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SOUTH CHINA SEA (Jan. 6, 2016) Ensign Christine Mcelhinney instructs the lee helmsman as helm safety officer aboard the guided-missile destroyer USS Curtis Wilbur (DDG 54) during a connected underway replenishment (CONREP) with Military Sealift Command Henry J. Kaiser-class cargo ship USNS John Ericsson (T-AO 194). Curtis Wilbur is on patrol in the 7th Fleet area of operations in support of security and stability in the Indo-Asia-Pacific. (U.S. Navy photo by Lt.j.g. Jonathan Peterson/Released)
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
ecco: ci siamo :-D
c'è grande confusione sotto il cielo, come diceva il timoniere ... quindi va tutto bene, aggiungo io! grazie a tutti per gli auguri e .. a lunedì!
buon weekend :-))
here we are!
there is a big chaos under the sky - as the "great helmsman" was used to say ... so, everything is going the right way, I add!
thank you all for your support and wishes and .. see you in monday!
have a nice week end!
******* no awards!, only ... friendly wishes!!! *lol*******
On the way from Vinh Long across the Cõ Chiên River to Khu Sx Bánh Kẹo Dừa to see how rice paper, rice wine, and traditional candy are made we passed many other boats.
This couple had chartered their own yacht.
Ever since I began covering Kintyre for work, I've driven by this derelict catamaran on a weekly basis.
It sits on the shore of West Loch Tarbert, opposite a park of self-catering holiday chalets. It's clearly visible on Google Maps, and using the Historical Street View function I can see that it was first abandoned between March 2009 and September 2011.
Since then it's lost its main sail, mast, and the aft canopy for the helmsman. I wonder what the story is behind such an ignominious end...
Edit: after 13-14 years, the vessel has now been removed.
Resultado final / Campeonato Brasileiro da Classe Star 2013
1º colocado: Veleiro: COME TOGETHER. Timoneiro: Lars Schmidt Grael. Proeiro: Samuel Gonçalves
2º colocado: Veleiro: CLEMENTINE. Timoneiro: Marcelo Fuchs. Proeiro: Ronaldo Seifer
3º colocado: Veleiro: PARDAL ORELHUDO. Timoneiro: Guilherme Raulino. Proeiro: Alexandre Freitas
Final result / Brazilian Championship Star Class 2013
1º place: Sail boat: COME TOGETHER. Helmsman: Lars Schmidt Grael. Bowman: Samuel Gonçalves
2º place: Sail boat: CLEMENTINE. Helmsman: Marcelo Fuchs. Bowman: Ronaldo Seifer
3º place: Sail boat: PARDAL ORELHUDO. Helmsman: Guilherme Raulino. Bowman: Alexandre Freitas
Résultat final / Résultat final Championnat Brésilien de Classe Star 2013
1º lieu: Bateau: COME TOGETHER. Timonier: Lars Schmidt Grael. Arbalétrier: Samuel Gonçalves
2º lieu: Bateau: CLEMENTINE. Timonier: Marcelo Fuchs. Arbalétrier: Ronaldo Seifer
3º lieu: Bateau: PARDAL ORELHUDO. Timonier: Guilherme Raulino. Arbalétrier: Alexandre Freitas.
Resultado final / Resultado final Campeonato Brasileño de Clase Star 2013.
1º lugar: Velero: COME TOGETHER. Timonel: Lars Schmidt Grael. Arquero: Samuel Gonçalves
2º lugar: Velero: CLEMENTINE. Timonel: Marcelo Fuchs. Arquero: Ronaldo Seifer
3º lugar: Velero: PARDAL ORELHUDO. Timonel: Guilherme Raulino. Aquero: Alexandre Freitas.
Brasília 2013 - Iate Clube de Brasília.
Veleje você também – Sail you too - Vous naviguer aussi – Navega tu tambíen
Passed Out Under The Table,But The Bottle Still Stands.
To participent in thy shadows of apprehensions grief,
hopeless ταξίδι depise thy lions flight,
if the impulso murmurs pleasures weight,
these ταλαιπωρίες of perilous cliffs of rock,
interfus'd with inscrutable misères darkness trods,
thy discordant bottle calls for another visitación proclamation ic'd,
pouring thy thimble to empty sollemnitatem help,
with unthrifty promises tarry larmes decay'd,
as dreamless abrecan seal thy unmatch'd record behold,
to caído head the extinguish'd cloud hath fell'd,
O' ye bottle so vide and all alone,
ισχυρότερη than thou so cold,
aware exceedingly extreme measures magnifique floor dost lay,
a fortissimi distant flood remembrances upon the awake,
Hey Dylan,Mr. Thomas if thou please, 19 straight your record is now ceas'd,
in forewarning ágnessa thy helmsman has lost control,
with дикарь measures thy consciousness is ancient quills,
what indignati wrath hast serv'd thee still?
A knight,a whore, an gewyrhtan that deceiv'd thee well,
now awake thy dorst appoints another murd'rous call.
Vikomt.D.Hammengoor.
Este torneio é para destacar o Celso Freddi. Ele merece. Sua conhecida personalidade comedida dificulta-o de ver como tanto a gente o reconhece. O Lars tem razão, o Celso é um sábio e habilidoso timoneiro e um diplomata na coordenação. É o Lars tem mesmo razão : )
This championship is to put in evidence Celso Freddi. He really deserves it. His well known contained personality prevents him from seeing that so many people recognise him. Lars is right, Celso is wise and skillfull helmsman and a diplomate at coordination. Lars is really right : )
Ce Championat est à mettre en evidence Celso Freddi. Il le mérites vraiment. Son caractère prudent lui empêche de voir comment il est reconnu. Lars a raison, Celso est un sage et doué barreur et um diplomate em coordenation. Oui, Lars a vraiment raison : )
Este campeonato es para poner en evidencia a Celso Freddi. El lo merece. Su conocida personalidad comedida lo impide de ver como la gente tanto lo reconoce. Lars tiene razón, Celso es um sábio y habilidoso timonel y un diplomático en coordenación. Si, Lars tiene razón : )
Loch Fyne Skiff – ‘Cumbrae Lass’
One of two replica Loch Fyne Skiffs, or ‘Slopemasts’ as they were known on the west coast; she was built by MacDuff Shipyards in the 1970’s she is a unique piece of Scottish Maritime history. Having spent the last 25+years in the same ownership based in Stornoway she has proved a very capable and sea worthy classic cruising boat. Delivered by the vendor to the main land for collection by the new owner we were please to assist with arranging to have the boat de-rigged and prepared for road transport to her new home in Brixham
Comments
This traditional skiff was designed by G L Watson and built by MacDuff Boatbuilding in 1979 as a cruising yacht along the lines of the iconic Loch Fyne herring skiff. Instantly recognisable with an almost plumb stem, the unmistakable stern and steeply raked sternpost. Ruggedly built in the fishing boat style she is a rare opportunity to acquire a relatively recent traditional boat with a recent modern Diesel. During recent years the current owner has upgraded the boat making her easier to handle with a smaller crew, with additions to the inventory and fit out on and below decks.
A deep cockpit aft is well sheltered by the doghouse with the long tiller extending far enough forward for the helmsman to enjoy the full benefits of the doghouse. Below decks comfortable accommodation for a full crew of 4 is provided with all bunks of a good size and the large saloon provides an excellent space for eating and entertaining.
With her interesting history and classic design she would be quiet at home attending classic boat festivals around Europe if desired. Currently lying afloat in Stornoway, Isle of Lewis. Contact office to arrange viewing or discuss transport arrangements.
Features of Loch Fyne Skiff:
Basic data
Type: Sailing cruiser
Year : 1979
Length: 9.9 m
Location: Aberdeenshire (United Kingdom)
Name: Cumbrae Lass
Flag: -
Shipyard: Loch Fyne
Material: Wood
Dimensions
Beam: 3.0 m
Draft: -
Ballast: -
Displacement: 18290 Kg
Capacity
Maximum number of passengers: -
Cabins: -
Berths: -
Heads: -
Water capacity: -
Motor
Number of engines: 1
Power: 62 HP
Fuel capacity: -
Motor type : Inboard
Fuel type : Diesel
Make of the motor: Beta (Kubota) BF2803
Engine usage (hours): -
This Sailing cruiser's equipment
Electronics
Gps, Depthsounder, Vhf, Compass, Plotter, Radar
Deck equipment
Liferaft, Tender, Tiller, Cockpit cover
Comfort / Interior
Manual bilge pump, Marine head, Oven, Heating
Additional Equipment
30kg CQR mainstay with 60 metres 10mm chain.CQR and fisherman kedges.
Construction
Designed around the lines of iconic Loch Fyne Skiff, a traditional working vessel; and manufactured by MacDuff Boatbuilding as you would expect the build is of a robust nature. Below decks the fit out is traditional in type and as such the massive structural frames and body planking are all readily visible. The body is of carvel type development with planking of 1.25" larch on substantial 3"x6" sawn oak frames. The deck is of 0.75" marina plywood on oak beams, sheathed in GRP. All interior fit out is of marina grade plywood with larch trims.
During the last lay-up the rudder was removed and overhauled including some subtle changes to its profile. These overhaul and modification has given the rudder improved qualities, reducing weather helm and making the vessel less tiring to helm with the rudder now being semi-balanced.
The vessel was last surveyed for insurance purposes in 2012 and a copy of this survey is available for any interested parties.
Accommodation
Below decks the fit out is of a traditional type with minimal linings to conceal the vessels structural timbers and planking giving the vessel a very traditional feel. Despite the classic design the seating space below decks is very roomy and well pre-owned with 5'10" of headroom and all bunks being 6'+.
The forepeak has two large single bunks in a V-berth formation with the stout square sectioned mast running through the room onto its solid oak keel step. Storage is provided with a selection of shelves and a small hanging safe
A small quantity room is located to starboard at the forward end of the bar with a sea toilet and pull out tank.
The bar area in the central part of the vessel is open plan in layout creating a great living space. The recently re-tailored galley is located at the forward end of the space to seaport with gasoline cooker, sink and stowage. A large bar desk is tailored centrally with stout bench seating running along its range outboard seaport and starboard. A diesel fired heater is located at the forward end of the bar with 2 hotplates on top to make use of excess heat, ideal for a kettle.
