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The vessel was built in 1937 by Camper and Nicholsons in Gosport, Hampshire as a luxury yacht for Thomas Sopwith, a wealthy British aviation engineer and industrialist, who was then the chairman of the Hawker Siddeley Aircraft Company. One of the world's largest privately owned motor yachts of its time, it was intended for leisure cruising and for Sopwith to use as a base at ocean racing events, in which he was a keen patron and participant. The yacht's name was MY Philante, a portmanteau of the names of the owner's wife and son; Phil, short for "Phyllis", an, short for "and", t and e for "Thomas Edward".[3] She crossed the Atlantic in the same year for Sopwith's unsuccessful attempt to win the Americas Cup as helmsman of his new J-class yacht, Endeavour II. During the passage home, Philante's skipper died and was buried at sea.[4] In 1939, Philante was used as a base for the organising committee of the Teignmouth Regatta in which Sopwith was racing his yacht Tomahawk. The regatta ended on 1 September, the day that Nazi Germany invaded Poland, precipitating the United Kingdom's entry into the Second World War two days later. The Admiralty approached Sopwith with a view to taking over the Philante as an armed yacht; Sopwith agreed to sell the vessel to the Royal Navy,[5] although some sources state that she was requisitioned, or donated as a gift to the nation.
British naval service
Philante was taken in hand by the navy on 21 September 1939 for conversion at Portsmouth,[7] and she served as HMS Philante (some sources use the prefix "HMY" for "His Majesty's Yacht").[8] On 21 June 1940, Philante evacuated the Lieutenant Governor of Jersey to Portland during the demilitarisation of the Channel Islands.[9] She also acted as a training vessel for the Fleet Air Arm and as a convoy escort, in which role she made seven return crossings of the Atlantic between 1941 and 1942. In September 1942, Yachting magazine reported that she was "one of the most luxurious warships afloat... her oak-panelled wardroom can seat fifty people at dinner at one table. The officer's cabins have private bathrooms, divan beds and the fittings of a West End hotel suite".[7] In February 1943, Philante was attached to the Western Approaches Tactical Unit, which ran courses for Royal Navy, Royal Canadian Navy, Fleet Air Arm and RAF Coastal Command officers in the latest techniques of anti-submarine warfare (ASW). Under the direction of the Commander-in-Chief Western Approaches, Admiral Sir Max Horton, Philante, with a staff of ASW experts on board, would provide the practical element of these courses, acting as the commodore of a convoy in exercises involving other warships, submarines and aircraft.[10] These exercises were conducted at a number of different bases around the United Kingdom, wherever Escort Groups were preparing to depart.[11] Philante's final contribution was in May 1945, when she was attached to 21st Escort Group with Admiral Horton on board and supervised the surrender and disarmament of 33 U-boats at Loch Eriboll on the north coast of Scotland. In 1946, Philante was sold back to Thomas Sopwith, despite his having already bought a replacement yacht which he called Philante II. Wikipedia
Like all ships, the Avalon Impression has a brass bell identifying its name and build year.
History of the Ships Bell:
The "Ship's Bell" system of chimes evolved from a crude sand clock dating back to the time of Columbus. This primitive clock was called a sand or sandglass clock, and was an essential device for marking the time at sea.
Records of epic voyages tell us about this device and how the helmsman used it to measure time in half-hour increments. Watches or shifts were organized into increments of four hours; a custom that is still widely used. With the sandglass at his side, the helmsman would signal the passing of half-hour increments starting with the strike of one bell at the end of the first half hour, two at second and so on until reaching eight bells, which signaled the end of the watch.
The tradition of the sand clock continued for hundreds of years and was replaced only by the development of the mechanical clock.
Today bells are more typically used for cerimonial purposes - announcements, welcoming guests, weddings, etc.
Torneio das flotilhas 2012 - Tourney of fleets - Tournoi du flottilles - Torneo de flotillas.
Classe Star
1º colocado: Veleiro: MARICOTA. Timoneiro: Admar Gonzaga. Proeiro: Alexandre Freitas
2º colocado: Veleiro: SOL E VENTO. Timoneiro: Luiz André. Proeiro: Alexandre Kronemberger
3º colocado: Veleiro: IMAGINE. Timoneiro: George Raulino. Proeiro: Felipe Morales
Star Class
1º place: Sail boat: MARICOTA. Helmsman: Admar Gonzaga. Bowman: Alexandre Freitas
2º place: Sail boat: SOL E VENTO. Helmsman: Luiz André. Bowman: Alexandre Kronemberger
3º place: Sail boat: IMAGINE. Helmsman: George Raulino. Bowman: Felipe Morales
Catégorie Star
1º lieu: Bateau: MARICOTA. Timonier: Admar Gonzaga. Arbalétrier: Alexandre Freitas
2º lieu: Bateau: SOL E VENTO. Timonier: Luiz André. Arbalétrier: Alexandre Kronemberger
3º lieu: Bateau: IMAGINE. Timonier: George Raulino. Arbalétrier: Felipe Morales.
Clase Star
1º lugar: Velero: MARICOTA. Timonel: Admar Gonzaga. Arquero: Alexandre Freitas
2º lugar: Velero: SOL E VENTO. Timonel: Luiz André. Arquero: Alexandre Konemberger
3º lugar: Velero: IMAGINE. Timonel: George Raulino. Aquero: Felipe Morales.
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.
Antes dos cinco anos já nadava na Ria de Aveiro
(Before I was five years old I was already swimming in the Ria de Aveiro)
O adeus a Atita, o “tubarão dos mares” que salvou mais de 30 pessoas
A Igreja Paroquial da Vera Cruz, no coração de Aveiro, encheu-se de gente, esta segunda-feira, para o último adeus a Eduardo de Sousa, conhecido por “Atita”, uma das figuras mais carismáticas da cidade, que morreu no domingo, aos 85 anos, completados a 1 de Dezembro.
“Atita” morreu quatro dias depois de ser agraciado pelo Presidente da República pelos seus méritos cívicos, nomeadamente como professor de natação de sucessivas gerações de aveirenses, assim como por actos heróicos. São-lhe atribuídos diversos salvamentos de banhistas em apuros nas praias da região.
“O que eu gosto de ver são aqueles que salvei terem as suas famílias, isso é que me conforta o coração. Uma pessoa que salva uma vida salva o mundo, imagina quantos mundos é que eu já salvei”, disse.
Estimou que salvou “para cima” de três dezenas de pessoas ao longo da vida, o que lhe valeu também, há alguns anos, a medalha de prata do Instituto de Socorros a Náufragos.
Eduardo Raposo Rodrigues, nascido no bairro da Beira Mar, um dos mais típicos de Aveiro, herdou a alcunha do pai. Antes dos cinco anos já nadava na Ria. Por isso, poderá ter vivido mais tempo dentro de água do que com os pés em terra.
É como campeão de natação, coleccionando medalhas durante a juventude pelo clube do seu coração (o Beira-Mar, claro), que ganha fama entre os locais. Depois passou a ensinar a nadar. “Um interminável contingente de pupilos, que perderam o medo nas águas de profundeza mítica do Poço de Santiago”, no canal de São Roque, lembrou Nuno Marques Pereira, um dos “milhares” que passou por lá na sua meninice.
Mais tarde, nas piscinas de clubes da cidade e não só. No Verão, assentava arraiais nas praias da Barra ou na Ria, onde era frequente os passeios e convívios matinais acabarem na água aproveitando para dar umas lições de como bem esbracejar que dava informalmente a pequenos e graúdos.
Seria dos primeiros a ministrar aulas a crianças deficientes, manutenção a pessoas de idades mais avançadas e até ajudava na formação de bombeiros locais candidatos a mergulhadores, que não dispensavam os seus conselhos.
Personalidade extrovertida e alegria contagiante
Com uma personalidade extrovertida e alegria sempre contagiante, teve uma vida marcada pelo altruísmo, dinamizando diversas actividades, sobretudo recreativas e desportivas, como o famoso primeiro mergulho do ano praia da Barra (“Banho dos Magníficos”), que arrasta uma multidão a cada 1 de Janeiro, ou a “Corrida da Amizade”, apoiada pela Banda Amizade.
Mesmo com a idade a pesar e alguns problemas de coração que obrigaram a abrandar, ainda surgiu como o timoneiro da causa “Amigos do Parque”, em defesa do espaço verde mais antigo da cidade de Aveiro.
Muito querido pelas gentes de Aveiro, era tratado carinhosamente como “Tubarão dos mares”, pela forma destemida como acudia a pessoas em perigo no mar ou na Ria arriscando a sua própria vida. Ficou conhecido ainda pelo cognome de “Passarão”, personagem que encarnava para enfrentar o frio do mar a cada festejo do primeiro banho do ano.
Uma das suas últimas grandes emoções foi receber a Grã-Cruz da Ordem de Mérito Civil das mãos de Marcelo Rebelo de Sousa, a quem ainda desafiou para o próximo mergulho dos “Magníficos”. Quem o acompanhou durante décadas prepara-lhe a próxima homenagem, tradição que tanto gostava de animar.
“Aprender a nadar com o Atita tinha em Aveiro quase um valor de baptismo de aveirense”, diz Luís Souto, actualmente presidente da Assembleia Municipal, a recordar quando levou os filhos ao encontro do mestre. Espera agora que haja gente para “continuar a dizer desenvergonhados bons dias pelas ruas e cafés, e a enfrentar o mar, ainda que num frio primeiro de Janeiro”.
Atita foi operário na indústria cerâmica durante a juventude. Em 1968 deixou a Fábrica Campos, tendo emigrado para os Estados Unidos da América, onde trabalhou como padeiro e operário. Regressaria em definitivo a Portugal em 1981, dedicando-se às lições de natação.
A sua figura ficou imortalizada junto ao canal da Fonte Nova numa pintura em graffiti da autoria de Fábio Carneiro.
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The Vera Cruz Parish Church, in the heart of Aveiro, was packed with people this Monday for the final farewell to Eduardo de Sousa, known as “Atita”, one of the city's most charismatic figures, who died on Sunday at the age of 85, on December 1st.
“Atita” died four days after being awarded by the President of the Republic for his civic merits, namely as a swimming teacher for successive generations of Aveiro residents, as well as for heroic deeds. He has been credited with rescuing several bathers in trouble on the region's beaches.
“What I like to see is that those I've saved have their families, that's what comforts my heart. A person who saves one life saves the world, imagine how many worlds I've saved,” he said.
He estimated that he had saved “upwards” of three dozen people over the course of his life, which also earned him the silver medal of the Instituto de Socorros a Náufragos (Shipwreck Relief Institute) a few years ago.
Eduardo Raposo Rodrigues, born in the Beira Mar neighborhood, one of the most typical in Aveiro, inherited his nickname from his father. Before he was five, he was already swimming in the Ria. As a result, he may have spent more time in the water than on land.
It was as a champion swimmer, collecting medals during his youth for the club of his heart (Beira-Mar, of course), that he gained fame among the locals. He then went on to teach swimming. “An endless contingent of pupils, who have lost their fear in the mythical deep waters of the Poço de Santiago”, in the São Roq channel.
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recalled Nuno Marques Pereira, one of the “thousands” who passed through there in his childhood.
