View allAll Photos Tagged Steering-Control
Instructions available here: youtu.be/1b5qFaAS2ME
My 2nd unofficial alternate model of LEGO Technic Dozer Compactor 42071. The monster truck features front wheel steering controlled via the knob on the roof, opening doors and working crane at the rear operated by menas of a worm gear mechanism. You can attach some load to the hook of the crane as well.
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Ladner, BC Canada
Year built: 1917
L.o.a.: 53'
Beam: 13'
Draft: 8'
Displacement: 28.10 Gross tons, 19.11 net registered tons
VESSEL DESCRIPTION
Ocean Belle originally “J.C.G.” was built in Port Alberni, BC by Builder/Captain James Alexander Croll. In 1937 she was purchased by James Oprang Towing Co. Ltd of Vancouver and was repowered in 1945. In 1948 she was purchased by Vancouver Tug and Barge Co., Ltd. and was renamed “La Rose” and spent the next 14 years operating in the Gulf of Georgia and Johnstone Straits.
In 1961 La Rose was decommissioned by Capitol Iron & Metals of Victoria and was converted to a pleasure craft purchased privately and renamed “Ocean Belle” in 1965. It was purchased by the current owners in 2003 and has undergone extensive restorations and improvements.
This is a single screw, diesel powered ex-tugboat of carvel planked wood construction (hull) having a plumb bow, round bilges to a long keel and a fantail stern. The hull and deck are white coloured with blue trim, the deck profile comprising a low trunk cabin forward, followed by the wheelhouse, then a full-height main house extending aft to a partially covered cockpit at the stern.
The main deck interior incorporates the steering/control station and a pilot berth forward. Step down to the main cabin with an enclosed head, lockers, a U-galley and dinette. Below decks is a tub/shower compartment in the foc's'le with an access hatch to the forepeak. Next aft is a foredeck access ladder followed by the machinery space. The machinery space is entered from a hatch in the dinette area. The lazarette is accessed through a raised hatch in the cockpit.
Online References: agboats.com/forsale/ocean-belle; vancouver.craigslist.org/rds/boa/d/delta-central-1917-westcoast-tugboat/7377043929.html
This image is best viewed in Large screen.
Thank-you for your visit, and please know that any faves or comments are always greatly appreciated!
Sonja
Ladner, BC Canada
Year built: 1917
L.o.a.: 53'
Beam: 13'
Draft: 8'
Displacement: 28.10 Gross tons, 19.11 net registered tons
VESSEL DESCRIPTION
Ocean Belle originally “J.C.G.” was built in Port Alberni, BC by Builder/Captain James Alexander Croll. In 1937 she was purchased by James Oprang Towing Co. Ltd of Vancouver and was repowered in 1945. In 1948 she was purchased by Vancouver Tug and Barge Co., Ltd. and was renamed “La Rose” and spent the next 14 years operating in the Gulf of Georgia and Johnstone Straits.
In 1961 La Rose was decommissioned by Capitol Iron & Metals of Victoria and was converted to a pleasure craft purchased privately and renamed “Ocean Belle” in 1965. It was purchased by the current owners in 2003 and has undergone extensive restorations and improvements.
This is a single screw, diesel powered ex-tugboat of carvel planked wood construction (hull) having a plumb bow, round bilges to a long keel and a fantail stern. The hull and deck are white coloured with blue trim, the deck profile comprising a low trunk cabin forward, followed by the wheelhouse, then a full-height main house extending aft to a partially covered cockpit at the stern.
The main deck interior incorporates the steering/control station and a pilot berth forward. Step down to the main cabin with an enclosed head, lockers, a U-galley and dinette. Below decks is a tub/shower compartment in the foc's'le with an access hatch to the forepeak. Next aft is a foredeck access ladder followed by the machinery space. The machinery space is entered from a hatch in the dinette area. The lazarette is accessed through a raised hatch in the cockpit.
Online References: agboats.com/forsale/ocean-belle; vancouver.craigslist.org/rds/boa/d/delta-central-1917-westcoast-tugboat/7377043929.html
This image is best viewed in Large screen.
Thank-you for your visit, and please know that any faves or comments are always greatly appreciated!
Sonja
1996-10-30 Destroyed during a crosswind take off at Wheeling, USA.