Two large quarter bunks are located seaport and starboard at the aft end of the space and run under the cockpit, both are of generous proseaportions.
TEIGN C Damen Stan 1405
MMSI: 235082804
Call Sign: MWBM9
AIS Vessel Type: Dredger
GENERAL
Damen Stan 1405
DAMEN YARD NUMBER: 503705
Avelingen-West 20
4202 MS Gorinchem
The Netherlands
Phone: +31 (0)183 63 99 11
info@damen.com
DELIVERY DATE August 2001
BASIC FUNCTIONS Towing, mooring, pushing and dredging operations
FLAG United Kingdom [GB]
OWNED Teignmouth Harbour Commission
CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch
DIMENSIONS
LENGTH 14.40 m
BEAM 4.73 m
DEPTH AT SIDES 205 m
DRAUGHT AFT 171 m
DISPLACEMENT 48 ton
TANK CAPACITIES
Fuel oil 6.9 m³
PERFORMANCES (TRIALS)
BOLLARD PULL AHEAD 8.0 ton
SPEED 9.8 knots
PROPULSION SYSTEM
MAIN ENGINE 2x Caterpillar 3406C TA/A
TOTAL POWER 477 bmW (640i hp) at 1800 rpm
GEARBOX 2x Twin Disc MG 5091/3.82:1
PROPELLERS Bronze fixed pitch propeller
KORT NOZZELS Van de Giessen 2x 1000 mm with stainless steel innerings
ENGINE CONTROL Kobelt
STEERING GEAR 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator
AUXILIARY EQUIPMENT
BILGE PUMP Sterling SIH 20, 32 m/hr
BATTERY SETS 2x 24V, 200 Ah + change over facility
COOLING SYSTEM Closed cooling system
ALARM SYSTEM Engines, gearboxes and bilge alarms
FRESH WATER PRESSURE SET Speck 24V
DECK LAY-OUT
ANCHORS 2x 48 kg Pool (HHP)
CHAIN 70 m, Ø 13mm, shortlink U2
ANCHOR WINCH Hand-operated
TOWING HOOK Mampaey, 15.3 ton SWL
COUPLING WINCH
PUSHBOW Cylindrical nubber fender Ø 380 mm
ACCOMMODATION
The wheelhouse ceiling and sides are insulated with mineral wool and
panelled. The wheelhouse floor is covered with rubber/synthetic floor
covering, make Bolidt, color blue The wheelhouse has one
helmsman seat, a bench and table with chair Below deck two berths, a
kitchen unit and a toilet space are arranged.
NAUTICAL AND COMMUNICATION EQUIPMENT
SEARCHLIGHT Den Haan 170 W 24 V
VHF RADIO Sailor RT 2048 25 W
NAVIGATION Navigation lights incl towing and pilot lights
Teignmouth Harbour Commission
The Harbour Commission is a Trust Port created by Statute.
The principal Order is the Teignmouth Harbour Order 1924
as amended by the Teignmouth Harbour Revision Order 2003
TEIGN C Damen Stan 1405
Vessel Details
Name:TEIGN C
Flag: United Kingdom
MMSI:235082804
Call sign:MWBM9
AIS transponder class:Class B
AIS Vessel Type: Dredger
General
DAMEN YARD NUMBER: 503705
Avelingen-West 20
4202 MS Gorinchem
The Netherlands
Phone: +31 (0)183 63 99 11
info@damen.com
DELIVERY DATE August 2001
BASIC FUNCTIONS Towing, mooring, pushing and dredging operations
FLAG United Kingdom [GB]
OWNED Teignmouth Harbour Commission
CASSCATION: Bureau Veritas 1 HULL MACH Seagoing Launch
Dimensions
LENGTH: 14.40 m
BEAM: 4.73 m
DEPTH AT SIDES: 2.05 m
DRAUGHT AFT: 1.71 m
DISPLACEMENT 48 ton
Tank Capacities
Fuel oil 6.9 m³
Performances (trials)
BOLLARD PULL AHEAD 8.0 ton
SPEED 9.8 knots
Propulsion System
MAIN ENGINE: 2x Caterpillar 3406C TA/A
TOTAL POWER: 477 bmW (640i hp) at 1800 rpm
GEARBOX: 2x Twin Disc MG 5091/3.82:1
PROPELLERS: Bronze fixed pitch propeller
KORT NOZZELS: Van de Giessen 2x 1000 mm with stainless steel innerings
ENGINE CONTROL: Kobelt
STEERING GEAR: 2x 25 mm single plate Powered hydraulic 2x 45, rudder indicator
Auxiliary Equipment
BILGE PUMP: Sterling SIH 20, 32 m/hr
BATTERY SETS: 2x 24V, 200 Ah + change over facility
COOLING SYSTEM: Closed cooling system
ALARM SYSTEM: Engines, gearboxes and bilge alarms
FRESH WATER PRESSURE SET: Speck 24V
Deck lay-out
ANCHORS: 2x 48 kg Pool (HHP)
CHAIN: 70 m, Ø 13mm, shortlink U2
ANCHOR WINCH: Hand-operated
TOWING HOOK: Mampaey, 15.3 ton SWL
COUPLING WINCH PUSHBOW: Cylindrical nubber fender Ø 380 mm
Accommodation
The wheelhouse ceiling and sides are insulated with mineral wool and
panelled. The wheelhouse floor is covered with rubber/synthetic floor
covering, make Bolidt, color blue The wheelhouse has one
helmsman seat, a bench and table with chair Below deck two berths, a
kitchen unit and a toilet space are arranged.
Nautical and Communication Equipment
SEARCHLIGHT: Den Haan 170 W 24 V
VHF RADIO: Sailor RT 2048 25 W
NAVIGATION: Navigation lights incl towing and pilot lights
Owner
Teignmouth Harbour Commission
The Harbour Commission is a Trust Port created by Statute.
The principal Order is the Teignmouth Harbour Order 1924
as amended by the Teignmouth Harbour Revision Order 2003
I noticed this beauty in dry dock, this photo shows her ready to return to service.
IEVOLI BLACK – NED 8167L
THE VESSEL IS EQUIPPED AND FITTED FOR THE FOLLOWING CONTINGENCY
SERVICES:
• FIRE FIGHTING
• MOB OPERATIONS
• STAND BY DUTIES
• SUPPLY DUTIES
• ANCHOR HANDLING
• TOWING/PUSHING
• RESEARCH SHIP
• UNDERWATER ACTIVITIES
MAIN DESCRIPTION
Year Built : May 2010
Vessel built : Remontowa – Gdansk (Poland)
Type : Standby / Anchor Handling / Tug / Supply Vessel /
FiFi 1 / DP2
Classification : RINA - C✠Tug, Supply Vessel, Fire Fighting 1 –
Water Spraying, Unrestricted Navigation
Additional Notes : ✠AUT – UMS, ✠DYNAPOS AM/AT
Additional Class : ABS Class notation
✠A1, Towing Vessel, Fire Fighting Vessel Class 1,
Offshore Support Vessel AH,
✠AMS,✠ACCU,✠DPS-2
Port of registry : Naples nr. 546
Flag : Italian
Call Sign : ICMP
IMO Nr. : 9439242
Certificates : RINA C✠, ABS, Load Line and Tonnage Certificates
(Suez), SOLAS Certificates, ISPP, IOPP, IAPP,SMC,
Marpol Annex I,II,IV,V, Safety Radio Certificate,
ISPS Certificate
MAIN DIMENSIONS
Design : NED 8167L
Length o.a. : 70,00 m
Length b.p.p. : 63,60 m
Breath : 15,50 m
Summer draught : 5,10 m
Gross tonnage : 2283 t
Net tonnage : 684 t
ACCOMODATION
1 man cabines, offers : 2 x 1 = 02
2 man cabines, crew : 6 x 2 = 12
Passengers, extra : 2 x 2 = 04
2 x 4 = 08
Hospital : 1 x 2 = 02
Dispensary : 1 x 1 = 01
Total number of bunks : 29
FIRE FIGHTING
FiFi, class I
The fire fighting system consists of the following main components:
- 2 off fire-fighting centrifugal pumps FFS SPF250x350HD
capacity: 1742 m
3/h head: 11,8 mlc 1800 rpm / 790 Kw
- 2 single/dual flow monitors FFS 1200/300LB
joystick controlled from bridge
capacity: 1200 m
3/h - 10,0 bar
throw length – capacity full : 120 m
throw length – capacity reduced : 75 m
- 1 foam pump DPVSF 18-100
18 m
3/h - 18,5 Kw head: 185 mlc 3420 rpm
- 2 fog monitors for own protection type ABS
Water spray system with standard tug nozzles
1061 m
3/h at 7,8 bar
RESCUE AND LIFESAVING EQUIPMENT
1 x Fassmer Rescue Boat Type RR 4.2
Capacity: 06 persons
Equipped with an electric starting outboard engine (Yamaha 40BHp)
remote steering from a console in front of helmsman
Max. Speed: 25 Knts
4 x Liferafts, capacity 15 persons
2 x Search Light remotely controlled from bridge
6 x Lifebuoys provided with strobe lights and lifelines
1 x Hospital with treatment bench, racks for stretchers,
Desk, medicine, poison locker
Sailor's Monument
The Sailor's Monument, a national monument of Norwegian seamen's efforts at sea, from the Viking Age to the 20th century, paid for by funds collected and unveiled on June 7, 1950.
In the maritime city of Bergen, it goes without saying that a memorial dedicated to this important and honorable professional group had to be centralized space in the city.
This demand was met in full when the municipality allowed Dyre Vaas's towering, seven-meter-high sculptural tribute to the sailor's stand to dominate the eastern end of the city's main street, Torgallmenningen.
But many people reacted to the fact that the Sailor Monument here stood a good distance from the right element of seafarers, the sea.
It was only in 1999, almost 50 years after the unveiling, that this objection succeeded to some extent. As part of the extensive renovation of the Torgallmenning completed this year, a large water pool was built around the monument. After this, 12 tough sailors, cast in bronze, were able to reflect in the water. Waves around the monument, on the other hand, only criticize the location and the artistic design that has created.
The road from idea to realization of the Sailor Monument was very long. The idea was erected as early as 1917 by the Bergen Shipowners' Association and the Bergen Skipperforening, which wanted a memorial to war-lost seafarers.