Later, in the swimming pools of city clubs and beyond. In the summer, he would set up camp on the beaches of Barra or Ria, where morning walks and gatherings would often end in the water, and he would take the opportunity to give informal lessons on how to swing properly to children and adults.
He would be one of the first to teach classes for disabled children, maintenance for older people and even helped train local firefighters who were candidates to become divers, who did not ignore his advice.
Outgoing personality and contagious joy
With an extroverted personality and contagious joy, he had a life marked by altruism, promoting various activities, mainly recreational and sporting, such as the famous first dive of the year at Barra beach (“Banho dos Magníficos”), which attracts a crowd every January 1st, or the “Corrida da Amizade”, supported by Banda Amizade.
Even with his age taking its toll and some heart problems that forced him to slow down, he still emerged as the helmsman of the “Friends of the Park” cause, in defense of the oldest green space in the city of Aveiro.
Much loved by the people of Aveiro, he was affectionately known as the “Shark of the Seas”, due to the fearless way in which he helped people in danger at sea or in the Ria, risking his own life. He also became known by the nickname “Passarão”, a character he played to face the cold sea at each celebration of the first swim of the year.
One of his last great emotions was receiving the Grand Cross of the Order of Civil Merit from the hands of Marcelo Rebelo de Sousa, whom he also challenged to the next dive of the “Magníficos”. Those who followed him for decades are preparing the next tribute for him, a tradition that he so enjoyed encouraging.
“Learning to swim with Atita in Aveiro was almost like being baptized as an Aveiro citizen”, says Luís Souto, currently president of the Municipal Assembly, remembering when he took his children to meet the master. He now hopes that there will be people to “continue to shamelessly say good mornings in the streets and cafes, and to face the sea, even on a cold January 1st”.
Atita worked in the ceramics industry during his youth. In 1968 he left Fábrica Campos and emigrated to the United States of America, where he worked as a baker and laborer. He returned to Portugal for good in 1981, dedicating himself to swimming lessons.
His figure was immortalized near the Fonte Nova canal in a graffiti painting by Fábio Carneiro.
Fonte:-Rádio Renascença
TEIGN C Damen Stan 1405
IMO: - N/A
MMSI: 235082804
Call Sign: MWBM9
AIS Vessel Type: Dredger
GENERAL
DAMEN YARD NUMBER: 503705
Avelingen-West 20
4202 MS Gorinchem
The Netherlands
Phone: +31 (0)183 63 99 11
info@damen.com
DELIVERY DATE August 2001
BASIC FUNCTIONS Towing, mooring, pushing and dredging operations
FLAG United Kingdom [GB]
OWNED Teignmouth Harbour Commission
CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch
DIMENSIONS
LENGTH 14.40 m
BEAM 4.73 m
DEPTH AT SIDES 205 m
DRAUGHT AFT 171 m
DISPLACEMENT 48 ton
TANK CAPACITIES
Fuel oil 6.9 m³
PERFORMANCES (TRIALS)
BOLLARD PULL AHEAD 8.0 ton
SPEED 9.8 knots
PROPULSION SYSTEM
MAIN ENGINE 2x Caterpillar 3406C TA/A
TOTAL POWER 477 bmW (640i hp) at 1800 rpm
GEARBOX 2x Twin Disc MG 5091/3.82:1
PROPELLERS Bronze fixed pitch propeller
KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings
ENGINE CONTROL Kobelt
STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator
AUXILIARY EQUIPMENT
BILGE PUMP Sterling SIH 20, 32 m/hr
BATTERY SETS 2x 24V, 200 Ah + change over facility
COOLING SYSTEM Closed cooling system
ALARM SYSTEM Engines, gearboxes and bilge alarms
FRESH WATER PRESSURE SET Speck 24V
DECK LAY-OUT
ANCHORS 2x 48 kg Pool (HHP)
CHAIN 70 m, Ø 13mm, shortlink U2
ANCHOR WINCH Hand-operated
TOWING HOOK Mampaey, 15.3 ton SWL
COUPLING WINCH
PUSHBOW Cylindrical nubber fender Ø 380 mm
ACCOMMODATION
The wheelhouse ceiling and sides are insulated with mineral wool and
panelled. The wheelhouse floor is covered with rubber/synthetic floor
covering, make Bolidt, color blue The wheelhouse has one
helmsman seat, a bench and table with chair Below deck two berths, a
kitchen unit and a toilet space are arranged.
NAUTICAL AND COMMUNICATION EQUIPMENT
SEARCHLIGHT Den Haan 170 W 24 V
VHF RADIO Sailor RT 2048 25 W
NAVIGATION Navigation lights incl towing and pilot lights
Teignmouth Harbour Commission
The Harbour Commission is a Trust Port created by Statute.
The principal Order is the Teignmouth Harbour Order 1924
as amended by the Teignmouth Harbour Revision Order 2003
De Boeg is een oorlogsmonument in Rotterdam. Het herdenkt de 3500 opvarenden van Nederlandse koopvaardijschepen die in de Tweede Wereldoorlog het leven verloren. Het monument van Fred Carasso werd op 10 april 1957 door prinses Margriet onthuld op de hoek van de Boompjes en de Leuvehaven. De 46 meter hoge aluminiumconstructie symboliseert een boeg in de betonnen golven. Later, op 15 juli 1965 werd een 8 meter hoge bronzen beeldengroep aan het monument toegevoegd: een roerganger, drie zeelui en een verdronkene. Aan de zijkant is de tekst: "Zij hielden koers" aangebracht.
The Bow is a war memorial in Rotterdam. It commemorates the 3500 crew of Dutch merchant ships lost their lives in World War II. The monument Fred Carasso was unveiled by Princess Margriet on April 10, 1957 at the corner of the Boompjes and Leuvehaven. The 46 meter high aluminum construction symbolizes a bow in the concrete waves. Later, on July 15, 1965 an eight meter high bronze sculpture group was added to the monument: a helmsman, three sailors and a drowned. On the side is the text: "They kept rate" applied.
SOUTH CHINA SEA (March 31, 2022) Seaman Everett Rucker, front, from Jacksonville, North Carolina, and Seaman Michael Collins, from Detroit, stand helmsman watch on the bridge aboard Nimitz-class aircraft carrier USS Abraham Lincoln (CVN 72). Abraham Lincoln Strike Group is on a scheduled deployment in U.S. 7th Fleet to enhance interoperability through alliances and partnerships while serving as a ready-response force in support of a free and open Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist Seaman Kassandra Alanis)
Port and starboard are nautical terms for left and right, respectively. Port is the left-hand side of or direction from a vessel, facing forward. Starboard is the right-hand side, facing forward. Since port and starboard never change, they are unambiguous references that are not relative to the observer.
The term starboard derives from the Old English steorbord, meaning the side on which the ship is steered. Before ships had rudders on their centrelines, they were steered with a steering oar at the stern of the ship and, because more people are right-handed, on the right-hand side of it. The term is cognate with the Old Norse stýri (rudder) and borð (side of a ship). Since the steering oar was on the right side of the boat, it would tie up at wharf on the other side. Hence the left side was called port.
Formerly larboard was used instead of port. This is from Middle-English ladebord and the term lade is related to the modern load. Larboard sounds similar to starboard and in 1844 the Royal Navy ordered that port be used instead. The United States Navy followed suit in 1846. Larboard continued to be used well into the 1850s by whalers. In Old English the word was bæcbord, of which cognates are used in other European languages, for example as the present Dutch bakboord, the German backbord and the French term bâbord (derived in turn from Middle Dutch).
At night, the port side of a vessel or aircraft is indicated with a red navigation light and the opposite side with a green one, to help avoid collisions. The International Regulations for Preventing Collisions at Sea state that a ship on the left must give way to a ship on its right. If the courses of two boats are intersecting, the helmsman usually gives way to a red light by going around the stern of the stand-on vessel. Sidelights are each lit from right ahead to 22.5 degrees abaft the beam on its corresponding side. A mnemonic for this is "If to starboard red appear, 'tis your duty to keep clear. Green to green, red to red perfect safety, go ahead."
The Harbour Entrance is always lit with the vessels heading into the harbour in mind. Hence the Port (Left/Red) and Starboard (Right/Green) lights appear to be on the wrong sides.
en.wikipedia.org/wiki/Port_and_starboard
Whitby's harbour is bustling with life with small fishing boats to larger vessels ready to whisk visitors off on trips around the bay.
Whitby is a seaside town in Yorkshire, northern England, split by the River Esk. On the East Cliff, overlooking the North Sea, the ruined Gothic Whitby Abbey was Bram Stoker’s inspiration for “Dracula”. Nearby is the Church of St. Mary, reached by 199 steps. The Captain Cook Memorial Museum, in the house where Cook once lived, displays paintings and maps. West of town is West Cliff Beach, lined with beach huts.
Edward Hopper ( 1882 - 1967), Ground Swell, 1939, oil on canvas, Collection National Gallery of Art, Washington
This painting is one of my favorites. The catboat, the sail eased, drifting close to the bell buoy, the young folk on board fascinated by the swinging and clinging bell. The long waves changing colour that indicates the shallows for which the buoy warns. The boat with it's shallow draft can sail over the banks, but in an instant will be lifted and heeled over. The helmsman is prepared and holds the rudder firmly, the muscles in his right arm stressed.
The clouds give this masterpiece a tremendous depth.
There is an undefinable sense of danger in the air. It is 1939.
Detail of a warship (trireme) from the frieze of the Tomb of Cartilius Poplicola at Ostia Antica (IV,IX,2).
The stem of the ship is decorated with a helmeted head of Minerva in profile. The ramming devices of the prow are clearly visible. Three ranks of oars propel the ship towards the left. A figure standing forward-most cocks his right arm back to throw a projectile. Another figure gestures with his right hand behind him towards the direction of travel. The head of the helmsman pokes up aft, and the steering oar of the port side projects from the stern.
Date: ca. 25-20 BCE.
From the museum at Ostia.
A cast of this original marble sculpture has been placed at the site of the tomb.
RBU2007.247
Jadran Palace or Adria Palace is a symbol of Rijeka's maritime power, the headquarters of the leading shipping company Jadrolinija.
The palace was built in 1897 for the shipping company "Adria", with Hungarian-American capital. It is located in a prominent position, one monumental facade dominates the view of the entire port, and the other Jadranski trg. The building represents an elegant selection of High Renaissance decoration. While on the central elevations of the main facades, the tendency towards monumentality is visible in the large columns, which on the side facing the sea bear allegorical figures of sailors (captain, helmsman, engineer and pilot), towards the square are symbols of the four continents (Japanese, Egyptian, Indian and European). The extraordinary sculptures are the work of sculptor Sebastian Bonomi. In the vision of every seafarer, Rijeka shipping is identified with this monumental building, which was founded by Rijeka architect Francesco Mattiassi and built by Giacomo Zammattio.
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Palača Jadran ili Palača Adria, simbol je pomorske moći Rijeke, sjedište vodećeg brodarskog poduzeća Jadrolinije.
