
C Deck, the Shelter Deck, was the highest deck to run uninterrupted from stem to stern. It included both well decks; the aft one served as part of the Third Class promenade. Crew cabins were housed below the forecastle and Third Class public rooms were housed below the Poop Deck. In between were the majority of First Class cabins and the Second Class library.
D Deck, the Saloon Deck, was dominated by three large public rooms—the First Class Reception Room, the First Class Dining Saloon and the Second Class Dining Saloon. An open space was provided for Third Class passengers. First, Second and Third Class passengers had cabins on this deck, with berths for firemen located in the bow. It was the highest level reached by the ship's watertight bulkheads (though only by eight of the fifteen bulkheads).
E Deck, the Upper Deck, was predominantly used for passenger accommodation for all three classes plus berths for cooks, seamen, stewards and trimmers. Along its length ran a long passageway nicknamed Scotland Road, in reference to a famous street in Liverpool. Scotland Road was used by Third Class passengers and crew members.
F Deck, the Middle Deck, was the last complete deck and mainly accommodated Second and Third Class passengers and several departments of the crew. The Third Class dining saloon was located here, as were the swimming pool and Turkish bath.
G Deck, the Lower Deck, was the lowest complete deck that carried passengers, and had the lowest portholes, just above the waterline. The squash court was located here along with the traveling post office where letters and parcels were sorted ready for delivery when the ship docked. Food was also stored here. The deck was interrupted at several points by orlop (partial) decks over the boiler, engine and turbine rooms.
The Orlop Decks and the Tank Top below that were on the lowest level of the ship, below the waterline. The orlop decks were used as cargo spaces, while the Tank Top—the inner bottom of the ship's hull—provided the platform on which the ship's boilers, engines, turbines and electrical generators were housed. This area of the ship was occupied by the engine and boiler rooms, areas which passengers would have been prohibited from seeing. They were connected with higher levels of the ship by flights of stairs; twin spiral stairways near the bow provided access up to D Deck.
EAST CHINA SEA (Sept. 18, 2021) Seaman Kaleb Hall from Hopkinsville, Kentucky, responds to a new course from the pilot house aboard Arleigh Burke-class guided-missile destroyer USS Barry (DDG 52) during routine operations. Barry is assigned to Commander, Task Force (CTF) 71/Destroyer Squadron (DESRON) 15, the Navy’s largest forward-deployed DESRON and the U.S. 7th Fleet’s principal surface force. (U.S. Navy photo by Mass Communication Specialist 3rd Class Justin Stack)
From Fort Kochi we drove to Allepey which is not very far away. We arrived in Allepey around 12.30pm and there were 4 boathouses waiting for our group. There are about 5 rooms in each boathouse that means one room was to be shared by 2 people from our group.
There are 4 boat crew on each boathouse which includes a driver (skipper??!! or helmsman?? ) , a cook etc. We spent our time on a boathouse cruise from 12.30pm until 7pm and then spent a night until the next morning (11 pm). The views were spectacular..!
Lunch, dinner, tea time were served in the boathouse and it was really one of the highlights for our trip to Kochi this year.
-From Wikipedia-
Alleppey is an important tourist destination in India.[3] The Backwaters of Alleppey are the most popular tourist attraction in Kerala. A houseboat cruise in these backwaters is a delightful experience.[4] It connects Kumarakom and Cochin towards north and Quilon to the South. Alappuzha is also the access point for the annual Nehru Trophy Boat Race, held on the Punnamada Lake, near Alappuzha, held on the second Saturday of August every year, is the most competitive and popular of the boat races in India.[5] The mullackal chirap is also one of the attractions of Allapuzha which is the festive season held ten colorful days every year in the month of December.
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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.
SS Ayrfield (originally launched as SS Corrimal) was a steel-hulled, single screw, steam collier of 1140 tonnes and 79.1m in length. It was built in the UK in 1911 and registered at Sydney in 1912. It was purchased by the Commonwealth Government and used to transport supplies to American troops stationed in the Pacific region during WWII.
In 1950, it was sold to Bitumen and Oil Refineries Australia Pty Ltd and in 1951 sold to the Miller Steamship Company Ltd and renamed Ayrfield. Under the Miller flag, it operated as a collier between Newcastle and Miller’s terminal in Blackwattle Bay. Here is a description of the collier entering Blackwattle Bay:
As a teenager I went to sea on the Ayrfield, one of R. W. Miller’s colliers. It took great skill by the helmsman to steer the ship through the opening of the Glebe Island swing bridge in the darkness of night.
The ship had to have a reasonable speed to negotiate the opening as there was only a few metres clearance on either side. As we swung to port to berth in Blackwattle Bay, the vessel would slow ready to berth, and if the tide was low with a full cargo on board, the hull would scrape the muddy bottom. Skipper Ron Archer would carry out this manoeuvre effortlessly.” 1
The registration of Ayrfield was cancelled on 6 October 1972 and the old collier sent to Homebush Bay for breaking-up. The hull is located near the mouth of Haslams Creek with the bow pointing towards the shore.