Sofus Madsen undertook to make a draft based on this wish, but it was rejected.
It was concluded that the monument should express a general tribute to the sailor's stand rather than dwell especially on the victims of the war.
In 1938, open competition was announced, and a total of 45 drafts came in. The winner was "The Trial of Happiness", submitted by the telemarketing Dyre Vaa.
Because of the war, it was 12 years before the monument could be unveiled. The honorable assignment was left to the then Minister of Industry Lars Evensen.
The result was a startling, but controversial, sculptural account of Norwegian shipping, expressed in the form of 12 burly sailor statues and high above them eight reliefs on two heights that contribute with further knowledge.
Four centuries of Norwegian maritime history pass revue on the monument's equally numerous sides.
The tenth century is presented as "Vinland's journey", and the statues depict a chieftain with a spear, a skull in leather skins and a berserk with a shield on his back. The reliefs show a Viking ship under sail and a meeting between Vikings and Indians.
The eighteenth century, "Greenland's journey", is symbolized by a scouting fisherman, a full-fledged captain in the process of giving orders and a sailor with a pipe in his mouth.
The reliefs are related to Greenland's rediscovery from Bergen. You see Hans Egede preaching the Christian gospel to the Eskimos and a stack drain with a sea worm bowing under the ship.
On the panel for the nineteenth century, with the inscription "Kornferd", you see a ship with a top hat, a first-time boy and a pilot. The reliefs depict whaling and scenes from a shipyard.
The twentieth century has the inscription “Oljeferd”, and the sculptures depict a deck boy, a helmsman with binoculars and a wrench machinist. The reliefs depict a ship in front of a rising sun and a resurrection scene. Drowned awakened to eternal life by an angel.
As models, Dyre Vaa did not use seafarers, but people from his community. Several Telemark farmers from that time must have been easily recognizable. The artist was working on the monument throughout the war. In 1944, no less than 25 plaster statues lined up in his studio in Rauland. The number was subsequently more than halved. A very rich memorial must be said to be the Seamen's Monument, a work of art that alone is an entire art exhibition.
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
M/V Golden Kimisis, 1974. The bridge, first officer at the helm, the captain checking out nearby traffic. This is good view of a modern (1973) freighter's control station. The helmsman has a gyroscopic compass, while the periscope on the ceiling shows the conventional magnetic compass. The telephone is for communication with the engine room, but there is also a conventional "telegraph" to transmit speed instructions, whose readout is the dial on the ceiling. In case of total loss of electrical power, there's a voice tube (in the center of the picture).
Most of the time at sea, the ship is on autopilot, keeping to a predetermined course. There is always an officer and a sailor on the bridge, in rotating sifts. My uncle, the ship's captain, always took the graveyard shift, midnight to 6:00 AM.
There was a radar system, but during the entire 10 weeks I never saw anyone use it.
Nikon S3, 50mm, Ektachrome, Hell s3900 scanner
roeiboot, 4 mans/vrouw roeiboot met stuurman, stuurman, roeien, riemen, water, Westerschelde, Zeeland, nederland, rowing boat, 4 man/woman rowing boat with helmsman, helmsman, rowing, oars, water, Westerschelde, Zeeland, the Netherlands
Lady Delph (SunIntended as a no-compromise express cruiser with an equal balance between cockpit space for lounging and entertaining and luxurious interior accommodations for owner and guests, the Camargue feels right at home on American waters. Low, lean and stylish, the Camargue's foredeck seems long enough to launch carrier aircraft, yet there's ample cockpit space for a dozen or more of your closest friends.
The wide integral swim platform makes boarding easy, with a teak stairway leading to the cockpit level via a walkway to port that leaves a spacious sun pad for soaking up rays. As the entryway widens out, a deeply upholstered U-shaped lounge has seating for eight around a folding table, providing a gathering spot for cocktails or al fresco dining. Opposite is a built-in wet bar with sink, bottle locker, and refrigerator/ice maker.
Just forward is the helm area, with a seat to port and a wide bench seat for the helmsman and companion that is heavily bolstered and hinged to permit both standing and sitting. Hydraulic power steering is standard, and the burled walnut facia on the dash holds a full array of analog engine gauges as well as the Detroit Diesel DDEC electronic instrumentation for our test boat DDEC engines. Even more impressive is the electronics collection, since Sunseeker provides everything as standard equipment: radar, autopilot, VHF, depth sounder, and electronic speedo. Grip the glossy wood-rimmed steering wheel, gaze out through the steeply raked windshield, and pick your next port of call: Chicago, Mackinac, St Tropez?
Going forward, the side decks are fully protected by the welded stainless-steel rails and the sturdy windshield serves as a hand rail. The electric anchor windlass has cockpit controls for both up and down, and a large locker forward has space for docklines and other deck gear.
It's obvious that the generous seating and lounge areas of the cockpit are aimed at an open air lifestyle, but Sunseeker includes the radar arch with a full suntop and sidecurtains for those blustery afternoons on the English Channel.
Before going below, take a quick look back at the transom swim platform. The entire transom hinges up on electric lifts to reveal a seagoing garage that can hold a tender or jetbike which is launched and retrieved with a powerful electric winch. In addition, a hidden swim ladder leads down from the stairway and can be converted to a passerelle plank for stern-to boarding. The swim platform also has a hot-and-cold shower, and there's room in the garage for a windlass to simplify Med mooring.
Step below on the Camargue 55, and you're in another world of mirror-finished woods, soft leathers, and graceful curves. The saloon of our test boat was paneled in honey-colored birds eye maple which, with the fawn-colored leather upholstery, provided a light and elegant ambiance. To starboard is an S-shaped sofa with soft suede upholstery, and a fold-out dining table that can seat six easily.
The galley area to port curves to match the sofa and, when not in use, all the galley equipment is concealed under or behind maple panels. The deep sink has folding faucets to tuck under a counter panel, and the two-burner ceramic cooktop has another covering panel. The microwave oven and grill are in eye-level cabinets and even the under-counter double refrigerator/freezer have maple faces. The resulting galley is unobtrusive when entertaining, and fully functional when needed.
The master stateroom is forward, with a centerline oval double berth with large storage drawers and bins underneath, cedar-lined hanging locker, and settee. The private head compartment is of molded fiberglass with maple trim, and includes an electric toilet and separate shower stall with a curved door that rotates into place.
Aft, a pair of guest staterooms mirror each other with twin single berths, full headroom, full-height hanging lockers and underberth drawers. Both cabins share use of the second head (with shower stall) that also serves the salon for day use.
Construction is conventional and well-proven, with handlaid fiberglass, woven roving and unidirectional fabrics for strength. A balsa core is used in the topsides for added panel strength, and Sunseeker uses isophthalic gelcoat and resins backed up by orthophthalic resins. A bonded fiberglass and foam girder system stiffens the hull as well as carries the loads from the engines and structural molds, and an anti-blister treatment protects the hull before the bottom paint is applied.
You'll find the installation practices to be as good as any in the world: all the wiring is neatly bundled, the plumbing is carefully shielded from chafe and heat, and your mechanic will have plenty of room to move around all the various systems. Our test boat had the standard G&M 10.8 kW generator, U.S. spec. 120v shorepower, and an impressive bank of nine batteries with split-charging systems.
Sunseeker modified the Don Shead-designed deep-vee hull to a modified vee bottom with propeller pockets that not only provide shallower draft but also a much more efficient operation with near-level direct drive prop shafts. While prop pockets can sometimes affect the steering, the rudders on the 55 give away Sunseeker's performance orientation, with high-performance shapes and transom mounting for maximum control. Four-bladed bronze props are standard, as are the stainless-steel shafts and bronze P-brackets.
Unlike many Euro-styled designs that look fast at dockside and then turn out to be tepid performers offshore, the Camargue 55 has more than enough punch to keep you satisfied. Our test boat, with the Detroit 8V92 DDEC II engines (760 HP each), topped out at 37 knots, which is impressive when you consider we were pushing a 20 ton boat with an additional ton and a half of fuel, full cruising gear and six people aboard. At a comfortable 1900 RPM cruising speed, our 55 was still doing nearly 30 knots (29.5, actually) which will not only get you to Mackinac Island or Bimini or St. Tropez quickly, but will keep those diesels running happily for thousands of hours. A variety of power options are available, including MAN and MTU diesels, but the Detroit 8V92 were the most popular package for the 55.
At 30+ knots, the Camargue flattens out even lumpy seas into a mild rocking horse motion that allows your landlubber guests to walk around the cockpit, set their drinks down and, best of all, not turn green. Handling is what you'd expect from 20 tons of inertia: she rolls leisurely into turns and carves an immense white swath as she banks gracefully around. Picture the torpedo runs of PT-109, and you'll have an idea of the majestic feel of the Camargue.
The standard equipment list for the 55 includes the entertainment center with television, VCR and stereo/CD player,full fire extinguisher system, windlass, cockpit carpeting, shore fresh water, and 10.8 kW generator.
For '95, the Camargue will have a 51' sister, which has one guest stateroom and less space in the salon and cockpit, but still has the stern garage. Top of Sunseeker's Performance Motoryacht line for '95 is the aptly named Predator 77, a four stateroom, three head layout with a variety of power options including jet drives or Arneson surface props, and a Sunseeker-built jet-powered tender already in the garage!
After viewing and running the Camargue 55, it's clear that this is one boat that will keep the sun from setting on the British Empire!
See Sunseeker Camargue 55 listings.
Boat Specifications
Length55'
Length waterline43'11"
Beam14'7"
Draft4'1"
Bridge Clearance11'2"
Displacement39,670 lb.
Fuel753 U.S. gal.
Water185 U.s. gal.
Performance (2/DDEC 8V92, 760 hp, half fuel, 6 persons aboard)
RPMKnots
4004.5
120011.0
160022.0
190029.5
210031.5
240037.0
seeker Camargue 55)
© I m a g e D a v e F o r b e s
Engagement 6,000+
Ship Arrived at Grenaa Denmark for Breaking 1st July 2011
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Jupiter (IMO 7341051) Ship's Bridge Invite
With kind permission of the then ship's Master and not normally granted , I was pleased at the chance to capture this image of Caledonian MacBrayne Jupiter's bridge whilst en route to Dunoon on a Sunday afternoon.