Palača je sagrađena 1897. godine za brodarsko društvo "Adria", ugarsko-američkim kapitalom. Smještena je na istaknutom položaju, jednim monumentalnim pročeljem dominira vizurom čitave luke, a drugim Jadranskim trgom. Građevina predstavlja elegantan odabir visokorenesansne dekoracije. Dok je na središnjim rizalitima glavnih pročelja težnja k monumentalnosti vidljiva u velikim stupovima koje na strani prema moru nose alegorijske figure pomoraca (kapetan, kormilar, strojar i pilot), prema trgu su simboli četiri kontinenta (Japanka, Egipćanka, Indijanka i Europljanka). Izvanredne skulpture su rad kipara Sebastiana Bonomija. Brodarstvo Rijeke u viziji je svakog pomorca identificirano s tom monumentalnom građevinom koju je zasnovao riječki arhitekt Francesco Mattiassi, a izgradio Giacomo Zammattio.
Born in 1918, Ian Proctor learned to sail at his school in Norfolk and bought his first boat at the age of 18. At the age of 21 he was bought a National 12 by his parents as a birthday present, and the same year was elected Rear Commodore of his sailing club. He commenced studying medicine at the University of London but abandoned his studies to join the Royal Air Force Volunteer Reserve following the outbreak of war: he went on to command an air-sea rescue unit in the Mediterranean. In 1944, in Egypt, he contracted polio which left him with a paralysed right arm and damaged chest muscles.
Invalided out of the RAF in 1947, he worked for a while managing a Portsmouth boatyard but soon moved into journalism, becoming joint editor of the Yachting magazine, alongside the famous Adlard Coles. He subsequently went on to become the Daily Telegraph’s yachting correspondent for 14 years, as well as writing a number of books on dinghy sailing and maintenance.
Proctor’s disability did not hold him back from competing successfully at the top end of UK dinghy racing. He designed and raced successful versions of restricted class dinghies the National 12 and Merlin Rocket, winning the UK nationals in the latter in 1952, and soon found others seeking copies of his plans for themselves. A major competitor at this time, both on the water as a helmsman and off the water in seeking to achieve the best design, was that other prolific and innovative designer of the era, Jack Holt.
At this time most dinghies still had heavy wooden masts but in 1953 Proctor designed the first all-metal tapered and extruded aluminium mast for dinghies, allowing pre-bend in a mast and facilitating the fitting of sails with a pre-cut curved luff for better sail shape, as well as offering reduced weight aloft. He went on to establish Ian Proctor Metal Masts Ltd., which soon came to dominate the market for small-boat spars, and was later incorporated into the Selden group, still a leading producer of spars.
Proctor went on to produce a number of dinghy designs in the 1950s but his most enduringly successful creation from that era was the Wayfarer dinghy, recently covered in this series. It was the boat used by Frank Dye for his epic crossings of the North Sea, and by Frank and his wife Margaret for extensive dinghy cruising. Margaret was later instrumental in encouraging Proctor to develop a smaller and lighter version of the Wayfarer, which led in 1965 to the design of the Wanderer.
Closely preceding the creation of the Wanderer however, was that of the one-design boat that later became known as the Topper, an 11 foot single handed single sailed dinghy. Initially produced conventionally in glassfibre, in the mid 1970s the design came to be the first dinghy to be manufactured in injection moulded plastic, when sales took off. Although the Topper shares many characteristics with the Laser (also recently a Featured Boat) such as a shallow easily self-draining cockpit well, an unstayed mast and a single sleeved sail, it is much less demanding of its helm, requires less strength, and is more suitable for younger less experienced sailors, as well as being considerably cheaper. Around 50,000 Toppers have now been produced and are to be found in use in very many sailing schools, often alongside Wayfarers, though the design has not achieved either comparable overall sales or the same geographical spread as the Laser.
Despite his many successes Proctor also experienced disappointments. His Osprey design lost out to the Flying Dutchman in the competition to be the two handed dinghy class for the 1960 Olympics. Later, Proctor’s design of the two man keelboat, the Tempest, easily beat all competition for the introduction of a new Olympic keelboat to replace the ageing Star class, but despite the Tempest featuring in both the 1972 and 1976 games, for reasons that remain unclear the choice was made to revert to the Star from 1980 onwards.
Although better known for his dinghy designs and metal masts, Ian Proctor was also responsible for the design of several small cruisers beginning with the wooden Seagull 18, followed by the Seamew at 22 feet, and later by the still popular Nimrod, Pirate, Prelude, and Eclipse designs.
Ian Proctor died in 1992, poignantly while helping to launch a Wayfarer dinghy from the beach at Hayling Island in a world championship series.
TEIGN C Damen Stan 1405
IMO: - N/A
MMSI: 235082804
Call Sign: MWBM9
AIS Vessel Type: Dredger
GENERAL
DAMEN YARD NUMBER: 503705
Avelingen-West 20
4202 MS Gorinchem
The Netherlands
Phone: +31 (0)183 63 99 11
info@damen.com
DELIVERY DATE August 2001
BASIC FUNCTIONS Towing, mooring, pushing and dredging operations
FLAG United Kingdom [GB]
OWNED Teignmouth Harbour Commission
CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch
DIMENSIONS
LENGTH 14.40 m
BEAM 4.73 m
DEPTH AT SIDES 205 m
DRAUGHT AFT 171 m
DISPLACEMENT 48 ton
TANK CAPACITIES
Fuel oil 6.9 m³
PERFORMANCES (TRIALS)
BOLLARD PULL AHEAD 8.0 ton
SPEED 9.8 knots
PROPULSION SYSTEM
MAIN ENGINE 2x Caterpillar 3406C TA/A
TOTAL POWER 477 bmW (640i hp) at 1800 rpm
GEARBOX 2x Twin Disc MG 5091/3.82:1
PROPELLERS Bronze fixed pitch propeller
KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings
ENGINE CONTROL Kobelt
STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator
AUXILIARY EQUIPMENT
BILGE PUMP Sterling SIH 20, 32 m/hr
BATTERY SETS 2x 24V, 200 Ah + change over facility
COOLING SYSTEM Closed cooling system
ALARM SYSTEM Engines, gearboxes and bilge alarms
FRESH WATER PRESSURE SET Speck 24V
DECK LAY-OUT
ANCHORS 2x 48 kg Pool (HHP)
CHAIN 70 m, Ø 13mm, shortlink U2
ANCHOR WINCH Hand-operated
TOWING HOOK Mampaey, 15.3 ton SWL
COUPLING WINCH
PUSHBOW Cylindrical nubber fender Ø 380 mm
ACCOMMODATION
The wheelhouse ceiling and sides are insulated with mineral wool and
panelled. The wheelhouse floor is covered with rubber/synthetic floor
covering, make Bolidt, color blue The wheelhouse has one
helmsman seat, a bench and table with chair Below deck two berths, a
kitchen unit and a toilet space are arranged.
NAUTICAL AND COMMUNICATION EQUIPMENT
SEARCHLIGHT Den Haan 170 W 24 V
VHF RADIO Sailor RT 2048 25 W
NAVIGATION Navigation lights incl towing and pilot lights
Teignmouth Harbour Commission
The Harbour Commission is a Trust Port created by Statute.
The principal Order is the Teignmouth Harbour Order 1924
as amended by the Teignmouth Harbour Revision Order 2003
Tynemouth's Severn class lifeboat RNLB Osier RNLI 17-34 moored at Lowestoft lifeboat station where she made an overnight stop during a voyage originating from Poole and ending at Hartlepool.
The Tyne Lifeboat Society established a station in 1790 with the lifeboat Original, the first purpose built lifeboat in the world, although in 1786 a coble converted into a boat for life-saving by Lionel Lukin, the London coachbuilder, was stationed at Bamburgh. The Tyne Lifeboat Society remained independent of the RNLI, but in 1862 the RNLI established its own station at Tynemouth.
Tynemouth station’s crews have been awarded 22 medals for gallantry, 2 Gold, 15 Silver and 5 Bronze.
1829 - Silver Medal awarded to Henry Strachan, a pilot, for rescuing a crew of five on 1st. December 1828. A tide surveyor and four men who had been upset in the River Tyne at Newcastle in a Custom House boat would certainly have perished had not Mr. Strachan and his son gone to their assistance in a boat not exceeding 14ft. long.
1832 - Silver Medal awarded to William Tully, a pilot, for rescuing the Master and two seamen from the sloop Friendship wrecked off Spanish Battery, near Shields Harbour on 16th. September 1830. Mr. Tully with three other men tried to reach the casualty in a coble but it was impossible in the high seas, he landed from his boat and swam from rock to rock until he could throw a rope to the vessel which made it possible to save the Master and two seamen.
1839 - Silver Medal awarded to T. Thorp, storekeeper of the rockets, for rescuing by Dennett’s Rockets the Master and 10 seamen of the ship Progress that was stranded on 12th. March 1839.
1843 - Silver Medal awarded to John Cunningham for rescuing by rocket line an apprentice from the Constantia that was wrecked at Tynemouth on 23rd. January 1843.
1846 - The Tyne Lifeboat Society lifeboat Providence capsized on 4th. December whilst on service to the brig Betsy with the loss of 20 of her crew. They were Cox Launcelot Burn, John Bone, John Burn (Snr), John Burn (Jnr), John Donkin, Robert Donkin, John Marshall, Thomas Marshall, James Matson, John Phillips, Ralph Phillips, William Purvis, Ralph Shotton, William Smith, George Tindall, George Tinmouth, James Wright, John Wright, Henry Young and James Young.
1851 - Silver Medal awarded to William Wheeler, a pilot. Whilst piloting the Danish brig Margaretta up the Thames, Mr. Wheeler saw two of her crew thrown into the river from the ship’s boat. He immediately leaped over the vessel’s bows and managed to save one of them. The Committee also took into consideration Wheeler’s action in saving four of the crew of the brig Percy of Sunderland wrecked on the rocks close under Tynemouth Castle about three year before.
1864 - Silver Medal awarded to Lawrence Byrne, a coastguard, in recognition of his gallantry and perseverance when on 24th. November 1864 the schooner Friendship and the steamer Stanley found themselves in difficulties in gale force winds off Tynemouth Point. Both vessels were driven onto the rocks with waves breaking over them. Mr. Byrne set up rocket apparatus on the shore and managed to establish contact with the steamer and saved 38 people. In a simultaneous attempt by the lifeboat Constance, four of her crew were washed out and two, James Grant and Edmund Robson, were drowned.
1872 - On 17th. December 1872 members of the T.V.L.B. and coastguards were attempting to rescue the crew of the barque Consul which was attempting to enter the Tyne in severe weather. The barque struck a pier and within 15 minutes was reduced to matchwood. The rescuers on the pier managed to save some of her crew, but during the attempt it was believed that one rescuer had been washed away by the sea. A subsequent search found the body of Robert Thirlway Arkley. Mr Arkley, a customs officer, was not only a member of the TVLB but also an RNLI crew member.
1872 - On 18th. December 1872, the independent lifeboat society’s lifeboat Northumberland, was struck by a large wave whilst attempting to reach the brig Gleaner which was in distress on the bar in severe weather. James Watson and John Wheatley were two of the seven lifeboat crew who ended up in the water, but were unfortunately washed away and drowned. Their five companions were safely recovered.