"The flightcrew of a began taking off on Runway 34 with a crosswind from 280° at 24 knots. About 1,340 feet after the takeoff roll began, the airplane veered left 5.14° to a heading of 335°. It departed the runway, and tire marks indicated no braking action was applied. One of the pilots said, "Reverse," then one said, "No, no, no, go, go, go, go, go." The airplane traversed a shallow ditch that paralleled the runway, which resulted in separation of both main landing gear, the left and right flaps, and a piece of left aileron control cable from the airplane. The airplane became airborne after it encountered a small berm at the departure end of the runway. Reportedly, the left wing fuel tank exploded. The main wreckage was located about 6,650 feet from the start of the takeoff roll. Examination of the airplane indicated no preexisting anomalies of the engines, flight controls, or aircraft systems. The Nose Wheel Steering Select Control Switch was found in the "Handwheel Only" position, and not in the "Normal" position. The pilot-in-command (PIC) routinely flew with the switch in the "Normal" position. The PIC and copilot (pilot-not-flying) comprised a mix crew in accordance with an Interchange Agreement between two companies which operated G-IV's. The companies' operation manuals and the Interchange Agreement did not address mixed crews, procedural differences, or aircraft difference training.
Probable cause: Failure of the pilot-in-command (PIC) to maintain directional control of the airplane during the takeoff roll in a gusty crosswind, his failure to abort the takeoff, and failure of the copilot to adequately monitor and/or take sufficient remedial action to help avoid the occurrence. Factors relating to the accident included the gusty crosswind condition, the drainage ditch, the flight crew's inadequate preflight, the Nose Wheel Steering Control Select Switch in the "Handwheel Only"
position, and the lack of standardization of the two companies' operations manuals and Interchange Agreement."
Instructions available here: youtu.be/1b5qFaAS2ME
My 2nd unofficial alternate model of LEGO Technic Dozer Compactor 42071. The monster truck features front wheel steering controlled via the knob on the roof, opening doors and working crane at the rear operated by menas of a worm gear mechanism. You can attach some load to the hook of the crane as well.
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This M29C Weasel was acquired by the Muckleburgh Collection at Wetbourne, Norfolk from Norway in 1987.
Military operations showed the US Army needed a vehicle to move over snow for the First Special Services Force to conduct commando operations against strategic power plants in Norway. In 1943 the Studebaker M29 cargo carrier, better known as the Weasel, was introduced. This was a light weight vehicle with 15 or 20 in. tracks that was good for traveling over soft snow but had limited carrying capacity.
The original design with the engine at the back was soon altered to the conventional layout with the engine at the front and the drive sprockets at the rear. This gave better distribution of weight and improved space so that more cargo or passengers could be carried.
The Norwegian mission was cancelled and therefore the Weasel was never used for its original intention. The Weasel was developed into an amphibious version for inland waterways only, with buoyancy chambers, twin rudders coupled to the steering controls with propulsion in the water provided by the tracks. The standard Weasel could be quickly converted in the field if required and both versions could be dropped by parachute.
The Weasel crossed terrain too soft for most other vehicles, and it was used widely in both Italy and on the Western Front where it went ashore at Normandy. The Weasel was a cargo carrier but was also used as a command center, radio vehicle and signal line layer. US soldiers soon realized the Weasel could be used as an ambulance, as it could get to places that even Jeeps couldn't. Another use was for crossing minefields, as its ground pressure was often too low to set off anti-tank mines.
In November 1944, the USMC distributed Weasels to the 3rd., 4th. and 5th. Marine Divisions. They proved invaluable with its first appearance in combat on Iwo Jima. It also saw use on Okinawa. The USMC used only the non-amphibious version, but it was capable of hauling a half ton load through sand and mud. Besides this they pulled trailers and artillery pieces over the terrain that wheeled vehicles could not negotiate.
Some US Weasels survived to serve in Korea, supplementing 1/4 ton 4x4 cargo vehicles in the rough conditions. They also served in Arctic and cold weather operations until retired in 1958.
The French used Weasels in the First Indochina War.
The 1st. Foreign Cavalry Regiment was fighting Viet Minh guerrillas in the Mekong Delta area. Its units, 1st. and 2nd. Escadrons, received Weasels from the 13th. Demi-Brigade of Foreign Legion in 1947. Initially the Weasels were unsuccessful and losses were heavy. But the French soldiers learned fast after several months of fighting and their fortunes improved when in September 1951, 1er Groupement Autonome was established. The unit included two Escadrons equipted with 33 Weasels each. French Weasels, known as Crabes, were heavily armed with Chaterrault M1924/29 light machine guns, Bren or Browning M1919 machine guns, 57mm M18A1 recoilless guns and even 60 mm mortars.