Sadly , the 'Jupiter' was retired from regular Firth of Clyde services in Nov 2010. She went up to Rosneath beside her sister Juno , which had been laid up for four years and had so much vegetation growing from her and was dismantled in situ.
SENT FOR BREAKING
On the 25/6/2011 'Jupiter' had the indignity of being towed from her home waters on the Firth of Clyde for her last ever voyage to be dismantled at Grenna in Denmark. This left only one #ClydeStreaker left out of three half-sister 'Saturn' , until she too was finally withdrawn and retired on 30th August 2011.
Beadle's Half Dime Library / Heft-Reihe
Col. Prentiss Ingraham / The Indian Pilot; or,
The Search for the Pirate Island
M.J. Ivers & Co. / USA 1903
Reprint / Comic-Club NK 2010
ex libris MTP
HMY Britannia was the only ship in the Royal Navy always commanded by a Flag Officer.
Generally, it would have been a Rear Admiral, but in the case of the last Captain, a changed ensued and the vessel was commanded by Commodore, Anthony Morrow.
When Britannia was sailing the oceans, the Officer of the Watch was in charge, ably assisted by The Lookout and Signalman.
The Helmsman was on the deck below, in contact with the bridge by a metal voice pipe.
The Charthouse was to the rear of the bridge, where voyages were planned and plotted.
INDIAN OCEAN (Dec. 16, 2017) Seaman Rodel Antolin, a native of Fresno, California, stands forward lookout watch aboard the amphibious assault ship USS America (LHA6) as an MV-22 Osprey assigned to Marine Medium Tiltrotor Squadron (VMM) 161 (Reinforced) takes flight. America, part of the America Amphibious Ready Group, with embarked 15th Marine Expeditionary Unit, is operating in the Indo-Asia Pacific region to strengthen partnerships and serve as a ready-response force for any type of contingency. (U.S. Navy photo by Mass Communication Specialist Seaman Daniel Pastor/Released)
"Cinqué was the slave name given to Singbe Pieh by the Spanish who illegally enslaved him and fifty-two others in 1839. While the slave ship 'Amistad' sailed from one Cuban port to another, Cinqué led a successful mutiny aboard the ship. But the Africans then had to rely on a Spanish helmsman, who steered the ship to Long Isand instead of back to Africa. U.S. authorities secured the 'Amistad,' and the slaves were interned in New Haven, Connecticut. While the federal government, fearful of offending the South, wanted to recognize the law of property and return the slaves to their owners, the District Court in New Haven ordered them freed. When the government appealed, ex-president John Quincy Adams defended the 'Amistad' prisoners before the U.S. Supreme Court, successfully arguing that the right of habeas corpus prohibited their illegal seizure. Cinqué and his fellow captives were returned to Africa," [Text by "DCW" accompanying the print]
3D red/cyan anaglyph from the glass plate negatives at the Library of Congress, with missing sections restored from the left side of a stereo card version posted online by the Getty Museum.
Link to the Library of Congress negatives, “James River, Va. Sailors relaxing on deck of U.S.S. Monitor,” at: www.loc.gov/pictures/collection/civwar/item/2018666819/
Link to the Getty Museum stereo card, “Crew of the Original "Monitor" on her Deck,” at: www.getty.edu/art/collection/object/1079B2
Stereograph Date: July 9, 1862
Photographer: James F. Gibson (1828 - )
Notes: A stereoscopic portrait of 24 sailors (only 14 here - see my other two crops), out of a total crew (including officers) of about 65, posing on the deck of “The Monitor,” while at anchor at Harrison's Landing on the James River. The Monitor was providing protection for the Union army which had retreated to the James, after Lee drove McClellan away from Richmond. This is the original monitor, as improved versions continued to be built during the Civil War, and although these later boats had specific ship names, they were also referred to as “monitors.”
This historic stereograph, and a handful of others, were all taken on the same day, July 9, 1862, by photographer James F. Gibson, and are the only known photographs ever taken of this most famous and very first monitor vessel.
The ironclad Monitor was revolutionary in design, built in just a little over 3 months, and after battling the Merrimac to a standstill at Hampton Roads in March 1862, the ship and crew were hailed as the saviors of the Union. The crew was an all volunteer crew, and although they were fairly safe inside it during battle, environmental conditions while serving on board could be atrocious, and worst of all, the ship was not sea-worthy. Six months after this photo was taken, the Monitor sank in a gale off Cape Hatteras, taking sixteen crew members with it to the bottom.
Some of the lost crew are perhaps pictured here, and after finding the skeletal remains of two sailors within the turret in 2002, there was some research and informed speculation as to exactly which two seamen in this photograph they might be. This research to identify the two sailors was found to be inconclusive, although it was determined that they were not officers. The two recovered sailors were from the crew - two of "The Monitor Boys," the moniker the crew (non-officers) gave to themselves.
The excerpts and links below provide some additional background information on the recruitment of the crew, the environmental conditions the crew had to endure, the battle with the Merrimac, the Monitor's sinking, and the possible identity of the two sailors, whose remains were found in 2002.
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Below are excerpts from an article by Commander Samuel Dana Greene, which appeared in an 1885 edition of Century Magazine. The editor makes note of Greene’s recent death – Commander Greene had committed suicide the previous December, at age 44. There was speculation that it was either temporary insanity or that he was upset at some perceived criticisms of his role in the famous battle with the Merrimac. In fact, Greene was really one of the Union heroes in the battle, manning and firing the Monitor’s 11 inch guns (which fired 180-pound shot) and taking over for Captain Worden after he was blinded by a direct hit on the pilot house.
It's a wonder that the men in the Monitor’s turret were able to withstand the tremendous noise and force of these huge guns being fired while in that restricted space - and in Greene's case, perhaps he didn’t fare too well. The Defense Visual Information Distribution Service (DVIDS) suggests that long term mental health issues can stem from concussions caused by "chronic exposure to low-level blast waves," from the firing of "heavy caliber weapons." If interested, here’s the link: www.dvidshub.net/news/270814/chronic-exposure-low-level-b...
In a letter written shortly after the battle, Greene summed up his condition: "My men and myself were perfectly black with smoke and powder. All my underclothes were perfectly black, and my person was in the same condition.... I had been up so long, and been under such a state of excitement, that my nervous system was completely run down. . . . My nerves and muscles twitched as though electric shocks were continually passing through them.... I lay down and tried to sleep - I might as well have tried to fly.”
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Century Magazine 1885 Vol. 7
In the “Monitor” Turret
By Commander S. Dana Greene
"The keel of the most famous vessel of modern times, Captain Ericsson’s first iron-clad, was laid in the shipyard of Thomas F. Rowland, at Greenpoint, Brooklyn, in October, 1861, and on the 30th of January, 1862, the novel craft was launched. On the 25th of February she was commissioned and turned over to the Government, and nine days later left New York for Hampton Roads, where, on the 9th of March, occurred the memorable contest with the Merrimac. On her next venture on the open sea she foundered off Cape Hatteras in a gale of wind (December 29). During her career of less than a year, she had no fewer than five different commanders; but it was the fortune of the writer to serve as her only executive officer, standing upon her deck when she was launched, and leaving it but a few minutes before she sank.
So hurried was the preparation of the Monitor that the mechanics worked upon her night and day up to the hour of her departure, and little opportunity was offered to drill the crew at the guns, to work the turret, and to become familiar with the other unusual features of the vessel. The crew was, in fact, composed of volunteers. Lieutenant Worden, having been authorized by the Navy Department to select his men from any ship-of-war in New York harbor, addressed the crews of the North Carolina and Sabine., stating fully to them the probable dangers of the passage to Hampton Roads and the certainty of having important service to perform after arriving. The sailors responded enthusiastically, many more volunteering than were required. Of the crew selected, Captain Worden said, in his official report of the engagement, '' A better one no naval commander ever had the honor to command.”
We left New York in tow of the tug-boat Seth Low at 11 a. m. of Thursday, the 6th of March. On the following day a moderate breeze was encountered, and it was at once evident that the Monitor was unfit for a sea-going craft. Nothing but the subsidence of the wind prevented her from being shipwrecked before she reached Hampton Roads. The berth-deck hatch leaked in spite of all we could do, and the water came down under the turret like a waterfall. It would strike the pilot-house and go over the turret in beautiful curves, and it came through the narrow eye-holes in the pilot-house with such force as to knock the helmsman completely round from the wheel.
The waves also broke over the blower-pipes, and the water came down through them in such quantities that the belts of the blower-engines slipped, and the engines consequently stopped for lack of artificial draught, without which, in such a confined place, the fires could not get air for combustion. Newton and Stimers, followed by the engineer’s force, gallantly rushed into the engine-room and fire- room to remedy the evil, but they were unable to check the inflowing water, and were nearly suffocated with escaping gas. They were dragged out more dead than alive, and carried to the top of the turret, where the fresh air gradually revived them. The water continued to pour through the hawser-hole, and over and down the smoke-stacks and blower-pipes, in such quantities that there was imminent danger that the ship would founder. The steam-pumps could not be operated because the fires had been nearly extinguished, and the engine-room was uninhabitable on account of the suffocating gas with which it was filled.
The hand-pumps were then rigged and worked, but they had not enough force to throw the water out through the top of the turret,—the only opening,— and it was useless to bail, as we had to pass the buckets up through the turret, which made it a very long operation. Fortunately, towards evening the wind and sea subsided, and, being again in smooth water, the engine was put in operation. But at midnight, in passing over a shoal, rough water was again encountered, and our troubles were renewed, complicated this time with the jamming of the wheel-ropes, so that the safety of the ship depended entirely on the strength of the hawser which connected her with the tug-boat. The hawser, being new, held fast; but during the greater part of the night we were constantly engaged in fighting the leaks, until we reached smooth water again, just before daylight.
It was at the close of this dispiriting trial trip, in which all hands had been exhausted in their efforts to keep the novel craft afloat, that the Monitor' passed Cape Henry at 4 p. m. on Saturday, March 8th. At this point was heard the distant booming of heavy guns, which our captain rightly judged to be an engagement with the Merrimac twenty miles away. He at once ordered the vessel stripped of her sea-rig, the turret keyed up, and every preparation made for battle. As we approached Hampton Roads we could see the fine old Congress burning brightly, and soon a pilot came on board and told of the arrival of the Merrimac the disaster to the Cumberland and the Congress, and the dismay of the Union forces.