1886 - Silver Medal awarded to Coxswain James Gilbert in recognition of his long and valuable service.
1898 - Silver Second-Service Clasp awarded to James Gilbert on his retirement as coxswain.
1905 - Tynemouth was the station at which the RNLI placed its first experimental motor lifeboat in 1905 under the supervision of Lt. H. E. Burton, RE, afterwards Major Burton.
1913 - Silver Medals awarded to Captain H. E. Burton, Coxswain Robert Smith (and Coxswain Anthony Nixon of the Cambois lifeboat) for the part they played in rescuing the crew of the Dunelm, wrecked off Blyth on 11th. January 1913. The Blyth lifeboat was unable to get out of the harbour. The Tynemouth lifeboat arrived just as the last man was being rescued by the rocket apparatus. Gold Medals and watches presented to each member of the crew on behalf of the public in the locality.
1914 - Gold Medals to Captain H. E. Burton and Coxswain Robert Smith, and Silver Medals to Second Coxswain James Brownlee and Lt. Basil Hall, Lifeboat Inspector, for rescuing the last 50 survivors from the hospital ship Rohilla that at 4 am in a terrific east-south-easterly gale ran on to a dangerous reef at Saltwick Nab on 31st. October/1st. November. The lifeboat battled 45 miles down an unlit coast against the gale and took nine hours to reach the wreck near Whitby.
1915 - When the RNLI's medals, two Gold and two Silver for the Rohilla service were presented, the Tynemouth Trust gave special Gold Medals to all 12 in the lifeboat on this occasion.
1916 - Silver Second-Service clasps awarded to Coxswain Robert Smith and Second Coxswain James Brownlee for the rescue of 16 people, in a dangerous operation, from the S.S. Muristan on 21st. November after she ran ashore on 19th. November 1916.
1916 - Major Burton awarded the American Cross of Honour for services and good seamanship, and of taking charge of the lifeboat when the Rohilla was wrecked on 31st. October 1914.
1918 - H.M. King of Norway awarded a Silver Cup to the coxswain and Silver Medals to the crew in recognition for rescuing the 118 crew and passengers from the Norwegian S.S. Bessheim on 19th. November 1916. Medals were also awarded to the crew of the private lifeboat Tom Perry.
1926 - Bronze Medal awarded to Ordinary Seaman Michael Campbell R.N.V.R. in recognition of his gallant conduct in plunging into the river and at great personal risk rescued a man who had been thrown into the water when his boat had capsized near the coble landing on 8th. August 1926.
1941 - Bronze Medals awarded to Edward Selby Davidson, Honorary Secretary of the Tynemouth Branch, and to Coxswain George Lisle in recognition of their gallant conduct in the rescue in two trips of 22 of the crew of the Norwegian motor vessel Oslo Fjord which was ashore south of the Tyne in a strong north-north-easterly wind with a very heavy swell on 8th. December 1940.
1941 - The lifeboat station was destroyed by enemy action in April but was re-opened six months later.
1959 - The Morley Medal of the Outward Bound Trust was awarded to crewman Kenneth Smith.
1959 - Robert Rutherford, a member of the lifeboat crew and also a Police Constable, awarded the Royal Humane Society's Testimonial on Parchment for the part he played in rescuing an elderly man from the icy waters of the Tyne at North Shields in January.
1962 - On 16th. September the Duchess of Northumberland unveiled a stained glass window in the Seamen's Chapel of Christ Church, North Shields, to commemorate the Centenary of the Tynemouth lifeboat station. The window, which was given by the coxswain and crew, incorporated a picture of the lifeboat named Original which was built on Tyneside and was the world's first boat to be designed from the outset as a lifeboat.
1962 - On 22th. September the Duke of Northumberland, the Institution's Treasurer, presented to the station a certificate on Vellum to commemorate the centenary.
1974 - Bronze Medals to crew members Trevor Fryer and Frederick Arkley in recognition of the courage and determination displayed by them when the inshore lifeboat rescued the crew of three and a boy from the tug Northsider which had been driven onto the Black Midden Rocks in a strong easterly wind and a rough sea on 10th. March 1974.
1982 - The Thanks of the Institution inscribed on Vellum accorded to Helmsman Trevor Fryer in recognition of his determination and seamanship when nine people were rescued by the D class lifeboat from the vessel Blue Fin in a strong northerly wind and rough breaking seas on 11th. April.
1986 - Silver Medal awarded to Coxswain John Hogg in recognition of the courage, determination and seamanship displayed by him when the lifeboat rescued the crew of three of the fishing vessel La Morlaye in an east-south-easterly gale and heavy, breaking seas on 15th. April 1986.
1998 - A Letter of Thanks signed by the Chairman presented to Coxswain Martin Kenny together with a collective Letter of Thanks signed by the Chairman presented to crew member Edwin Chapple, Assistant Mechanic Geoffrey Cowan, Mechanic Kevin Mole, crew member Michael Nugent for the service to the yacht Signature on 3rd. April.
2003 - A Framed Letter of Thanks signed by the Chairman of the Institution presented to Helmsman Kevin Mole for saving the lives of two youths who were cut off by the tide a Frenchman’s Bay. The lifeboat had to be veered down amongst rocks with breaking waves over two metres high, on a lee shore against a sheer cliff face.
This picture considers a simple quasi-adaptive constrained control strategy that can be used for fin, rudder, or combined fin-rudder stabilizers. The strategy estimates the parameters of a linear output disturbance model for the wave induced roll motion using roll and roll rate measurements taken before closing the control loop. This model is then used to implement a constrained predictive control strategy. The strategy can thus be adaptive with respect to changes in the sea state and sailing conditions. The work also explores the benefit of penalizing roll accelerations as well as roll angle in the associated cost.In a previous work, we have proposed the use of constrained model predictive control (MPC) to
address the control system design problem forfin and/or rudder-based stabilizers- see Perez etal. (2000) and Perez and Goodwin (2003). This approach offers a unified framework for minimizing the impact of roll motion on ship performance,handling input and output constraints and
also provides a means for implementing adaptive
strategies.In order to implement the proposed MPC strategy,
two models are necessary: a model describing the dynamic behavior of ship motion due to control action (rudder and/or fins) and a model describing the wave induced roll motion. The first model can be obtained using system identification
techniques together with tests performed in calm waters-see, for example, Zhou et al. (1994). This model should be updated for different ship speeds. The wave induced roll motion can be modelled using a second order shaping filter, which is then
used to predict the wave induced roll motion in the MPC Formulation. This model cannot be es timated before hand since it depends on the sea state and sailing conditions (speed and encounter angle.) Adaptation is necessary.
The purpose of this paper is twofold. First, to propose a simple way to estimate the parameters of the wave-induced roll model; and thus, extend our previous work. Second, to incorporate a penalty on the roll acceleration in the associated cost. The effect of roll acceleration on ship performance has long been recognized in the naval
environment (Warhurst, 1969). Nonetheless, direct roll acceleration reduction has often been omitted from
stabilizer control system design in literature and
reported practical implementations. is shown in Figure 1. Because the control will be ultimately implemented on a computer, we will adopt a discrete-time framework to describe the models and control system design problem.
In many business organizations, there is still much confusion about the role of strategic brand development and brand management and who within the organization should lead it.
Brand strategy and brand management is too important to be left to marketing people. That’s my spin on the famous David Packard quote (as in Hewlett Packard) about marketing being too important an activity to the well-being of a business enterprise to be left in the hands of marketing people alone.
Business leaders have notoriously looked at marketing with a critical eye. Marketing is not a “hard discipline” like engineering, sales and finance. Business leaders love quantified activities that facilitate a predictable return. Marketing doesn’t provide predictable returns. And in today’s social media, permission and privacy driven world, marketing is even more suspect by consumers. Customers want real, authentic connections and engagement to brands, not more marketing and selling. Brand strategy and brand management is not a sub-discipline of marketing. As brand strategy and brand management becomes more essential for marketplace success, enlightened business leaders have moved it further away (and upstream) from the core competencies within marketing organizations. Yet for many organizations, brand strategy and brand management is an activity mostly managed within the marketing discipline. Consequently everybody in the marketing profession does “branding” these days. Branding gets bundled into a plethora of tactical marketing activities like PR, advertising, social media, sales promotion, packaging and marketing communications. Brand strategy and brand management is not marketing, advertising or communications. This by no means diminishes the essential role of marketing for creating awareness and demand. Brand strategy and brand management is not about creating awareness, it’s about guiding the quality and relevance of organizational behavior in serving a specific group of customers/consumers. It’s a more sacred and strategic process defining the who, the what, and why an organization or a product exists in the first place – beyond money making. Brand strategy and brand management is about the soul of the thing–the intangible, the unseen, the meaning rather than the physical. Brands make promises to people. Break the sacred promise and no amount of clever marketing will rebuild lost trust. Just ask Netflix or Tropicana what can happen to your business when the bonds of trust breaks. The value of brands lies in the perception customers have in their minds about what makes a brand matter to them. To matter nowadays, requires brands build deeply rooted emotional connections and never fail to deliver on the promise. The discipline of brand strategy and brand management is centered in creating a set of unchanging, universal principles that guides the behavior of organizations and the products they bring to the marketplace over the life of the enterprise. It’s not about informing the next advertising campaign. Brand strategy and brand management is a top down discipline. The principles that guide the strategy and management of a brand have to be driven by the leadership of the organization. Brand leadership begins with business leadership. Business strategy informs brand strategy which, in turn, informs marketing tactics. When marketing organizations (or worse their advertising agencies) attempt to define and lead brand strategy, it becomes more marketing. Consumers / customers loathe marketing. Marketing now gets in the way of real engagement with a brand. Marketing needs to be baked into brand strategy, not the other way around. Business leaders must drive brand strategy. Leaders determine the higher purpose, vision and values of the business enterprise, not their marketing organizations. Consequently, when leaders have clarity on “why” their brand exists, it’s much easier and more effective to weave the elements of brand strategy into the fabric of the organizational culture and guide the behavior of the organization at every customer touch point in the value chain. Brand strategy and brand management is internal, marketing is external. Brand strategy informs everyone within the organization why they exist and matter to people, what values they share, what markets they serve, what products they innovate and bring to market, what processes they use, and what experiences they are to create for customers and the community at large. Without this solid foundation firmly established, marketing organizations (and their agency partners) have nothing to go on – no map, no guidance, and no discipline – an aimless ship adrift without a rudder. Brand strategy and brand management is the rudder that steers the ship. This today's picture continues to have to make do with fewer resources to accomplish more
objectives. Competition for scare resources is an annual statistic challenge. To work without an effective formal strategy is to sail without a rudder :) A rudder is a primary control surface used to steer a ship, boat, submarine, hovercraft, aircraft, or other conveyance that moves through a fluid medium (generally air or water). On an aircraft the rudder is used primarily to counter adverse yaw and p-factor and is not the primary control used to turn the airplane. A rudder operates by redirecting the fluid past the hull (watercraft) or fuselage, thus imparting a turning or yawing motion to the craft. In basic form, a rudder is a flat plane or sheet of material attached with hinges to the craft's stern, tail, or after end. Often rudders are shaped so as to minimize hydrodynamic or aerodynamic drag. On simple watercraft, a tiller—essentially, a stick or pole acting as a lever arm—may be attached to the top of the rudder to allow it to be turned by a helmsman. In larger vessels, cables, pushrods, or hydraulics may be used to link rudders to steering wheels. In typical aircraft, the rudder is operated by pedals via mechanical linkages or hydraulics.