After the Indochina war, the remaining Weasels were given to French Polar Expeditions, who used them at the Antarctic station of Dumont d'Urville until 1993, and French mountain troops and French Gendarmerie who used them until 1970.
British Weasels remained in service for only a few years after the war.
2nd. World War surplus Weasels were sold to allied countries such as Norway and Sweden who used them into the late 1960's.
Crew: 2 to 4
Length: 10 ft. 6 in. (3.23 m)
Width: 5 ft. 6 in. (1.67 m)
Height: 4 ft. 3 in. (1.29 m)
Height to windscreen: 5 ft. 11 in. (1.8 m)
Ground clearance: 11 in. (280 mm)
Ground pressure: 1.9 psi.
Dry weight: 3,800 lb. (1,700 kg)
Fighting weight: 4,451 lb (2,019 kg)
Engine: 2,779 cc (169.6 cu. in.) Studebaker Model 6-170 Champion 6 cylinder, petrol
Engine output: 70 hp (52 kW) at 3,600 rpm
Transmission: 3 speeds
Transfer case: 2 speeds
Max speed: 36 mph (58 km/h)
Range: 165 miles (266 km).
Turning radius: 12 ft. (3.7 m)
Max width of ditch vehicle will cross: 36 in. (91 cm)
Max vertical obstacle vehicle will climb: 24 in. (61 cm)
Max towed load: 3,800 lb. (1,700 kg)
An all-terrain vehicle (ATV), also known as a quad, quad bike, three-wheeler, or four-wheeler, or RZR is defined by the American National Standards Institute (ANSI) as a vehicle that travels on low-pressure tires, with a seat that is straddled by the operator, along with handlebars for steering control. As the name implies, it is designed to handle a wider variety of terrain than most other vehicles. Although it is a street-legal vehicle in some countries, it is not street-legal within most states and provinces of Australia, the United States or Canada.
By the current ANSI definition, ATVs are intended for use by a single operator, although some companies have developed ATVs intended for use by the operator and one passenger. These ATVs are referred to as tandem ATVs.[1]
The rider sits on and operates these vehicles like a motorcycle, but the extra wheels give more stability at slower speeds. Although equipped with three or four wheels, six-wheel models exist for specialized applications. Engine sizes of ATVs currently for sale in the United States, (as of 2008 products), range from 49 to 1,000 cc (3 to 61 cu in).
There are various types of off-road motorcycles, also known as dirt bikes, specially designed for off-road events. Compared to road-going motorcycles, off-road machines are simpler and lighter, having long suspension travel, high ground clearance, and rugged construction with little bodywork and no fairings for less damage in spills. Wheels (usually 21" front, 18" rear) have knobby tires, often clamped to the rim with a rim lock.[1]
Jet Ski is the brand name of a personal watercraft manufactured by Kawasaki.[1] It was the "first commercially successful" personal watercraft in America, having been released in 1972.[1] The term is sometimes used to refer to any type of personal watercraft.
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Quad design by Kyle
Instructions available here: youtu.be/1b5qFaAS2ME
My 2nd unofficial alternate model of LEGO Technic Dozer Compactor 42071. The monster truck features front wheel steering controlled via the knob on the roof, opening doors and working crane at the rear operated by menas of a worm gear mechanism. You can attach some load to the hook of the crane as well.
Follow me here:
I snapped this wooden bike on a trip to Kashgar, China. It's a bit heavy, but really works. Note the unconventional steering control!
By splaying its eight wheeled appendages, the OctoRover can change direction on the spot, allowing the crew module to remain stabilized. Steering control is provided for both drivers, as per Classic Space regulations.
Blue Mountain Motors brings another set of wheels to the table- the 2013 Cruisero. Combining the best of fuel efficiency, power, and steering control at a low, affordable price for the working person.
Blue Mountain Motors- Never stop climbing.
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Main:
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Had these two sitting on my desk for a couple months. The Cruisero is intentionally made to look "boxy" and compact. The Cruisero DXL builds off the same design, but a few suddle differences like a uniform color design and convertability, as well as a change of interior set it apart from the Cruisero and give it a more "classy" feel.