The Monitor was pushed with all haste, and reached the Roanoke (Captain Marston), anchored in the Roads, at 9 p. m. Worden immediately reported his arrival to Captain Marston, who suggested that he should go to the assistance of the Minnesota, then aground off Newport News. As no pilot was available, Captain Worden accepted the volunteer services of Acting Master Samuel Howard, who earnestly sought the duty. An atmosphere of gloom pervaded the fleet, and the pygmy aspect of the new-comer did not inspire confidence among those who had witnessed the destruction of the day before.
Skillfully piloted by Howard, we proceeded on our way, our path illumined by the blaze of the Congress. Reaching the Minnesota, hard and fast aground, near midnight, we anchored, and Worden reported to Captain Van Brunt. Between 1 and 2 a. m. the Congress blew up, not instantaneously, but successively; her powder-tanks seemed to explode, each shower of sparks rivaling the other in its height, until they appeared to reach the zenith — a grand but mournful sight. Near us, too, lay the Cumberland at the bottom of the river, with her silent crew of brave men, who died while fighting their guns to the water’s edge, and whose colors were still flying at the peak.
The dreary night dragged slowly on; the officers and crew were up and alert, to be ready for any emergency. At daylight on Sunday the Merrimac and her consorts were discovered at anchor near Sewall’s Point. At about half-past seven o’clock the enemy’s vessels got under way and steered in the direction of the Minnesota. At the same time the Monitor got under way, and her officers and crew took their stations for battle. Captain Van Brunt officially reports, “I made signal to the Monitor to attack the enemy,” but the signal was not seen by us; other work was in hand, and Worden required no signal.....
Worden took his station in the pilot-house, and by his side were Howard, the pilot, and Peter Williams, quartermaster, who steered the vessel throughout the engagement. My place was in the turret, to work and fight the guns; with me were Stodder and Stimers and sixteen brawny men, eight to each gun. John Stocking, boatswain’s mate, and Thomas Lochrane, seaman, were gun-captains. Newton and his assistants were in the engine and fire rooms, to manipulate the boilers and engines, and most admirably did they perform this important service from the beginning to the close of the action. Webber had charge of the powder division on the berth-deck, and Joseph Crown, gunner’s mate, rendered valuable service in connection with this duty.
The physical condition of the officers and men of the two ships at this time was in striking contrast. The Merrimac had passed the night quietly near Sewall’s Point, her people enjoying rest and sleep, elated by thoughts of the victory they had achieved that day, and cheered by the prospects of another easy victory on the morrow. The Monitor had barely escaped shipwreck twice within the last thirty-six hours, and since Friday morning, forty-eight hours before, few if any of those on board had closed their eyes in sleep or had anything to eat but hard bread, as cooking was impossible; she was surrounded by wrecks and disaster, and her efficiency in action had yet to be proved.
Worden lost no time in bringing it to test. Getting his ship under way, he steered direct for the enemy’s vessels, in order to meet and engage them as far as possible from the Minnesota. As he approached, the wooden vessels quickly turned and left. Our captain, to the ‘‘ astonishment” of Captain Van Brunt (as he states in his official report), made straight for the Merrimac which had already commenced firing; and when he came within short range, he changed his course so as to come alongside of her, stopped the engine, and gave the order, Commence firing! ” I triced up the port, ran out the gun, and, taking deliberate aim, pulled the lockstring. The Merrimac was quick to reply, returning a rattling broadside (for she had ten guns to our two), and the battle fairly began. The turret and other parts of the ship were heavily struck, but the shots did not penetrate; the tower was intact, and it continued to revolve. A look of confidence passed over the men’s faces, and we believed the Merrimac would not repeat the work she had accomplished the day before.
The fight continued with the exchange of broadsides as fast as the guns could be served and at very short range, the distance between the vessels frequently being not more than a few yards. Worden skillfully maneuvered his quick-turning vessel, trying to find some vulnerable point in his adversary. Once he made a dash at her stern, hoping to disable her screw, which he thinks he missed by not more than two feet. Our shots ripped the iron of the Merrimac, while the reverberation of her shots against the tower caused anything but a pleasant sensation. While Stodder, who was stationed at the machine which controlled the revolving motion of the turret, was incautiously leaning against the side of the tower, a large shot struck in the vicinity and disabled him. He left the turret and went below, and Stimers, who had assisted him, continued to do the work.
The drawbacks to the position of the pilot-house were soon realized. We could not fire ahead nor within several points of the bow, since the blast from our own guns would have injured the people in the pilot-house, only a few yards off. Keeler and Toffey passed the captain’s orders and messages to me, and my inquiries and answers to him, the speaking-tube from the pilot-house to the turret having been broken early in the action. They performed their work with zeal and alacrity, but, both being landsmen, our technical communications sometimes miscarried. The situation was novel: a vessel of war was engaged in desperate combat with a powerful foe; the captain, commanding and guiding all, was inclosed in one place, and the executive officer, working and fighting the guns, was shut up in another, and communication between them was difficult and uncertain.....
As the engagement continued, the working of the turret was not altogether satisfactory. It was difficult to start it revolving, or, when once started, to stop it, on account of the imperfections of the novel machinery, which was now undergoing its first trial. Stimers was an active, muscular man, and did his utmost to control the motion of the turret; but, in spite of his efforts, it was difficult if not impossible to secure accurate firing. The conditions were very different from those of an ordinary broadside gun, under which we had been trained on wooden ships. My only view of the world outside of the tower was over the muzzles of the guns, which cleared the ports by a few inches only.....
The effect upon one shut up in a revolving drum is perplexing, and it is not a simple matter to keep the bearings. White marks had been placed upon the stationary deck immediately below the turret to indicate the direction of the starboard and port sides, and the bow and stern; but these marks were obliterated early in the action. I would continually ask the captain, How does the Merrimac bear ? ” He replied, “ On the starboard-beam,” or on the port-quarter,” as the case might be. Then the difficulty was to determine the direction of the starboard-beam, or port-quarter, or any other bearing. It finally resulted, that when a gun was ready for firing, the turret would be started on its revolving journey in search of the target, and when found it was taken on the fly,” because the turret could not be accurately controlled.
Once the Merrimac tried to ram us; but Worden avoided the direct impact by the skillful use of the helm, and she struck a glancing blow, which did no damage. At the instant of collision I planted a solid one-hundred-and-eighty-pound shot fair and square upon the forward part of her casemate. Had the gun been loaded with thirty pounds of powder, which was the charge subsequently used with similar guns, it is probable that this shot would have penetrated her armor; but the charge being limited to fifteen pounds, in accordance with peremptory orders to that effect from the Navy Department, the shot rebounded without doing any more damage than possibly to start some of the beams of her armor-backing....
The battle continued at close quarters without apparent damage to either side......Soon after noon a shell from the enemy’s gun, the muzzle not ten yards distant, struck the forward side of the pilot-house directly in the sight-hole, or slit, and exploded,. cracking the second iron log and partly lifting the top, leaving an opening. Worden was standing immediately behind this spot, and received in his face the force of the blow, which partly stunned him, and, filling his eyes with powder, utterly blinded him. The injury was known only to those in the pilot-house and its immediate vicinity. The flood of light rushing through the top of the pilot-house, now partly open, caused Worden, blind as he was, to believe that the pilot-house was seriously injured, if not destroyed; he therefore gave orders to put the helm to starboard and “sheer off.” Thus the Monitor retired temporarily from the action, in order to ascertain the extent of the injuries she had received. At the same time Worden sent for me, and leaving Stimers the only officer in the turret, I went forward at once, and found him standing at the foot of the ladder leading to the pilot-house.
He was a ghastly sight, with his eyes closed and the blood apparently rushing from every pore in the upper part of his face. He told me that he was seriously wounded, and directed me to take command. I assisted in leading him to a sofa in his cabin, where he was tenderly cared for by Doctor Logue, and then I assumed command. Blind and suffering as he was, Worden’s fortitude never forsook him; he frequently asked from his bed of pain of the progress of affairs, and when told that the Minnesota was saved, he said, "Then I can die happy.”
......During this time the Merrimac, which was leaking badly, had started in the direction of the Elizabeth River; and, on taking my station in the pilot-house and turning the vessel’s head in the direction of the Merrimac, I saw that she was already in retreat. A few shots were fired at the retiring vessel and she continued on to Norfolk. I returned with the Monitor to the side of the Minnesota where preparations were being made to abandon the ship, which was still aground. Shortly afterward Worden was transferred to a tug, and that night he was carried to Washington.
The fight was over. We of the Monitor thought, and still think, that we had gained a great victory. This the Confederates have denied. But it has never been denied that the object of the Merrimac on the 9th of March was to complete the destruction of the Union fleet in Hampton Roads, and that in this she was completely foiled and driven off by the Monitor; nor has it been denied that at the close of the engagement the Merrimac retreated to Norfolk, leaving the Monitor in possession of the field.
.....For the next two months we lay at Hampton Roads. Twice the Merrimac came out of the Elizabeth River, but did not attack. We, on our side, had received positive orders not to attack in the comparatively shoal waters above Hampton Roads, where the Union fleet could not manoeuvre. The Merrimac protected the James River, and the Monitor protected the Chesapeake. Neither side had an iron-clad in reserve, and neither wished to bring on an engagement which might disable its only armored naval defense in those waters.
With the evacuation of Norfolk and the destruction of the Merrimac, the Monitor moved up the James River with the squadron under the command of Commander John Rodgers, in connection with McClellan’s advance upon Richmond by the Peninsula. We were engaged for four hours at Fort Darling, but were unable to silence the guns or destroy the earthworks.
Probably no ship was ever devised which was so uncomfortable for her crew, and certainly no sailor ever led a more disagreeable life than we did on the James River, suffocated with heat and bad air if we remained below, and a target for sharp-shooters if we came on deck.
With the withdrawal of McClellan’s army, we returned to Hampton Roads, and in the autumn were ordered to Washington, where the vessel was repaired. We returned to Hampton Roads in November, and sailed thence (December 29) in tow of the steamer Rhode Island, bound for Beaufort, N.C. Between 11 p. M. and midnight on the following night the Monitor went down in a gale, a few miles south of Cape Hatteras,. Four officers and twelve men were drowned, fortynine people being saved by the boats of the steamer. It was impossible to keep the vessel free of water, and we presumed that the upper and lower hulls thumped themselves apart.