Chinese naval developments occurred far earlier than similar western technology.
The first recorded use of rudder technology in the West was in 1180. Chinese pottery models of sophisticated slung axial rudders (enabling the rudder to be lifted in shallow waters) dating from the 1st century have been found. Early rudder technology (c 100 AD) also included the easier to use balanced rudder (where part of the blade was in front of the steering post), first adopted by England in 1843 – some 1700 years later. In another naval development, fenestrated rudders were common on Chinese ships by the 13th century which were not introduced to the west until 1901. Fenestration is the adding of holes to the rudder where it does not affect the steering, yet make the rudder easy to turn. This innovation finally enabled European torpedo boats to use their rudders while traveling at high speed (about 30 knots).Junks employed stern-mounted rudders centuries before their adoption in the West for the simple reason that Western hull forms, with their pointed sterns, obviated a centreline steering system until technical developments in Scandinavia created the first, iron mounted, pintle and gudgeon 'barn door' western examples in the early 12th century CE. A second reason for this slow development was that the side rudders in use were, contrary to a lot of very ill-informed opinion, extremely efficient.[17] Thus the junk rudder's origin, form and construction was completely different in that it was the development of a centrally mounted stern steering oar, examples of which can also be seen in Middle Kingdom (c.2050-1800 BCE) Egyptian river vessels. It was an innovation which permitted the steering of large ships and due to its design allowed height adjustment according to the depth of the water and to avoid serious damage should the junk ground. A sizable junk can have a rudder that needed up to twenty members of the crew to control in strong weather. In addition to using the sail plan to balance the junk and take the strain off the hard to operate and mechanically weakly attached rudder, some junks were also equipped with leeboards or dagger boards. The world's oldest known depiction of a stern-mounted rudder can be seen on a pottery model of a junk dating from before the 1st century AD,though some scholars think this may be a steering oar - a possible interpretation given that the model is of a river boat that was probably towed or poled. From sometime in the 13th to 15th centuries, many junks began incorporating "fenestrated" rudders (rudders with large diamond-shaped holes in them), probably adopted to lessen the force needed to direct the steering of the rudder. The rudder is reported to be the strongest part of the junk. In the Tiangong Kaiwu "Exploitation of the Works of Nature" (1637), Song Yingxing wrote, "The rudder-post is made of elm, or else of langmu or of zhumu." The Ming author also applauds the strength of the langmu wood as "if one could use a single silk thread to hoist a thousand jun or sustain the weight of a mountain landslide."
Generally, a rudder is "part of the steering apparatus of a boat or ship that is fastened outside the hull", that is denoting all different types of oars, paddles, and rudders.[1] More specifically, the steering gear of ancient vessels can be classified into side-rudders and stern-mounted rudders, depending on their location on the ship. A third term, steering oar, can denote both types. In a Mediterranean context, side-rudders are more specifically called quarter-rudders as the later term designates more exactly the place where the rudder was mounted. Stern-mounted rudders are uniformly suspended at the back of the ship in a central position.
Although Lawrence Mott in his comprehensive treatment of the history of the rudder,Timothy Runyan,the Encyclopædia Britannica, and The Concise Oxford Dictionary of English Etymology classify a steering oar as a rudder, Joseph Needham, Lefèbre des Noëttes, K.S. Tom, Chung Chee Kit, S.A.M. Adshead, John K. Fairbank, Merle Goldman, Frank Ross, and Leo Block state that the steering oar used in ancient Egypt and Rome was not a true rudder and define stern-mounted rudder used in China as the true rudder;the steering oar has the capacity to interfere with handling of the sails (limiting any potential for long ocean-going voyages) while it was fit more for small vessels on narrow, rapid-water transport; the rudder did not disturb the handling of the sails, took less energy to operate by its helmsman, was better fit for larger vessels on ocean-going travel, and first appeared in ancient China during the 1st century AD.In regards to the ancient Phoenician (1550–300 BC) use of the steering oar without a rudder in the Mediterranean, Leo Block (2003) writes: A single sail tends to turn a vessel in an upwind or downwind direction, and rudder action is required to steer a straight course. A steering oar was used at this time because the rudder had not yet been invented. With a single sail, a frequent movement of the steering oar was required to steer a straight course; this slowed down the vessel because a steering oar (or rudder) course correction acts like a brake. The second sail, located forward, could be trimmed to offset the turning tendency of the main sail and minimize the need for course corrections by the steering oar, which would have substantially improved sail performance.
The steering oar or steering board is an oversized oar or board to control the direction of a ship or other watercraft prior to the invention of the rudder. It is normally attached to the starboard side in larger vessels, though in smaller ones it is rarely, if ever, attached. Stern-mounted steering oar of an Egyptian riverboat depicted in the Tomb of Menna (c. 1422-1411 BC) Rowing oars set aside for steering appeared on large Egyptian vessels long before the time of Menes (3100 BC). In the Old Kingdom (2686 BC-2134 BC) as much as five steering oars are found on each side of passenger boats. The tiller, at first a small pin run through the stock of the steering oar, can be traced to the fifth dynasty (2504–2347 BC).Both the tiller and the introduction of an upright steering post abaft reduced the usual number of necessary steering oars to one each side.[18] Apart from side-rudders, single rudders put on the stern can be found in a number of tomb models of the time, particularly during the Middle Kingdom when tomb reliefs suggests them commonly employed in Nile navigation. The first literary reference appears in the works of the Greek historian Herodot (484-424 BC), who had spent several months in Egypt: "They make one rudder, and this is thrust through the keel", probably meaning the crotch at the end of the keel (see right pic "Tomb of Menna"). In Iran, oars mounted on the side of ships for steering are documented from the 3rd millennium BCE in artwork, wooden models, and even remnants of actual boats. Steering oar of a Roman boat, 1st century AD (RG-Museum, Cologne). Roman navigation used sexillie quarter steering oars which went in the Mediterranean through a long period of constant refinement and improvement, so that by Roman times ancient vessels reached extraordinary sizes.The strength of the steering oar lay in its combination of effectiveness, adaptability and simpleness. Roman quarter steering oar mounting systems survived mostly intact through the medieval period. By the first half of the 1st century AD, steering gear mounted on the stern were also quite common in Roman river and harbour craft as proved from reliefs and archaeological finds (Zwammderdam, Woerden 7). A tomb plaque of Hadrianic age shows a harbour tug boat in Ostia with a long stern-mounted oar for better leverage. Interestingly, the boat already featured a spritsail, adding to the mobility of the harbour vessel.[26] Further attested Roman uses of stern-mounted steering oars includes barges under tow, transport ships for wine casks, and diverse other ship types. Also, the well-known Zwammerdam find, a large river barge at the mouth of the Rhine, featured a large steering gear mounted on the stern.[30][31] According to new research, the advanced Nemi ships, the palace barges of emperor Caligula (37-41 AD), may have featured 14 m long rudders.
An Eastern Han (25–220 AD) Chinese pottery boat fit for riverine and maritime sea travel, with an anchor at the bow, a steering rudder at the stern, roofed compartments with windows and doors, and miniature sailors. An early Song Dynasty (960–1279) painting on silk of two Chinese cargo ships accompanied by a smaller boat, by Guo Zhongshu (c. 910–977 AD); notice the large sternpost-mounted rudder on the ship shown in the foreground The world's oldest known depiction of a sternpost-mounted rudder can be seen on a pottery model of a Chinese junk dating from the 1st century AD during the Han Dynasty, predating their appearance in the West by a thousand years.[7][10][33] In China, miniature models of ships that feature steering oars have been dated to the Zhou Dynasty (c. 1050–256 BC).[7] Sternpost-mounted rudders started to appear on Chinese ship models starting in the 1st century AD.[7] However, the Chinese continued to use the steering oar long after they invented the rudder, since the steering oar still had limited practical use for inland rapid-river travel.[10] One of oldest known depiction of a stern-mounted rudder in China can be seen on a 2-foot-long tomb pottery model of a junk dating from the 1st century AD, during the Han Dynasty (202 BC-220 AD).[8][34] It was discovered in Guangzhou in an archaeological excavation carried out by the Guangdong Provincial Museum and Academia Sinica of Taiwan in 1958. Within decades, several other Han Dynasty ship models featuring rudders were found in archaeological excavations. The first solid written reference to the use of a rudder without a steering oar dates to the 5th century.
Chinese rudders were not supported by pintle-and-gudgeon as in the Western tradition; rather, they were attached to the hull by means of wooden jaws or sockets, while typically larger ones were suspended from above by a rope tackle system so that they could be raised or lowered into the water.[36] Also, many junks incorporated "fenestrated rudders" (rudders with holes in them, supposedly allowing for better control). Detailed descriptions of Chinese junks during the Middle Ages are known from various travellers to China, such as Ibn Battuta of Tangier, Morocco and Marco Polo of Venice, Italy. The later Chinese encyclopedist Song Yingxing (1587–1666) and the 17th-century European traveler Louis Lecomte wrote of the junk design and its use of the rudder with enthusiasm and admiration. Pottery boat from Eastern Han Dynasty showing rudder Paul Johnstone and Sean McGrail state that the Chinese invented the "median, vertical and axial" sternpost-mounted rudder, and that such a kind of rudder preceded the pintle-and-gudgeon rudder found in the West by roughly a millennium.[33] However, Lawrence Mott points out that the method of mounting steering gear from the stern was well known in Mediterranean navigation by the time the practice appeared in Chinese ships.
Arab ships also used a sternpost-mounted rudder.On their ships "the rudder is controlled by two lines, each attached to a crosspiece mounted on the rudder head perpendicular to the plane of the rudder blade."The earliest evidence comes from the Ahsan al-Taqasim fi Marifat al-Aqalim ('The Best Divisions for the Classification of Regions') written by al-Muqaddasi in 985: The captain from the crow's nest carefully observes the sea. When a rock is espied, he shouts: "Starboard!" or 'Port!" Two youths, posted there, repeat the cry. The helmsman, with two ropes in his hand, when he hears the calls tugs one or the other to the right or left. If great care is not taken, the ship strikes the rocks and is wrecked.