Germany, Hamburg, Blankenese, “Treppenviertel”, the stairways quarter with the “Süllberg” on top with a great view over the region, hosting restaurant, bistro & summer terrace.
This formerly fishing village along the river in the Western Part of Hamburg has a long history, the name “Blankenese” comes from the Low German “Blanc Ness”, meaning white promontory in the river Elbe. The stunning views from the river-facing stairway quarter of Blankenese have resulted in highly desirable properties & expensive real estate prices, owned in the past by sea-captains & helmsman, although the ship owners resided on the “Elbchausse” country road along the river, starting at the Hamburg harbour area & ending in Blankenese.
The domiciles at the pedestrian-only labyrinth of the 58 Stairways at the up to over 70 mtr high hillside, with a total of 4.864 Steps, supposed, are owned today by anyone who can afford it. Not actually only moneywise, …more because to most of the houses, you need the guts to carry everything, food, beverage, garbage, furniture, babies, elderly people etc. etc. up or down by hand, which is especially tough in wintertime or by rain/bad, bad weather. Weekends & good weather, the whole area is overloaded with tourist, which also can find many restaurants on the riverside road & small cafes offering homemade cakes & other pastries on the hillside.
...Danke, Xièxie 谢谢, Thanks, Gracias, Merci, Grazie, Obrigado, Arigatô, Dhanyavad, Chokrane to you &
over 2.000.000 visits in my photostream with countless motivating comments
Jean-Léon Gérôme. 1824-1904. Paris
Le prisonnier The prisoner 1861
Nantes Musée d'Arts
Gérôme le chef de file de l'école classique dite Académique.
Il s'est représenté dans le timonier et son maître, Charles Gleyre,
dans le prisonnier ! Une revanche de l'élève.
He represented himself in the helmsman and his master, Charles Gleyre, in the prisoner! A revenge of the student.
LA PEINTURE FRANCAISE ET EUROPENNE 1815-1860 environ
Une fois terminées les guerres françaises de la révolution et du premier empire qui mettent l'Europe à feu et à sang, les nations peuvent se consacrer à leur développement et les artistes à leur art.
La période est caractérisée par la coexistence du classicisme et du romantisme. Le classicisme de cette période est appelé Néo-Classicisme (1780-1820s environ) puis ensuite Académisme ou "Art Pompier" en France ( vers 1850s). Mais il existe d'autres tendances : l'école de Barbizon dès les années 1820.
Le Néo-Classicisme et l'Académisme perpétuent les principes esthétiques de la peinture européenne depuis le 16è siècle.
Certains Romantiques et L'École de Barbizon représentent les tendances nouvelles qui annoncent "l'Art Moderne". Une appellation très significative idéologiquement, toujours d'actualité au début du 21è siècle, que nous retrouvons dans la dénomination des musées occidentaux les plus récents.
La différence entre classicisme et romantisme n'est pas dans les thèmes de la peinture, elle est dans le style.
Les écoles classiques perpétuent le dessin "fini", achevé, une peinture qui ne laisse pas apercevoir la trace du pinceau et qui imite parfaitement la nature.
Certains romantiques européens sont une introduction à une véritable révolution dans l'art de la peinture en valorisant des techniques anciennes, mais qui n'étaient pas considérées comme acceptables au niveau du tableau fini, destiné au public : l'esquisse, le tachisme, le flou. Pour les classiques ces techniques sont des brouillons, une facilité, "un à peu près", utile dans l'atelier mais absolument inacceptable en dehors du cabinet de travail de l'artiste.
La différence entre classicisme et romantisme n'est donc pas dans les thèmes mais dans le style. Il est possible de peindre le même sujet, classique ( histoire et mythologie de l'antiquité greco-romaine) ou romantique (légendes européennes, histoire de l'Europe médiévale, orientalisme...) dans un style classique ou dans un style romantique moderniste. De même les paysages ou les portraits.
L'école de Barbizon apparaît avec Corot notamment dès les années 1820s. Elle appartient à la tendance moderniste par son style "brouillé", esquissé, grossier, où la touche du pinceau peut être extrêmement visible. Corot est un fondateur et un excellent représentant de cette école. Le premier Corot est d'inspiration classique par son style, puis il passe par une phase moderniste de "peinture plate" très en avance sur son temps, qui ne dure pas. Corot adopte finalement le style qui a fait son succès mondial : une manière tachiste, très délicate, vaporeuse, pré-impressionniste. L'école de Barbizon doit par ailleurs beaucoup à certains peintres Néerlandais du siècle d'or, et ses sujets sont essentiellement inspiré par les paysages européens. Quant au fond c'est le début d'une peinture profane d'où sont absents les grands thèmes classiques et mythologiques ainsi que les représentations religieuses. Mais Corot sacrifie à la tradition en peuplant ses tableaux de Nymphes et de Satyres et de bergers d'Arcadie. D'autre part les coloris relativement sombres de l'école de Barbizon sont aussi acceptables par les traditionalistes.