No ship in the world’s history has a more imperishable place in naval annals than the Monitor. Not only by her providential arrival at the right moment did she secure the safety of Hampton Roads and all that depended on it, but the ideas which she embodied revolutionized the system of naval warfare which had existed from the earliest recorded history. The name of the Monitor became generic, representing a new type; and, crude and defective as was her construction in some of its details, she yet contained the idea of the turret, which is to-day the central idea of the most powerful armored vessels."
S. D. Greene,
Commander U. S. Navy
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Findagrave link for Samuel Dana Greene: www.findagrave.com/memorial/6017440/samuel-dana-greene
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Link to CNN article and video pertaining to the two sailors whose remains were found in the turret in 2002. Towards the end of the video possible names and faces are matched up. This received a lot of publicity at the time, but note that official sources connected to the recovery and effort to identify the two men seemed to have completely backed away from the possible ID's.
CNN Link: www.cnn.com/2013/03/08/us/monitor-sailors-buried/index.html
Link to a second article pointing to the two men: www.huffpost.com/entry/uss-monitor-anniversary_b_2372051
The two sailors were eventually buried with full military honors as "two unidentified crew members" at Arlington National Cemetery, see link: www.arlingtoncemetery.mil/Blog/Post/10995/The-Monitor-Is-...
************************
Red/Cyan (not red/blue) glasses of the proper density must be used to view 3D effect without ghosting. Anaglyph prepared using red cyan glasses from The Center For Civil War Photography / American Battlefield Trust. CCWP Link: www.civilwarphotography.org/
27/09/2014, Port of Felixstowe, England.
Navigation bridge/wheelhouse. Helmsman's position.
Keel laid on 04/11/2008, launched on 03/04/2009, and completed on 25/08/2009, by IHI, Kure, Japan (3232)
98,747 g.t., 99,214 dwt. & 9,040 teu; as:
’Hamburg Bridge’ to 2019, and
'One Hamburg' since.
Hotel Boats, “Duke and Duchess” heading back to base at the end of the Holiday Season with “Butty Boat” Duchess towed by Duke. Spotted on the Trent & Mersey between Wheelock Wharf and Malkins Bank; part of the Sandbach length of the Cheshire Ring Canals network.
The Helmsman of the Duke appears to have his head in hands, crying, because the season is over for another year. Closer inspection shows he has hands wrapped around a warming brew from his flask.
(The term “butty” is derived from a dialect word meaning companion – Wikipedia - en.wikipedia.org/wiki/Narrowboat)
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
Fa Mulan: Daughter of an aged Chinese warrior who impersonates a man to battle against the invading Hun army.
Lieutenant Commander Hikaru Sulu: Helmsman aboard the newly refitted U.S.S. Enteprise under the command of Captain William Decker.
If they had to fight, who would win?
#213 in the Duel 365 series.
Frederick J. Waugh, The Knight of the Holy Grail, ca. 1912, oil on canvas, 94 7/8 x 125 3/4 in. (241.0 x 319.4 cm), Smithsonian American Art Museum, Gift of William T. Evans
Sometimes on lonely mountain-meres I find a magic bark,
I leap on board: no helmsman steers: I float til all is dark.
A gentle sound, an awfull light! Three angels bear the holy grail:
With folded feet, in stoles of white, on sleeping wings they sail,
Ah, blessed vision! Blood of God! My spirit beats her mortal bars,
As down dark tides the glory slides and star-like mingles with the stars.
Alfred Tennyson
German postcard by Verlag Ross, Berlin, no. 632/4. Photo: Maxim Film. Walter Janssen and Ria Jende in Der Tänzer (Carl Froehlich, 1919), based on the novel by Felix Holländer.
Andreas Rellnow (Walter Janssen) is the son of a highly nervous professor, whom he never felt loved by, and an aging dancer. Tired of the joyless parental home, one day Andreas decides to move out into the wide world and pursue an artist career. As a violin virtuoso, he quickly becomes a popular and a first-class heartbreaker. The women throw themselves at Andreas's feet, but he doesn't know how to give love and instead carelessly bends the hearts of his countless admirers.
Don Juan falls into disaster for many of them: Lucie Trenkwitz, the daughter of a respected consul, becomes his first victim (Gertrud Welcker). The next woman who does not find her love returned is Angela von Seydlitz (Irmgard Bern) and is the daughter of a chamberlain. Maria Friesländer (Margarete Kupfer), the wife of a helmsman, is hardly doing any better, and finally the dancer Lisa Lerder follows. But this is the end point for Andreas, because Lisa's partner William puts a cruel end to the careless activity of the heartbreaker and stabs Rellnow. NB it is unclear who played the parts of Lisa and William. Neither is it clear which part Ria Jende played. Lil Dagover played Rellnow's mother.
The film was in two episodes. Froehlich scripted the film with Georg Tatzelt. Sets were by Hans Sohnle, cinematography by Otto Tober. Der Tänzer was Janssen's second film after Die entschleierte Maja (1917).
German-Belgian actress Ria Jende (1898-? [after 1927]) was a star and producer of the silent German cinema. She appeared in 40 films, before she married and retired.
Walter Janssen (1887-1976), originally Walter Philipp Janßen, was a German stage and screen actor and film director. Between the late 1910s and the late 1950s, Walter Janssen had a very prolific acting career in German cinema.
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
An aircraft carrier's "island" is the command center for flight-deck operations, as well as the ship as a whole. The island is about 150 feet (46 m) tall, but it's only 20 feet (6 m) wide at the base, so it won't take up too much space on the flight deck. The top of the island, well above the height of any aircraft on the flight deck, is spread out to provide more room.
The top of the island is outfitted with an array of radar and communications antennas, which keep tabs on surrounding ships and aircraft, intercept and jam enemy radar signals, target enemy aircraft and missiles and pick up satellite phone and TV signals, among other things. Below that is the Primary Flight Control, or Pri-Fly. In the Pri-Fly, the air officer and air officer assistant (known as the "Air Boss" and the "Mini Boss") direct all aircraft activity on the flight deck and within a 5-mile (8-km) radius.
At the same level as the Pri-Fly, crew and visitors can walk out onto vulture's row, a balcony platform with a great view of the entire flight deck.
The next level down is the bridge, the ship's command center. The commanding officer (the captain) usually cons (controls) this ship from a stately leather chair surrounded by computer screens. The commanding officer directs the helmsman, who actually steers the carrier, the lee helmsman, who directs the engine room to control the speed of the ship, the Quartermaster of the Watch, who keeps track of navigation information, and a number of lookouts and support personnel. When the commanding officer is not on the bridge, he puts an Officer of the Deck in charge of operations.
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.
Linha de chegada / Resultado final Classe Optimist - Finish line / Final result Optimist Class - Ligne d'arrivée / Résultat final Catégorie Optimist - Línea de meta / Resultado final Clase Optimist
Torneio do Cerrado 2012 - Tourney of Cerrado - Tournoi du Cerrado - Torneo del Cerrado.
Parabéns a todos os participantes!
Nossa admiração aos vencedores!
1º colocado: Veleiro: CABEÇÃO. Timoneiro: Vitor Costa.
2º colocado: Veleiro: sem nome. Timoneiro: Lucas Faria
3º colocado: Veleiro: CALOPITO. Timoneiro: Caio Uchoa
4º colocado: Veleiro: sem nome. Timoneiro: João Vitor Maximiliano
5º colocado: Veleiro: sem nome. Timoneiro: Diego Campos
6º colocado: Veleiro: sem nome. Timoneira: Clara Felix
7º colocado: Veleiro: sem nome. Timoneiro: Tiago Brugger
8º colocado: Veleiro: Filé². Timoneiro: Felipe Rondina
9º colocado: Veleiro: sem nome. Timoneiro: Leandro Bottecchia
10º colocado: Veleiro: Sweel. Timoneiro: Edward Cronwell
11º colocado: Veleiro: sem nome. Timoneiro: Christian Shaw
12º colocado: Veleiro: Filé. Timoneiro: Leonardo Diniz
-------------------------------------------------------------------------------------
Félicitations à tous les participants! Notre admiration pour les vainqueurs!
1º lieu: Bateau: CABEÇÃO. Timonier: Vitor Costa
2º lieu: Bateau: sem nome. Timonier: Lucas Faria
3º lieu: Bateau: CALOPITO. Timonier: Caio Uchoa
4º lieu: Bateau: sans nom. Timonier: João Vitor Maximiliano
5º lieu: Bateau: sans nom. Timonier: Diego Campos
6º lieu: Bateu: sans nom. Timonier: Clara Felix
7º lieu: Bateu: sans nom. Timonier: Tiago Brugger
8º lieu: Bateu: Filé². Timonier: Felipe Rondina
9º lieu: Bateu: sans nom. Timonier: Leandro Bottechia
10º lieu: Bateu: Sweel. Timonier: Edward Cromwell
11º lieu: Bateu: sans nom. Timonier: Cristian Shaw
12º lieu: Bateu: Filé. Timonier: Leonardo Diniz
-----------------------------------------------
Felicitaciones a todos los participantes! Nuestra admiración a los ganadores!
1º lugar: Velero: CABEÇÃO. Timonel: Vitor Costa
2º lugar: Velero: sem nome. Timonel: Lucas Faria
3º lugar: Velero: CALOPITO. Timonel: Caio Uchoa
4º lugar: Velero: sin nombre. Timoniel: João Vitor Maximiliano
5º lugar: Velero: sin nombre. Timoniel: Diego Campos
6º lugar: Velero: sin nombre. Timoniel: Clara Félix
7º lugar: Velero: sin nombre. Timoniel: Thiago Brugger
8º lugar. Velero: File². Timoniel: Felipe Rondina
9º lugar. Velero: sin nombre. Timoniel: Leandro Bottechia
10º lugar. Velero: Sweel. Timoniel: Edward Cromwell
11º lugar. Velero: sin nombre. Timoniel: Cristian Shaw
12º lugar. Velero: Filé. Timoniel: Leonardo Diniz.
------------------------------------------------------------------------------------
Congratulations to all participants! Our admiration to the winners!
1º place: Sail boat: CABEÇÃO. Helmsman: Vitor Costa
2º place: Sail boat: sem nome. Helmsman: Luiz André.