Pintle-and-gudgeon rudder of the Hanseatic league flagship Adler von Lübeck (1567–1581), the largest ship in the world at its time. Oars mounted on the side of ships evolved into quarter rudders, which were used from antiquity until the end of the Middle Ages in Europe. As the size of ships and the height of the freeboards increased, quarter-rudders became unwieldy and were replaced by the more sturdy stern-mounted rudders with pintle and gudgeon attachment. While stern-mounted rudders were found in Europe on a wide range of vessels since Roman times, including light war galleys in Mediterranean, the oldest known depiction of a pintle-and-gudgeon rudder can be found on church carvings of Zedelgem and Winchester dating to around 1180. A ship's rudder carved in oak, 15th century, Bere Ferrers church, Devon. Heraldic badge of Cheyne and Willoughby families
Historically, the radical concept of the medieval pintle-and-gudgeon rudder did not come as a single invention into being. It presented rather a combination of ideas which each had been long around before: rudders mounted on the stern, iron hinges and the straight sternpost of northern European ships. While earlier rudders were mounted on the stern by the way of rudderposts or tackles, the iron hinges allowed for the first time to attach the rudder to the entire length of the sternpost in a really permanent fashion. However, its full potential could only to be realized after the introduction of the vertical sternpost and the full-rigged ship in the 14th century. From the age of discovery onwards, European ships with pintle-and-gudgeon rudders sailed successfully on all seven seas. Many historians' consensus considered the technology of stern-mounted rudder in Europe and Islam World, which was introduced by travelers in the Middle Ages, was transferred from China. However, Lawrence Mott in his master thesis stated that the method of attachment for rudders in the Chinese and European worlds differed from each other, leading him to doubt the spread of the Chinese system of attachment
Boat rudders may be either outboard or inboard. Outboard rudders are hung on the stern or transom. Inboard rudders are hung from a keel or skeg and are thus fully submerged beneath the hull, connected to the steering mechanism by a rudder post which comes up through the hull to deck level, often into a cockpit. Inboard keel hung rudders (which are a continuation of the aft trailing edge of the full keel) are traditionally deemed the most damage resistant rudders for off shore sailing. Better performance with faster handling characteristics can be provided by skeg hung rudders on boats with smaller fin keels. Rudder post and mast placement defines the difference between a ketch and a yawl, as these two-masted vessels are similar. Yawls are defined as having the mizzen mast abaft (i.e. "aft of") the rudder post; ketches are defined as having the mizzen mast forward of the rudder post. Small boat rudders that can be steered more or less perpendicular to the hull's longitudinal axis make effective brakes when pushed "hard over." However, terms such as "hard over," "hard to starboard," etc. signify a maximum-rate turn for larger vessels. Transom hung rudders or far aft mounted fin rudders generate greater moment and faster turning than more forward mounted keel hung rudders.
There is also the barrel type rudder where the ships screw is enclosed and can be swiveled to steer the vessel. Designers claim that this type of rudder on a smaller vessel will answer the helm faster.
I was on the opposite end of the boat when I took this, and there were quite a few people between us, so he may have been unaware I had the camera aimed his way.
Cape Sounion (Modern Greek: Aκρωτήριο Σούνιο - Akrotírio Soúnio; Ancient Greek: Άκρον Σούνιον - Άkron Soúnion; Latin: Sunium promonturium; Venetian: Capo Colonne - "Cape of Columns") is a promontory located 69 km (43 mi, by road) SSE of Athens, at the southernmost tip of the Attica peninsula in Greece.
Cape Sounion is noted as the site of ruins of an ancient Greek temple of Poseidon, the god of the sea in classical mythology. The remains are perched on the headland, surrounded on three sides by the sea. The ruins bear the deeply engraved name of English Romantic poet Lord Byron (1788 - 1824).
The site is a popular day-excursion for tourists from Athens, with sunset over the Aegean Sea, as viewed from the ruins, a sought-after spectacle.
According to legend, Cape Sounion is the spot where Aegeus, king of Athens, leapt to his death off the cliff, thus giving his name to the Aegean Sea. The story goes that Aegeus, anxiously looking out from Sounion, despaired when he saw a black sail on his son Theseus 's ship, returning from Crete. This led him to believe that his son had been killed in his contest with the dreaded Minotaur, a monster that was half man and half bull. The Minotaur was confined by its owner, King Minos of Crete, in a specially designed labyrinth. Every year, the Athenians were forced to send 7 boys and 7 girls to Minos as tribute. These youths were placed in the labyrinth to be devoured by the Minotaur. Theseus had volunteered to go with the third tribute and attempt to slay the beast. He had agreed with his father that if he survived the contest, he would hoist a white sail. In fact, Theseus had overcome and slain the Minotaur, but tragically had simply forgotten about the white sail.
The earliest literary reference to Sounion is in Homer 's poem the Odyssey, probably composed in the 8th century B.C. This recounts the mythical tribulations suffered by Greek hero Odysseus in a gruelling 10-year sea-voyage to return to his native island, Ithaca in the Ionian sea, from the sack of Troy. This ordeal was supposedly inflicted upon him by Poseidon, to whom the temple at Sounion was dedicated.
We are told that, as the various Greek commanders sailed back from Troy, the helmsman of King Menelaos of Sparta 's ship died at his post while rounding "holy Sounion, cape of Athens". Menelaos landed at Sounion to give his companion full funeral honours (i.e. cremation on a funeral pyre on the beach). The Greek ships were then caught by a storm off Cape Malea and scattered in all directions.
Odysseus' ship was blown far off course, to the land of the lotus-eaters, believed to be an island off the north African coast (possibly Djerba, Tunisia). From there he sailed to the land of the Cyclops (one-eyed giants), where he and his surviving men were captured by Polyphemus, a cyclops who was the son of Poseidon by a nymph. Polyphemus was a cannibal, who proceeded to eat one of Odysseus' companions for dinner every day. But Odysseus and his remaining men succeeded in escaping by spearing Polyphemus' single eye and then hiding under his sheep when they went out to graze. They evaded the other Cyclopes, reached their beached ship and put to sea. But the blinded Polyphemus' plight incurred the implacable fury of his father Poseidon. The sea-god wanted to kill Odysseus, but was forbidden to do so by Zeus, the supreme god, in response to urgent pleas from his daughter the goddess Athena, whose protégé and favourite Odysseus was. Instead, Poseidon resolved to prevent Odysseus from ever returning home.
Source: en.wikipedia.org/wiki/Sounion
We joined the crowds on the riverbank for the Duan Wu (Opening of the Fifth [month]) Festival, with Zongzi and Dragon-boat racing.
Hamburg, Blankenese, …give nature, bees, insects etc. a chance, …give us a chance.
The formerly fishing village along the Elbe River in the western part of Hamburg has a long history, the name “Blankenese” comes from the Low German dialect “Blanc Ness”, meaning white promontory in the Elbe River.
The stunning views from the river-facing famous stairs-quarter of Blankenese have resulted in highly desirable properties & expensive real estate prices owned in the past by ship-owners, captains & helmsman, although most of the ship-owners resided along the “Elbchausse”, the road along above the River, starting at the Hamburg Harbour Area & ending in via Blankenese in Rissen.
The domiciles at the pedestrian-only labyrinth of the 58 stairs at the up to over 70 m high hillside, with a total of officially 4864 steps, are owned today by anyone who can afford it, not actually only moneywise, …more because you need the guts to carry everything over the stairs, food, beverage, garbage, furniture, babies, elderly people etc. etc. by hand up or down, which is especially tough in wintertime or by rain.
From spring to autumn the "Treppenviertel" is one of tourist favoured sightseeing point, with a few small cafés with home-made pastries & the restaurants along the river bank.
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05/11/2006, return leg of vessel's Maiden Voyage - first call at the Port of Felixstowe, England.
The helmsman's steering position; with the ship's wheel, the rudder position and compass indicators, in the fully enclosed navigation bridge.
Keel laid on 20/01/2006, launched on 18/05/2006, and completed on 31/08/2006, by Odense Staalskibsværft A/S, Lindø, Denmark (203)
170,794 g.t., 156,907 dwt., & 15,500 teu as:
'Emma Maersk'.
Taken in Winchester's Winnall Moors Nature Reserve, a Mute Swan on a branch of the River Itchen, behind the swan is one of those little channels that were dug by people like Connell O' Scroggins (See his story below).
Connoll O’ Scroggins
Due to the potato famine 1n the mid 1800s the O’ Scroggins family were forced to abandon their kroft (The O’ Scroggins were never good at spelling!) in the Slieve Aught Mountains of Ireland, they had intended to emigrate to America, but, due to a mix up at the ferry terminal, they somehow ended up in Ryde on the Isle of Wight where Connoll O’ Scroggins was born in a shed used for storing potatoes near the ferry terminal in 1898.
As there was little work available on the Island young Connoll stowed away on the Red Mast Ferry to the mainland, hiding in a horse drawn cart full of Island grown potatoes, from which he was forcibly ejected by the driver when he was discovered just outside Winchester.
He found work as a navvy digging channels from the River Itchen in the Winchester area, (Which probably explains why there seem to be many little offshoots from the river leading no-where!, See above photo) and also earned a few shillings digging people’s gardens for them. The gardening enterprise gradually came to an end however as more and more of his customers started to wonder why their perfectly healthy potato plants failed to yield any potatoes.
In 1914 following the outbreak of the First World War local work for the navvies also became harder to get as many of them had either joined up or had gone to work in the construction battalions in France and no-one had much use for a single navvy.
In late 1914 Connell entered the Dolphin public house in Winchester where he met a recruiting Petty Officer from the Royal Navy and, after several free glasses of rum he made his mark on the recruiting form, having been assured that the Navy would provide him with more daily free rum and plenty of potatoes during his service.
Following a period of training Ordinary Seaman O’ Scroggins was posted to Portsmouth dockyard after showing a chronic lack of aptitude for seamanship and spent eighteen months happily peeling potatoes in the garrison cookhouse.
However giving someone a job which they enjoyed was a total anathema to the Royal Navy’s drafting department and in March 1916 O’Scroggins was posted to a destroyer based in Gutter Creek, in Scapa Flow with the Grand Fleet. As he soon proved totally useless in the engine room, completely incompetent at any form of duty on deck and a positive menace in the gunnery section he was employed in the galley where he was put to work in a small cubby below the companionway peeling potatoes.
He soon discovered that there was an unused space hidden behind a small hatch at the rear of his work area, through which passed several steam and water pipes. Being an inventive sort of chap he rapidly realised that here was an opportunity to supplement his pay and after some selective pilfering from the Chief Engineer’s stores and the engine room he got down to work in his off-duty hours
Using skills passed down by word of mouth through generations of O’ Scroggins he soon constructed a very effective (But extremely lethal) distillation contraption powered by high pressure steam and cooling water, tapped off the pipes passing through the compartment. Using the abundant potato peelings he produced during his working hours he refined a highly alcoholic spirit which he soon started selling to the other members of the lower deck.
The rust coloured spirit, with it’s slight subtle aftertaste of of steam coal became very popular and the sales increased as crews of the other ships in the destroyer flotilla became aware of it’s existence and O’ Scroggins managed to build up a nice amount in his bank account.
Unfortunately this all came to an abrupt end on the first of June 1916 at the Battle of Jutland when the destroyer’s helmsman misjudged a ten degree turn to port during the action, possibly because he had been steady imbibing from a hip flask full of O’ Scroggins Special Selection to ease his nerves at the shell fire.
As the destroyer tried to cope with the effect of the rudder suddenly being slammed hard to starboard at thirty knots she rolled almost onto her beam ends and Seaman O ‘Scroggins, hard at work peeling yet more potatoes at his action station next to the galley severely cut his hand with the potato knife as he was thrown across the compartment by the sudden roll.