Vers la fin de la période vont commencer à s'affronter le classicisme académique et les premiers impressionnistes et aussi les réalistes comme Courbet. C'est la lutte de l'art ancien contre l'art nouveau qui commence, une lutte qui s'achève par la défaite des Anciens contre les Modernes.
La seconde partie du 19è siècle est en effet en Europe le demi-siècle de naissance d'une nouvelle religion : le Modernisme. Une Idéologie profane, fille des "Lumières", qui gouverne l'Europe puis l'Occident jusqu'à nos jours, qui montre de légers signes d'essoufflement depuis le début des années 2000, mais qui est toujours tout à fait dominante chez les élites idéologiques et politiques.
THE FRENCH AND EUROPEAN PAINTING 1815-1860 approximately
Once the French wars of the revolution and the First Empire, which set Europe on fire and blood, were over, nations could devote themselves to their development and artists to their art.
The period was characterized by the coexistence of classicism and romanticism. The classicism of this period is called Neo-Classicism (around 1780-1820s) then Academism or "Art Pompier" in France ( around 1850s). But there are other trends: the Barbizon school as early as the 1820s.
Neo-Classicism and Academism have perpetuated the aesthetic principles of European painting since the 16th century.
Some Romantics and The Barbizon School represent the new trends that herald "Modern Art". A very ideologically significant appellation, still relevant at the beginning of the 21st century, which we find in the names of the most recent Western museums.
The difference between classicism and romanticism is not in the themes of painting, it is in style.
The classical schools perpetuate the "finished" drawing, a painting that does not show the trace of the brush and that perfectly imitates nature.
Some European romantics are an introduction to a real revolution in the art of painting by promoting old techniques, but which were not considered acceptable at the level of the finished painting, intended for the public: the sketch, the tachism, the blur. For the classics these techniques are drafts, an ease, "a "pretty much", useful in the studio but absolutely unacceptable outside the artist's work studio.
The difference between classicism and romanticism is therefore not in the themes but in the style. It is possible to paint the same subject, classic (history and mythology of Greek-Roman antiquity) or romantic (European legends, history of medieval Europe, orientalism...) in a classical style or in a modernist romantic style. The same goes for landscapes or portraits.
The Barbizon school appeared with Corot, since in the 1820s. It belongs to the modernist trend by its "blurred", sketched, coarse style, where the touch of the brush can be extremely visible. Corot is a founder and an excellent representative of this school. The first Corot is classically inspired by his style, then went through a modernist phase of the "flat painting" well ahead of his time, which did not last. Corot finally adopted the style that made his worldwide success: a tachist, very delicate, vaporous, pre-impressionist way. The Barbizon school also owes much to some Dutch painters of the Golden Age, and its subjects are essentially inspired by European landscapes. As for the background, it is the beginning of a profane painting from which the great classical and mythological themes as well as religious representations are absent. But Corot has sacrificed to tradition by populating his paintings with Nymphs and Satyrs and shepherds of Arcadia. On the other hand, the relatively dark colours of the Barbizon school are also acceptable by the traditionalists.
Towards the end of the period, academic classicism and the first impressionists, and also realists such as Courbet began to confront each other. It is the struggle of old art against new art that begins, a struggle that ends with the defeat of the Ancients against the Moderns.
The second half of the 19th century was indeed the half-century of the birth of a new religion in Europe: The Modernism. A profane ideology,daughter of the " Lights ", that governs Europe and then the West to this day, which has shown slight signs of running out of steam since the early 2000s, but which is still dominant among the ideological and political elites
Walt Disney World
The Magic Kingdom
Adventureland
Pirates of the Caribbean
Lightning illuminates the scene of a shipwreck from long ago with the helmsman still at the wheel in the Pirates of the Caribbean dark ride. This scene always reminds me of the Twilight Zone episode “The Thirty Fathom Grave” which, IMO is the creepiest TZ episode of them all. This is also probably my favorite scene on the ride... well, this and the jail scene at the end.
I started off trying to get a few pictures of the Redheaded Wench, but then this scene caught my eye. It’s one of those shots I knew I wanted to get, but I didn’t realize how hard it was going to be.
Pirates is a dark ride and you can’t use a flash so what do you do? Luckily for me Disney Imagineers have included a few flashes of lightning in the scene for effect. Once I figured out that I could use the lightning as a light source I just needed to figure out the timing of it. It took a few more trips around the Caribbean to see the pattern then it was time to work on settings and focus points. After coming up with an educated guess all those things I realized my biggest hurdle was going to be the location of the boat during the lightning flash. Sometimes the lightning flashed when the boat was at the beginning of the scene sometimes the boat was at the end. It was completely random and I knew the only way I was going to get the shot was to keep riding it till I got it right. I know this is not perfect, but after going on Pirates of the Caribbean about 30 times I finally got one that I am fairly happy with.
The only thing I really have an issue with now is the name or title of this picture. Right now it is called "Dead Men Do Tell Tales" which is the line that Davy Jones says approach his figure in a cloud of mist. So, any ideas of a better name for this photo would be appreciated.
Thanks for looking.