3º place: Sail boat: CALOPITO. Helmsman: Caio Uchoa
4º place: Sail boat: unnamed. Helmsman: João Vitor Maximiliano
5º place: Sail boat: unnamed. Helmsman: Diego Campos
6º place: Sail boat: unnamed. Helmswoman: Clara Felix
7º place: Sail boat: unnamed. Helmsman: Tiago Brugger
8º place: Sail boat: File². Helmsman: Felipe Rondina
9º place: Sail boat: unnamed. Helmsman: Leandro Bottecchia
10º place: Sail boat: Sweel. Helmsman: Edward Cromwell
11º place: Sail boat: unnamed. Helmsman: Christian Shaw
12º place: Sail boat: Filé. Helmsman: Leonardo Diniz
-----------------------------------------------
Si vous voulez que votre fils grandisse calme, confiant et sage, enseignez lui a naviguer bientôt!
Quer que seu filho cresça seguro, calmo e sábio, ensine-o a velejar cedo!
If you want your child to grow safe, calm and wise, teach him to sail soon!
Si quiere que tu hijo crezca calmo, condifente y sabio, enseñale temprano a navegar!
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.
Sailor's Monument
The Sailor's Monument, a national monument of Norwegian seamen's efforts at sea, from the Viking Age to the 20th century, paid for by funds collected and unveiled on June 7, 1950.
In the maritime city of Bergen, it goes without saying that a memorial dedicated to this important and honorable professional group had to be centralized space in the city.
This demand was met in full when the municipality allowed Dyre Vaas's towering, seven-meter-high sculptural tribute to the sailor's stand to dominate the eastern end of the city's main street, Torgallmenningen.
But many people reacted to the fact that the Sailor Monument here stood a good distance from the right element of seafarers, the sea.
It was only in 1999, almost 50 years after the unveiling, that this objection succeeded to some extent. As part of the extensive renovation of the Torgallmenning completed this year, a large water pool was built around the monument. After this, 12 tough sailors, cast in bronze, were able to reflect in the water. Waves around the monument, on the other hand, only criticize the location and the artistic design that has created.
The road from idea to realization of the Sailor Monument was very long. The idea was erected as early as 1917 by the Bergen Shipowners' Association and the Bergen Skipperforening, which wanted a memorial to war-lost seafarers.
Sofus Madsen undertook to make a draft based on this wish, but it was rejected.
It was concluded that the monument should express a general tribute to the sailor's stand rather than dwell especially on the victims of the war.
In 1938, open competition was announced, and a total of 45 drafts came in. The winner was "The Trial of Happiness", submitted by the telemarketing Dyre Vaa.
Because of the war, it was 12 years before the monument could be unveiled. The honorable assignment was left to the then Minister of Industry Lars Evensen.
The result was a startling, but controversial, sculptural account of Norwegian shipping, expressed in the form of 12 burly sailor statues and high above them eight reliefs on two heights that contribute with further knowledge.
Four centuries of Norwegian maritime history pass revue on the monument's equally numerous sides.
The tenth century is presented as "Vinland's journey", and the statues depict a chieftain with a spear, a skull in leather skins and a berserk with a shield on his back. The reliefs show a Viking ship under sail and a meeting between Vikings and Indians.
The eighteenth century, "Greenland's journey", is symbolized by a scouting fisherman, a full-fledged captain in the process of giving orders and a sailor with a pipe in his mouth.
The reliefs are related to Greenland's rediscovery from Bergen. You see Hans Egede preaching the Christian gospel to the Eskimos and a stack drain with a sea worm bowing under the ship.
On the panel for the nineteenth century, with the inscription "Kornferd", you see a ship with a top hat, a first-time boy and a pilot. The reliefs depict whaling and scenes from a shipyard.
The twentieth century has the inscription “Oljeferd”, and the sculptures depict a deck boy, a helmsman with binoculars and a wrench machinist. The reliefs depict a ship in front of a rising sun and a resurrection scene. Drowned awakened to eternal life by an angel.
As models, Dyre Vaa did not use seafarers, but people from his community. Several Telemark farmers from that time must have been easily recognizable. The artist was working on the monument throughout the war. In 1944, no less than 25 plaster statues lined up in his studio in Rauland. The number was subsequently more than halved. A very rich memorial must be said to be the Seamen's Monument, a work of art that alone is an entire art exhibition.
Tavares' shield for Alfa in a coma
OPINIONS
Rodolfo Ruocco
January 25, 2021
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A shield from Stellantis to protect the former FCA Italian factories. Carlos Tavares, formerly at the helm of PSA, denies the fears of Italian workers and unions. He reassured the former FCA tricolor factories: "For Italy the good news is that Stellantis will act as a shield, as a protection for some factories, it does not represent a risk". The CEO of Stellantis, immediately after the formalization of the “equal merger” between the Peugeot group and Fiat Chrysler Automobiles, wanted to personally get to know the Italian plants.
He left his Paris headquarters for a trip to Italy. On 20 January he visited Mirafiori (the cradle of Fiat), on 21 Melfi (the most advanced and productive plant with Jeeps and the 500 X), on 22 Cassino (the plant in severe crisis for Alfa Romeo sales in dive). Accompanied by John Elkann, who passed from the presidency of FCA to that of Stellantis (the Agnelli family is the relative majority shareholder with 14.4% of the shares), he wanted to know the plants, speak with the workers, discuss with the trade unions.
Italian fears are strong: will Stellantis favor France, which is politically and economically stronger than our country? In the new auto giant, which also sees the presence as a shareholder of the French government but not the Italian one, will the interests of Paris prevail?
Tavares, aware of these fears, spoke of a Stellantis shield for Italy. He reiterated: "Our commitment to the merger is not to close any production plant" and "to safeguard all jobs". It wasn't so obvious. There are those who feared that the commitment to employment was above all valid for the French part of the new auto giant born from the marriage between FCA and PSA, the fourth largest group in the world with over 8 million cars produced every year.
The fear was there and is because many Italian factories are in trouble, the use of layoffs is high. Mirafiori produces the electric Fiat 500 and expects other models, Cassino works at just 15% -20% of production capacity. Giulia and the Suv Stelvio, the two models of the Biscione, are not good. Especially the Alfa Romeo Giulia suffered a slump in sales. Other models have not arrived and only now will production of the new Maserati SUV start in Cassino: Grecale, also built in the electric version.
Tavares judged Cassino's Alfa models to be of good quality but penalized by uncalibrated marketing. He announced a relaunch of Alfa Romeo and Maserati which ended up in dire straits due to the failure of the promised new models: «The very high value of these iconic brands must be recognized. We will make assessments to understand how to support their growth and profitable remedies ». The new helmsman of Stellantis did not give details on the future business plan, but made it clear that part of the 5 billion euros resulting from the synergies produced by the merger will go to investments in the Biscione and Trident brands. Another high-end model should arrive in Cassino after the Grecale.
Somehow Tavares seems to want to resume and implement Sergio Marchionne's plan for Italy: to ensure life and employment in the factories of the Peninsula by focusing on premium brands. In 2017 the then CEO of FCA announced: "From 2020 in Italy the group will only have premium productions, with the Alfa Romeo and Maserati brands". He motivated the choice: "Our way to live in globalization is in the creation of global brands such as Jeep and iconic premium brands such as Alfa and Maserati". Unfortunately it did not happen. Marchionne died suddenly in July 2018. FCA investments went above all for the Jeep and for the American factories of the group, the sales of the Biscione and the Trident (the models are built in Grugliasco) collapsed at a glance.
Tavares has already performed a miracle: it saved Peugeot and Citroen from bankruptcy by focusing on quality, innovation and competitiveness. He incorporated Opel into the PSA group, protecting employment. Now the problem of the many different brands to be reorganized and integrated, avoiding the risk of production overlaps, is being raised. There will be an initial response when it presents the first Stellantis industrial plan.
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
INDIAN OCEAN (Jan. 29, , 2019) Seaman Ofelia Velasquez, from West Palm Beach, Florida, stands watch as the helmsman in the pilot house aboard the guided-missile destroyer USS Spruance (DDG 111) in the Indian Ocean, Jan. 29, 2019. The Spruance is deployed the U.S. 7th Fleet area of operations in support of security and stability in the Indo-Pacific region. (U.S. Navy photo by Mass Communication Specialist 1st Class Ryan D. McLearnon)
Llangollen, Wales
Brace yourselves... it a biggie!
The Pontcysyllte Aqueduct is a navigable aqueduct that carries the Llangollen Canal across the River Dee in north east Wales. The 18-arched stone and cast iron structure, which took ten years to design and build, was completed in 1805. It is now the oldest and longest navigable aqueduct on Great Britain and the highest in the world.
The aqueduct was to be a key part of the central section of the proposed Ellesmere Canal, an industrial waterway that would create a commercial link between the River Severn at Shrewsbury and the Port of Liverpool on the River Mersey. However, only parts of the canal route were completed because the expected revenues required to complete the entire project were never generated. Most major work ceased after the completion of the Pontcysyllte Aqueduct in 1805. Although a cheaper construction course was surveyed further to the east, the westerly high-ground route across the Vale of Llangollen was preferred because it would have taken the canal through the mineral-rich coalfields of North East Wales.
HISTORY
The aqueduct was built by Thomas Telford and William Jessop near the 18th-century road crossing, Pont Cysylltau. After the westerly high-ground route was approved, the original plan was to create a series of locks down both sides of the valley to an embankment that would carry the Ellesmere Canal over the River Dee. However, after Telford was hired the plan was changed to an aqueduct that would create an uninterrupted waterway straight across the valley. Despite considerable public scepticism, Telford was confident his construction method would work because he had previously built a cast-iron trough aqueduct – the Longdon-on-Tern Aqueduct on the Shrewsbury Canal.
The aqueduct was one of the first major feats of civil engineering undertaken by Telford, who was becoming one of Britain's leading industrial civil engineers; although his work was supervised by Jessop, the more experienced canal engineer. Ironwork was supplied by William Hazledine from his foundries at Shrewsbury and nearby Cefn Mawr. The work, which took around ten years from design to construction, cost around of £47,000. Adjusted for inflation this is equivalent to no more than £3,500,000 in 2016.