The excessive roll also destroyed the still which exploded upwards, ripping its way out through the deck plates as icy cold seawater cascaded down the vent to the deck and came into contact with the part filled with superheated steam. As a result of the fractured piping and blazing spirit the galley and part of the lower deck had to be rapidly evacuated as high pressure steam started to roar into the space. Due to the extent of the damage it was thought that the ship had been hit by a shell from one of the German light cruisers and the remaining fragments of the still were assumed to be shell splinters.
After the damaged destroyer limped back to Scapa Flow a slightly scorched and scalded Connell O’ Scroggins was sent ashore to the Naval Hospital to have his severely lacerated right hand operated on and was sent home on leave with orders to report to the Royal Victoria Military Hospital in Netley a month later.
A further operation on the damaged tendons and nerves in his hand had little effect and Netley’s physio department eventually taught him how to peel potatoes left handed as an occupational therapy. However due to the huge influx of far more serious casualties from the Western Front the hospital had little time for relatively minor injuries and Seaman O’ Scroggins was virtually forgotten, as a man sitting in a corner of the huge kitchen peeling potatoes attracted little attention.
Netley Military hospital treated some 50,000 patients during the course of the First World War and somehow the records of Connell O’ Scroggins got lost or destroyed. Forgotten by the Royal Navy he remained at the hospital awaiting discharge and further orders, peeling potatoes and after a year or so he had also secretly constructed a second still in a building adjacent to the boiler room and was happily selling his ‘Patent medicine’ to both patients and staff.
Quite happy in his occupation the forgotten Ordinary Seaman O’ Scroggins remained at the Hospital throughout the peace that followed the armistice and all through Second World War until the building was finally closed in 1958. The hospital’s closure suddenly meant that Scroggins, now aged sixty found himself out of a job, potatoes and also homeless, so he reported to the manning office in Portsmouth Dockyard for a new posting.
His appearance, in his now extremely well worn and outdated uniform caused complete chaos which reached all the way to the Admiralty, and, after numerous enquiries and much head scratching it was decided that he should be awarded the promotions and medals which a rating of his length of service would have been awarded, along with a vast amount of back pay, he was then pensioned off as a Chief Petty Officer and given a place in a Royal Navy retirement home close to Southampton Water, where he would often sit in corner of the kitchen or on a stool outside on sunny days, happily peeling potatoes.
Ex-CPO O’ Scroggins peacefully passed away in December 2001 aged 103, his beloved potato knife still firmly gripped in his left hand and a large King Edward potato in his right.
Following his last wishes he was buried in the Haslar Royal Navy Cemetery with full military honours and a wreath of potato plants surrounding his battered cap atop his coffin.
The retirement home is still there and in use, although the Administrators occasionally report a strange smell of raw spirit, steam and coal wafting across the garden when the wind blows off the Solent, but as the elderly occupants of the home seem almost exceptionally happy, if slightly unsteady on their feet, they have decided to ignore the elusive smell and blame it on the oil refinery across the water at Fawley.
Looking aft over the port quarter of HMS Stubbington (M1204), a Ton-class minesweeper in the Royal Navy's Fishery Protection Squadron.
I took this shot whilst we were sailing north-east from Guersney towards Portsmouth, enduring a large quartering sea for most of the day from what at its peak was a Force 10 gale.
Being aboard such a small vessel (46.3m long, 8.5m beam and 2.4m draught, displacing 440 tons), the storm would have been exciting enough, but the reason we were in it in the first place was that we were in a race to reach the only available replacement engine as one of ours had already broken, and another Ton was also seeking the replacement. We got there first...
I recently discovered that in the journal I was required to keep at that time I made several entries about this voyage: our heaviest roll was up to 60˚. I can't remember the detail, but I think this probably occurred during the first change of helmsman, when the new man was not prepared for the impacts the ship was taking and we almost broached before the situation was recovered.
I also noted that at one point most of the ship's company were sitting on the deck in the wardroom flat (main deck level), all with their lifejackets and once-only survival suits to hand... Not sure whether this was a commentary on the decision to sail in the first place, their mate's bad driving, or genuine concern about whether we'd make it, but they were there for quite a while.
This photo was taken later in the trip when the weather was beginning to abate somewhat. On the stern can be seen an oropesa float and a couple of danbuoy reflectors, standard elements for our military role of minesweeper.
Off the coast of Avalonia, a small Elven patrol craft lazily plys the water, whilst the bored Peregrinus scouts stationed on the cliffs above shiver in the damp. "Damn, i wish i was back in Baqua", grumbles one, "This posting is a waste of time - only one black ship sighted so far, and that vanishing in these accursed mists."
Suddenly there is a panicked shout from the ship, and the two scouts jump to thier feet. The water around the Elven boat is now roiling, and white, hideously gleaming creatures are hauling themselves onto the deck. It is the attack they feared would come! The elves seem hopelessly outnumbered, and the situation goes from bad to worse as the helmsman falls wounded. Suddenly, when all seems lost, bolts fly from the cliffs, knocking one ghoul from the stern, and impaling another to the gunwhale. The odds are evening up!
Built for Guilds of Historica, ChII Cat C.
Relaxing after a tough day at the Luis Vuitton Cup Semi-finals.
The Americans from BMW Oracle took a beating from the Italians of Luna Rossa. The young Australian James Spithill showed the Americas Cup veteran Chris Dickson a trick or two. He is also the youngest helmsman to have ever participated in an America’s Cup regatta.
Still only 25 years old, James Spithill is now on his third Cup campaign. The young Australian burst on to the scene in 1999 as helmsman of Young Australia, and it was his reputation as one of the most aggressive and accomplished match racing helmsman that has helped him secure a coveted role at Luna Rossa.
This view looks at the Auby from the opposite direction seen in Tuesday's post, both being taken on the same day.
The steel-hulled MV Auby was ordered from the Henry Robb Shipyard in Leith, Scotland, for the Sarawak Steamship Company Ltd, which was looking for a twin-screw diesel cargo and passenger vessel. She was launched in September 1953.
Built to carry out trade around Borneo and from Sarawak to Singapore across the Straits, a journey that took around 70 hours, she was 1,572 tonnes with a length of 64.6m and a beam of 13.4m with a design draught of 6.4m.
During the Indonesian Confrontation in the early 1960s, her holds were converted into accommodation for up to 700 troops being shuttled to and from Borneo. Their bunks were mainly stacked five-high but some were nine-high!
She was sold to the Straits Steamship Company and is seen here in their colours in mid-1973 using her own derricks to load or unload sacks in what I believe is Jesselton.
Jesselton was renamed in 1967 as Kota Kinabalu and is the capital of the Malaysian state of Sarawak on the island of Borneo; however, at that time ex-pat Brits still used the earlier name.
The split superstructure was typical of many of the tramp steamers operating in the region at the time. By positioning the bridge forward and high, it allowed the Captain and helmsman to see over the tops of the trees and round the bends in estuaries and rivers as the ships negotiated poorly-charted and shifting navigable waters to reach inland ports.
Scanned from a slide, this image was taken by a relative who was working in the Far East.
TEIGN C Damen Stan 1405
IMO: - N/A
MMSI: 235082804
Call Sign: MWBM9
AIS Vessel Type: Dredger
GENERAL
DAMEN YARD NUMBER: 503705
Avelingen-West 20
4202 MS Gorinchem
The Netherlands
Phone: +31 (0)183 63 99 11
info@damen.com
DELIVERY DATE August 2001
BASIC FUNCTIONS Towing, mooring, pushing and dredging operations
FLAG United Kingdom [GB]
OWNED Teignmouth Harbour Commission
CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch
DIMENSIONS
LENGTH 14.40 m
BEAM 4.73 m
DEPTH AT SIDES 205 m
DRAUGHT AFT 171 m
DISPLACEMENT 48 ton
TANK CAPACITIES
Fuel oil 6.9 m³
PERFORMANCES (TRIALS)
BOLLARD PULL AHEAD 8.0 ton
SPEED 9.8 knots
PROPULSION SYSTEM
MAIN ENGINE 2x Caterpillar 3406C TA/A
TOTAL POWER 477 bmW (640i hp) at 1800 rpm
GEARBOX 2x Twin Disc MG 5091/3.82:1
PROPELLERS Bronze fixed pitch propeller
KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings
ENGINE CONTROL Kobelt
STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator
AUXILIARY EQUIPMENT
BILGE PUMP Sterling SIH 20, 32 m/hr
BATTERY SETS 2x 24V, 200 Ah + change over facility
COOLING SYSTEM Closed cooling system
ALARM SYSTEM Engines, gearboxes and bilge alarms
FRESH WATER PRESSURE SET Speck 24V
DECK LAY-OUT
ANCHORS 2x 48 kg Pool (HHP)
CHAIN 70 m, Ø 13mm, shortlink U2
ANCHOR WINCH Hand-operated
TOWING HOOK Mampaey, 15.3 ton SWL
COUPLING WINCH
PUSHBOW Cylindrical nubber fender Ø 380 mm
ACCOMMODATION
The wheelhouse ceiling and sides are insulated with mineral wool and
panelled. The wheelhouse floor is covered with rubber/synthetic floor
covering, make Bolidt, color blue The wheelhouse has one
helmsman seat, a bench and table with chair Below deck two berths, a
kitchen unit and a toilet space are arranged.
NAUTICAL AND COMMUNICATION EQUIPMENT
SEARCHLIGHT Den Haan 170 W 24 V
VHF RADIO Sailor RT 2048 25 W
NAVIGATION Navigation lights incl towing and pilot lights
Teignmouth Harbour Commission
The Harbour Commission is a Trust Port created by Statute.
The principal Order is the Teignmouth Harbour Order 1924
as amended by the Teignmouth Harbour Revision Order 2003
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.
Caratteristiche fondamentali sono il becco lungo e sottile, le narici rotonde ed aperte ed un tipico ciuffo di penne sul capo. Hanno 10 remiganti e 10 timoniere; tarso breve, secondo e terzo dito liberi. I pulcini sono rivestiti da piumino.
Una delle caratteristiche fondamentali dell'Upupa è il volo, uno sfarfallio lento che la rende riconoscibile anche a distanze notevoli.
[modifica] Riproduzione
Durante il periodo riproduttivo il maschio emette un suono molto soffice:’’Hup-hup-hup’’ aprendo a ventaglio la cresta, compiendo un movimento della testa verso il basso con il becco semichiuso per attirare l’attenzione dell’esemplare femmina.
Dopo aver scelto il luogo per la nidificazione il corteggiamento è caratterizzato da offerte di cibo da parte del maschio; a questo punto avviene l’accoppiamento, solitamente in ambienti alberati poiché il nido verrà collocato all’interno di una cavità.
Della cova delle uova si occupa la femmina per circa 16 giorni, queste, piccole e allungate di colore verde-biancastro e ricoperte di puntini bianchi, vengono deposte direttamente sul suolo del nido senza alcun rivestimento. Una volta nati i piccoli, entrambi i genitori si prenderanno cura di loro.
Key features are the long, thin beak, nostrils and open discussions and a typical tuft of feathers on the head. They have 10 rowers and 10 helmsman; tarsus short, second and third fingers free. The chicks are covered with down.
A key feature is the flight Hoopoe, a slow flicker that makes it recognizable even at considerable distances.