~Enjoy~
-Chris
From Wikipedia, the free encyclopedia
History
United States
Name: Vincennes
Namesake: City of Vincennes, Indiana
Ordered: 16 June 1933
Awarded: 3 August 1933
Builder: Bethlehem Shipbuilding Corporation's Fore River Shipyard, Quincy, Massachusetts
Cost: $11,720,000 (contract price)
Laid down: 2 January 1934
Launched: 21 May 1936
Sponsored by: Miss Harriet Virginia Kimmell
Commissioned: 24 February 1937
Identification: Hull symbol:CA-44
Honors and
awards: Bronze-service-star-3d.png 2 × battle stars
Fate: Sunk, Battle of Savo Island 9 August 1942
General characteristics (as built)[1]
Class and type: New Orleans-class cruiser
Displacement:
10,136 long tons (10,299 t) (standard)
12,463 long tons (12,663 t) (loaded)
Length:
588 ft (179 m) oa
575 ft (175 m) pp
Beam: 61 ft 10 in (18.85 m)
Draft:
19 ft 6 in (5.94 m) (mean)
23 ft 6 in (7.16 m) (max)
Installed power:
8 × Babcock & Wilcox boilers
107,000 shp (80,000 kW)
Propulsion:
4 × Parsons reduction steam turbines
4 × screws
Speed: 32.7 kn (37.6 mph; 60.6 km/h)
Range: 10,000 nmi (12,000 mi; 19,000 km) at 15 kn (17 mph; 28 km/h)
Capacity: Fuel oil: 1,650 tons
Complement: 103 officers 763 enlisted
Armament:
9 × 8 in (200 mm)/55 caliber guns (3x3)
8 × 5 in (130 mm)/25 caliber anti-aircraft guns
2 × 3-pounder47 mm (1.9 in) saluting guns
8 × caliber 0.50 in (13 mm) machine guns
Armor:
Belt: 3–5 in (76–127 mm)
Deck: 1 1⁄4–2 1⁄4 in (32–57 mm)
Barbettes: 5 in (130 mm)
Turrets: 1 1⁄2–8 in (38–203 mm)
Conning Tower: 5 in (130 mm)
Aircraft carried: 4 × floatplanes
Aviation facilities: 2 × Amidship catapults
General characteristics (1942)[2][3]
Armament:
9 × 8 in (200 mm)/55 caliber guns (3x3)
8 × 5 in (130 mm)/25 caliber anti-aircraft guns
2 × 3-pounder47 mm (1.9 in) saluting guns
12 × single 20 mm (0.79 in) Oerlikon anti-aircraft cannons
4 × quad 1.1 in (28 mm)/75 caliber anti-aircraft guns
USS Vincennes (CA-44) was a United States Navy New Orleans-class cruiser, sunk at the Battle of Savo Island in 1942. She was the second ship to bear the name.
She was laid down on 2 January 1934 at Quincy, Massachusetts, by the Bethlehem Shipbuilding Company's Fore River plant, launched on 21 May 1936, sponsored by Miss Harriet Virginia Kimmell (daughter of Joseph Kimmell, mayor of Vincennes, Indiana), and commissioned on 24 February 1937, Captain Burton H. Green in command.[4]
The New Orleans-class cruisers were the last U.S. cruisers built to the specifications and standards of the Washington Naval Treaty of 1922. Such ships, with a limit of 10,000 tons standard displacement and 8-inch caliber main guns may be referred to as "treaty cruisers." Originally classified a light cruiser when she was authorized, because of her thin armor, Vincennes was reclassified a heavy cruiser, because of her 8-inch guns. The term "heavy cruiser" was not defined until the London Naval Treaty in 1930. This ship and Quincy were a slightly improved version of the New Orleans-class design.