The Pontcysyllte aqueduct officially opened to narrow boat traffic on 26 November 1805. A plaque commemorating its inauguration reads:
THE NOBILITY AND GENTRY, THE ADJACENT COUNTIES HAVING UNITED THEIR EFFORTS WITH THE GREAT COMMERCIAL INTERESTS OF THIS COUNTRY. IN CREATING AN INTERCOURSE AND UNION BETWEEN ENGLAND AND NORTH WALES BY A NAVIGABLE COMMUNICATION OF THE THREE RIVERS, SEVERNE DEE AND MERSEY FOR THE MUTUAL BENEFIT OF AGRICULTURE AND TRADES, CAUSED THE FIRST STONE OF THIS AQUEDUCT OF PONTCYSYLLTY, TO BE LAID ON THE 25TH DAY OF JULY MDCCXCV. WHEN RICHARD MYDDELTON OF CHIRK, ESQ, M.P. ONE OF THE ORIGINAL PATRONS OF THE ELLESMERE CANAL WAS LORD OF THIS MANOR, AND IN THE REIGN OF OUR SOVEREIGN GEORGE THE THIRD. WHEN THE EQUITY OF THE LAWS, AND THE SECURITY OF PROPERTY, PROMOTED THE GENERAL WELFARE OF THE NATION. WHILE THE ARTS AND SCIENCES FLOURISHED BY HIS PATRONAGE AND THE CONDUCT OF CIVIL LIFE WAS IMPROVED BY HIS EXAMPLE.
The bridge is 336 yd (307 m) long, 4 yd (3.7 m) wide and 5.25 ft (1.60 m) deep. It consists of a cast iron trough supported 126 ft (38 m) above the river on iron arched ribs carried on eighteen hollow masonry piers (pillars). Each of the 18 spans is 53 ft (16 m) wide. With the completion of the aqueduct, the next phase of the canal should have been the continuation of the line to Moss Valley, Wrexham where Telford had constructed a feeder reservoir lake in 1796. This would provide the water for the length of canal between Trevor Basin and Chester. However, as the plan to build this section was cancelled in 1798, the isolated feeder and a stretch of navigation between Ffrwd and a basin in Summerhill was abandoned.
With the project incomplete, Trevor Basin just over the Pontcysyllte aqueduct would become the canal's northern terminus. In 1808 a feeder channel to bring water from the River Dee near Llangollen was completed. In order to maintain a continual supply, Telford built an artificial weir known as the Horseshoe Falls near Llantysilio to maintain water height.
In 1844, the Ellesmere and Chester Canal Company, which owned the broad canals from Ellesmere Port to Chester and from Chester to Nantwich, with a branch to Middlewich, began discussions with the narrow Birmingham and Liverpool Junction Canal, which ran from Nantwich to Autherley, where it joined the Staffordshire and Worcestershire Canal. The two companies had always worked together, in a bid to maintain their profits against competition from the railways, and amalgamation seemed to be a logical step. An agreement was worked out by August, and the two companies then sought a Private Act of Parliament to authorise the takeover. This was granted on 8 May 1845, when the larger Ellesmere and Chester Canal Company was formed.
In 1846, the canal and the aqueduct became part of the Shropshire Union Railways and Canal Company. But the intent of the merger was to build railways at a reduced cost, by using the existing routes of the canals they owned. However, by 1849, the plan to turn canals into railways had been dropped. As the aqueduct was largely in an area that was served by railways owned by the Great Western Railway, the LNWR was more than happy for the canal to remain open as long as it remained profitable. With the start of the First World War in 1914, the Shropshire Union – which the Pontcysyllte aqueduct was a part – served the war effort with its fleet of more than 450 narrow boats.
Commercial traffic on the canal greatly declined after a waterway breach near Newtown, Powys (now part of the Montgomery Canal) in 1936. By 1939 boat movements across the aqueduct to Llangollen had ceased. The canal was formally closed to navigation under the London Midland and Scottish Railway Company Act of 1944. On 6 September 1945, due to inadequate maintenance, the canal breached its banks east of Llangollen near Sun Bank Halt. The flow of hundreds of tons of water washed away the embankment of the railway further down the hill, tearing a 40-yard (37 m) crater 50 feet (15 m) deep. This caused the first traffic of the morning, a mail and goods train composed of 16 carriages and two vans, to crash into the breach, killing one and injuring two engine crew.
However, the aqueduct was saved (despite its official closure to waterway traffic) because it was still required as a water feeder for the remainder of the Shropshire Union Canal. The aqueduct also supplied drinking water to a reservoir at Hurleston. In 1955 the Mid & South East Cheshire Water Board agreed to maintain the canal securing its future.
In the latter half of the 20th century, leisure boating traffic began to rise. In a rebranding exercise by British Waterways in the 1980s, the former industrial waterway was renamed the Llangollen Canal. It has since become one of the most popular canals for holidaymakers in Britain because of its aqueducts and scenery. The Pontcysyllte Aqueduct is now maintained and managed by the Canal & River Trust. Otters have been seen in the area.
CONSTRUCTION AND MAINTENANCE
The mortar used lime, water and ox blood. The iron castings for the trough were produced at the nearby Plas Kynaston Foundry, Cefn Mawr, which was built by the Shrewsbury ironfounder and millwright William Hazledine in the hope of gaining the contract. The rib castings may have been made at Hazledine's original works at Coleham, near Shrewsbury. The trough was made from flanged plates of cast iron, bolted together, with the joints bedded with Welsh flannel and a mixture of white lead and iron particles from boring waste. After twenty-five years the white lead was replaced with ordinary tar. As with Telford's Longdon-on-Tern Aqueduct, the plates are not rectangular but shaped as voussoirs, similar to those of a stone arch. There is no structural significance to their shape: it is a decorative feature only, following the lines of the stiffening plates (see below) in the castings beneath. In nearby Cefn Mawr a high quartz content sandstone was discovered at the location where the New Cefn Druids football stadium has been built. Know locally as 'The Rock' the sandstone was extracted and worked here into the many numerous shapes as required by the architects. Many remnants of the workings are still visible alongside Rock Road which links Rhosymedre to Plas Madoc.
The supporting arches, four for each span, are in the form of cast-iron ribs, each cast as three voussoirs with external arches cast with an un-pierced web to give greater strength, at the cost of extra weight. Using cast iron in this way, in the same manner as the stone arch it supersedes, makes use of the material's strength in compression. They also give an impression of greater solidity than would be the case were the webs pierced. This impression is enhanced by the arrangement of strips of thicker stiffening incorporated into the castings, arranged in the manner of joints between voussoirs.
Cast plates are laid transversely to form the bed of the canal trough. The trough is not fastened to the arches, but lugs are cast into the plates to fit over the rib arches to prevent movement. The aqueduct was left for six months with water inside to check that it was watertight. A feature of a canal aqueduct, in contrast with a road or railway viaduct, is that the vertical loading stresses are virtually constant. According to Archimedes' principle, the mass (weight) of a boat and its cargo on the bridge pushes an equal mass of water off the bridge.
The towpath is mounted above the water, with the inner edge carried on cast-iron pillars in the trough. This arrangement allows the water displaced by the passage of a narrow boat to flow easily under the towpath and around the boat, enabling relatively free passage. Pedestrians, and the horses once used for towing, are protected from falling from the aqueduct by railings on the outside edge of the towpath, but the holes in the top flange of the other side of the trough, capable of mounting railings, were never used. The trough sides rise only about 6 inches (15 cm) above the water level, less than the depth of freeboard of an empty narrow boat, so the helmsman of the boat has no visual protection from the impression of being at the edge of an abyss. The trough of the Cosgrove aqueduct has a similar structure, although it rests on trestles rather than iron arches. It is also less impressively high.
Every five years the ends of the aqueduct are closed and a plug in one of the highest spans is opened to drain the canal water into the River Dee below, to allow inspection and maintenance of the trough.
WORLD HERITAGE SITE
The aqueduct and surrounding lands were submitted to the "tentative list" of properties being considered for UNESCO World Heritage Site status in 1999. The aqueduct was suggested as a contender in 2005—its 200th anniversary year - and it was formally announced in 2006 that a larger proposal, covering a section of the canal from the aqueduct to Horseshoe Falls would be the United Kingdom's 2008 nomination. The length of canal from Rhoswiel, Shropshire, to the Horseshoe Falls, including the main Pontcysyllte Aqueduct structure as well as the older Chirk Aqueduct, were visited by assessors from UNESCO during October 2008, to analyse and confirm the site management and authenticity. The aqueduct was inscribed by UNESCO on the World Heritage List on 27 June 2009.
Video showing the steering mechanism in action.
The steering cable is wrapped several times around the barrel of the ship's wheel.
Both ends of the steering cable descend through holes in the quarterdeck, and run vertically down through the captain's quarters.
After going through the floor of the captain's quarters, the cables angle out just along the ceiling of the berth deck, through pulleys attached to the sides of the ship, and then back to the tiller in the center. That way the tiller can be moved left and right as far as possible, with the minimum necessary tension on the line and steering mechanism.
Turning the wheel pulls the cable, which pulls the tiller, which moves the rudder, which steers the ship.
--------------------
(I did not notice until watching the video that I reversed the setup: spinning the wheel to port will turn the ship to starboard. I was under the impression that the cables should cross in a vertical "X" pattern as they descended from the wheel to the lower deck, but that was wrong.
There is a bit of historical precedent for this behavior, however. The ship's wheel was invented in the early 1700s. Before that, sailors relied on tillers, which worked in "reverse"--pulling the tiller to port turned the ship to starboard. Even after the wheel was invented, the tradition-bound officer corps continued giving orders according to the direction the *tiller* should turn, rather than the ship or wheel.
This mess persisted right up into the 20th century, and it generally fell to the helmsman to figure things out. However, in an effort to "simplify" things, individual ships occasionally had their wheel mechanism reversed, so that its behavior matched the tiller. Apparently that's how the captain decided to rig HMS Enterprize. He must be a bit idiosyncratic...)
A soft Sea washed around the House
A Sea of Summer Air
And rose and fell the magic Planks
That sailed without a care --
For Captain was the Butterfly
For Helmsman was the Bee
And an entire universe
For the delighted crew.
poem by Emily Dickinson
My images are © Copyrighted and All Rights Reserved. This image can not be reproduced and/or used in any form of publication, print or the Internet without my written permission.
MO: - 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