[edit] Reproduction
During the breeding season the male makes a sound very soft''Hup-hup-hup''opening to fan the ridge, making a head movement downward with half-closed his beak to draw attention to female specimen.
After choosing the site for nesting courtship is marked by offerings of food by the male at this point is mating, usually in wooded areas because the nest is placed inside a cavity.
Hatching of eggs does the female for about 16 days, these small and elongated green-white and covered with white dots, are laid directly on the soil of the nest without any coating. Once the children were born, both parents will care for them.
Her helmsman is checking out the big ship! It always feels funny to say 'her' about a ship with a boy's name. Karl Heinz came back a few hours later pushing a big lighter. It's a busy port is Hamburg, and with a great variety of ships and boats on view. The river surface is constantly in motion. If you enjoy watching ships and boats, this is a great place to visit.
Cutty Sark is a British clipper ship. Built on the River Leven, Dumbarton, Scotland in 1869 for the Jock Willis Shipping Line, she was one of the last tea clippers to be built and one of the fastest, at the end of a long period of design development for this type of vessel, which ended as steamships took over their routes. She was named after the short shirt of the fictional witch in Robert Burns' poem Tam o' Shanter, first published in 1791.
After the big improvement in the fuel efficiency of steamships in 1866, the opening of the Suez Canal in 1869 gave them a shorter route to China, so Cutty Sark spent only a few years on the tea trade before turning to the trade in wool from Australia, where she held the record time to Britain for ten years. Continuing improvements in steam technology early in the 1880s meant that steamships also came to dominate the longer sailing route to Australia, and the ship was sold to the Portuguese company Ferreira and Co. in 1895 and renamed Ferreira. She continued as a cargo ship until purchased in 1922 by retired sea captain Wilfred Dowman, who used her as a training ship operating from Falmouth, Cornwall. After his death, Cutty Sark was transferred to the Thames Nautical Training College, Greenhithe, in 1938 where she became an auxiliary cadet training ship alongside HMS Worcester. By 1954, she had ceased to be useful as a cadet ship and was transferred to permanent dry dock at Greenwich, London, for public display.
Cutty Sark is listed by National Historic Ships as part of the National Historic Fleet (the nautical equivalent of a Grade 1 Listed Building). She is one of only three remaining intact composite construction (wooden hull on an iron frame) ships from the nineteenth century, the others being the clipper City of Adelaide, now in Port Adelaide, South Australia and the warship HMS Gannet in Chatham. The beached skeleton of Ambassador, of 1869 lying near Punta Arenas, Chile is the only other significant remnant of this construction method.
The ship has been damaged by fire twice in recent years, first on 21 May 2007 while undergoing conservation. She was restored and was reopened to the public on 25 April 2012. Funders for the Cutty Sark conservation project include: the Heritage Lottery Fund, the House of Commons Digital, Culture, Media and Sport Committee, Sammy Ofer Foundation, Greenwich Council, Greater London Authority, The Stavros Niarchos Foundation, Berry Brothers & Rudd, Michael Edwards and Alisher Usmanov.
On 19 October 2014 she was damaged in a smaller fire.
Cutty Sark whisky derives its name from the ship. An image of the clipper appears on the label, and the maker formerly sponsored the Cutty Sark Tall Ships Race. The ship also inspired the name of the Saunders Roe Cutty Sark flying boat.
Cutty Sark was ordered by ship-owner John Willis, who operated a shipping company founded by his father. The company had several ships in the tea trade from China to Britain. Speed was an advantage to vessels carrying a high-value, seasonal product, such as tea. Faster ships could obtain higher rates of freight (the price paid to transport the cargo), and tea merchants would use the names of fast-sailing ships that had carried their products in their advertising. Cutty Sark was ordered during a boom in building tea clippers in the period 1865–1869—something that was attributed to a substantial reduction in the import duties for tea. introduction In 1868 the brand-new Aberdeen-built clipper, Thermopylae, set a record time of 61 days port to port on her maiden voyage from London to Melbourne and it was this design that Willis set out to better.
It is uncertain how the hull shape for Cutty Sark was chosen. Willis chose Hercules Linton to design and build the ship but Willis already possessed another ship, The Tweed, which he considered to have exceptional performance. The Tweed (originally Punjaub) was a frigate designed by Oliver Lang based on the lines of an old French frigate, built in Bombay for the East India Company as a combination sail/paddle steamer. She and a sister ship were purchased by Willis, who promptly sold the second ship plus engines from The Tweed for more than he paid for both. The Tweed was then lengthened and operated as a fast sailing vessel, but was considered too big for the tea runs. Willis also commissioned two all-iron clippers with designs based upon The Tweed, Hallowe'en and Blackadder. Linton was taken to view The Tweed in dry dock.
Willis considered that The Tweed's bow shape was responsible for her notable performance, and this form seems to have been adopted for Cutty Sark. Linton, however, felt that the stern was too barrel shaped and so gave Cutty Sark a squarer stern with less tumblehome. The broader stern increased the buoyancy of the ship's stern, making it lift more in heavy seas so it was less likely that waves would break over the stern, and over the helmsman at the wheel. Cutty Sark was given masts that followed the design of The Tweed, with similar good rake and the foremast on both placed further aft than usual.
A contract for Cutty Sark's construction was signed on 1 February 1869 with the firm of Scott & Linton, which had only been formed in May 1868. Their shipyard was at Dumbarton on the River Leven on a site previously occupied by shipbuilders William Denny & Brothers. The contract required the ship to be completed within six months at a contracted price of £17 per ton and maximum size of 950 tons. This was a highly competitive price for an experimental, state-of-the-art vessel, and for a customer requiring the highest standards. Payment would be made in seven instalments as the ship progressed, but with a penalty of £5 for every day the ship was late. The ship was to be built to Lloyd's A1 standard and her construction was supervised on behalf of Willis by Captain George Moodie, who would command her when completed. Construction delays occurred when the Lloyd's inspectors required additional strengthening in the ship.
Work on the ship was suspended when Scott and Linton ran out of money to continue. Rather than simply liquidate the company, an arrangement was made for Denny's to take over the contract and complete the ship, which was finally launched on 22 November 1869 by Captain Moodie's wife. The ship was moved to Denny's yard to have her masts fitted, and then on 20 December towed downriver to Greenock to have her running rigging installed. In the event, completing the ship meant the company's creditors were owed even more money than when work had first been halted.
Cutty Sark has a registered length of 212.5 feet (64.77 m), with a depth of hold of 21 feet (6.40 m) and a net tonnage of 921. The hull is one of the sharpest of all the tea clippers: she has a coefficient of under deck tonnage of 0.55, compared to Thermopylae at 0.58. Cutty Sark's prismatic coefficient, another measure of hull sharpness, is 0.628; this allows comparison with US-built clippers studied by Howard I. Chapelle. After water-line length, the prismatic coefficient is the next most important determinant of potential hull speed. Unladen, or with a cargo of low density, ballast was required for stability. For example, when she was loaded with wool, 200 tons of ballast was carried. The largest wool cargo she ever carried was 900 tons' weight (the total of ballast and cargo of 1,100 tons is consistent with the estimated deadweight cargo capacity of 1,135 tons at 20-foot draught). The largest tea cargo carried was 615 tons' weight. Conversely, a dense cargo allowed full use of the deadweight capacity: if loaded with coal, she would usually carry 1,100 tons.
Broadly, the parts of the ship visible above the waterline were constructed from East India teak, while American rock elm was used for the ship's bottom. The stem, 15 in × 15 in (38 cm × 38 cm), and sternpost, 16.5 in × 15 in (42 cm × 38 cm), were of teak while the rudder was of English oak. The keel was replaced in the 1920s with one constructed from 15-inch (38 cm) pitch pine. The deck was made of 3.5-inch (8.9 cm) thick teak while the 'tween deck was 3-inch (7.6 cm) yellow pine. The keel, 16.5 in × 15 in (42 cm × 38 cm), had on either side a garboard strake, 11 in × 12 in (28 cm × 30 cm), and then 6-inch (150 mm) planking decreasing to 4.75 in (12.1 cm) at one-fifth the depth of the hold. Teak planking began at approximately the level of the bilge stringer. The hull was covered by Muntz metal sheeting up to the 18-foot (5.5 m) depth mark, and all the external timbers were secured by Muntz metal bolts to the internal iron frame. The wrought-iron frame was an innovation first experimented with in shipbuilding in the 1840s, and was the standard building method for tea clippers by the middle of the 1860s. It consisted of frames (vertical), beams (horizontal) and cross bracing (diagonal members).
The diagonally-braced iron frame made for a strong, rigid ship; diagonal members prevent racking (shearing, where frame rectangles become parallelograms). Less working and leaking of the hull meant less crew time spent pumping, allowing more time to be spent on changes of sail. The wrought-iron-framed hull also took up less cargo space than an all-wood hull would have done. The Muntz metal sheeting reduced fouling of Cutty Sark's hull; with a cleaner hull, she could sail faster.[
This pirate ship is Captained by a pirate ancestors of Spongebob Squarepants (as Captain Bob "The Sponge" Squarepants), Patrick Star (Rick "No-beard" Star the lazy pirate lookout), Sandy Cheeks (Miss Cheeks, a fierce hand-to-hand fighter) and Squidward Tentacles, (Mr. Tentacles, the helmsman and reluctant pirate recruit)
Mr. Krabs is another pirate, but off course he has his own ship, the Krusty Krab. The Silver Crab is a ship wanted by Captain Krab's, for a treasure map he engraved into the helm's wheel long ago. (unknown to everyone, however, is that bluecoat Commodore Plankton is stalking Captain Krab's ship for stealing what was originally his treasure... which is now locatable because of said engraved map on Captain Squarepants' ship.)
Confused enough yet?
NOTES:
The pirate ship has six non-firing cannon barrels, with a movable rudder and a rear sail that swings back and forth. (Miss Cheeks mini-figure's head is not in LDD, so she's headless in the first picture) The ship itself is based off a MOC of the Dying Gull from the Pirates of the Caribbean movie franchise. (specifically Dead Men Tell No Tales) Here is the instructions page where I bought them from: buildbetterbricks.com/products/custom-lego-pirates-of-the...
...and yes, the whole story and background info just came out of imagination as written. No wiki sources were consulted, just what I could remember from watching the TV show when I was younger.
The S.S. Badger has passed the lighthouse and steams into Ludington, Mi. on August 26, 2011 under the watchful eye of the bronze "helmsman" statue on the harbor edge. For over 100 years the car ferry fleet of the Pere Marquette and later Chesapeake & Ohio Railroads sailed out across Lake Michigan with railroad cars to various ports in Wisconsin. Consider the wind, waves, storms, winter ice the boats encountered over the years - the helmsman knows . . . . .
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
In this intriguing painting, the artist captures the mystical role of helmsmen who guide colossal creatures and vessels into safe harbor. Using a delicate balance of subdued colors, the artwork evokes a sense of otherworldly charm. It skillfully blends elements of fantasy and steampunk, creating a narrative where the extraordinary and surreal become a part of daily life. The mythical and fantastical theme is enhanced by the surrealistic style, inviting viewers into a captivating world of magical realism.