Inter-war period
The new cruiser departed from Boston on 19 April 1937 for her shakedown cruise which took her to Stockholm, Sweden; Helsinki, Finland; Le Havre, France; and Portsmouth, England.[4]
Early in January 1938, Vincennes was assigned to Cruiser Division 7 (CruDiv 7), Scouting Force, and steamed through the Panama Canal to San Diego, California. In March, the ship participated in Fleet Problem XIX in the Hawaiian area before returning to San Pedro, California for operations off the west coast for the remainder of the year.[4]
Following an overhaul at the Mare Island Navy Yard which lasted through April 1939, the cruiser returned east, transited the Panama Canal on 6 June, in company with Quincy, Tuscaloosa, and San Francisco and anchored in Hampton Roads on the 13th. For the next two months, she operated out of Norfolk in the vicinity of the Chesapeake lightship and the southern drill grounds. On 1 September 1939, the day on which Adolf Hitler's legions marched into Poland and commenced hostilities in Europe, Vincennes lay at anchor off Tompkinsville, New York. She then began conducting Neutrality Patrols off the east coast, ranging into the Caribbean Sea and the Yucatán Channel, and continued these duties through the spring of 1940.[4]
Late in May, as German troops were smashing Allied defenses in France, Vincennes steamed to the Azores and visited Ponta Delgada from 4–6 June 1940 before she proceeded on for French Morocco to load a shipment of gold for transport to the United States. She was delayed in the Azores for three days while her code machine was repaired by Lewis Lee Edwards, an enlisted sailor. For his actions, Edwards was offered a commission as an officer. While at anchor at Casablanca, the ship received word of Italy's declaration of war upon France, the "stab in the back" condemned by President Franklin Roosevelt soon thereafter. Vincennes' commanding officer — Captain John R. Beardall (later to become Naval Aide to the President) — noted subsequently in his official report of the cruise that "it was apparent that the French bitterly resented this [the declaration of war] and despised Italy for her actions." After departing North African waters on 10 June, the cruiser returned to the United States to offload her precious metallic cargo and return to the drudgery of Neutrality Patrols.[4]
Overhauling at Norfolk Navy Yard, Portsmouth, Virginia, into the first week of January 1941, Vincennes departed Hampton Roads on 7 January, in company with Wichita, New York, and Texas, bound for Guantánamo Bay, Cuba. Operating once again in the Caribbean, the heavy cruiser fired battle practice and gunnery exercises in company with Wichita through 18 January, when the two cruisers proceeded for Portland Bight, Jamaica. Conducting Neutrality Patrols from this port, Vincennes patrolled in company with other ships safeguarding neutral waters and America's recently acquired Caribbean bases.[4]
Vincennes joined other Fleet units for landing exercises at Culebra, Puerto Rico on 4 February 1941 and sent her 50 ft (15 m) boats to assist in unloading and troop debarkation drills. She assisted transports McCawley and Wharton in landing men and material before taking station with Fire Support Group II. The cruiser then fired simulated gunfire support operations with her main and secondary batteries in exercises which foreshadowed her future combat role in the South Pacific.[4]
Vought SB2U Vindicator covering Convoy WS-12 en route to Cape Town.
For the remainder of February, the ship continued her landing support operations with Transport Divisions 2 and 7 (TransDivs 2 and 7), anchoring on occasion at Mayagüez or Guayanilla, Puerto Rico. Conducting operations out of Puerto Rican waters, Vincennes called at Pernambuco, Brazil, on 17 March and got underway for Cape Town, South Africa, on the 20th. Arriving to a warm welcome nine days later, the ship took on a large shipment of gold bullion to pay for arms purchased in the United States by the United Kingdom and then headed home on the 30th. En route to New York, she conducted exercises. After a brief post-voyage period of repairs, the heavy cruiser sailed for the Virginia Capes, where she rendezvoused with Ranger and Sampson, proceeded on to Bermuda, and dropped anchor in Grassy Bay on 30 April. She patrolled in the Caribbean and off the Atlantic coast of the United States through June.[4]
After continuing her duties with the Neutrality Patrol into the autumn as American naval forces in the North Atlantic found themselves engaged in a de facto war with Germany, Vincennes undertook another mission to South African waters. She left the east coast late in November with Convoy WS-12, American transports carrying British troops. On 7 December 1941, the cruiser fought its way through heavy seas. Walls of water mercilessly pounded the ships of the convoy, and waves battered Vincennes, smashing a motor whaleboat to pieces and ripping a SOC Seagull floatplane from its "moorings" on the storm-lashed well-deck amidships. The plane was battered against the catapult silos and into the hangar doors before it was swept over the ship's side. By that evening, however, the ship learned that she was not only at war with the elements but with Japan as well. Japanese naval air forces had struck Pearl Harbor and plunged the United States into war.[4]
World War II
After having safely convoyed her charges to Cape Town, where she arrived on 9 December, Vincennes departed South African waters on the 16th, bound, via Trinidad, for Hampton Roads. Following her arrival at Norfolk on 4 January 1942, she shifted to New York four days later to be outfitted for war. Late in the month, she joined Hornet as the carrier conducted her shakedown training off the east coast of the United States.[4]
Vincennes sailed from New York on 4 March, bound for the Pacific. She transited the Panama Canal on 11 March and, proceeded to San Francisco.[4]
Doolittle Raid
The heavy cruiser, now a part of TF 18, built around Hornet, departed San Francisco on 2 April. The carrier bore a strange deck cargo, 16 Army B-25 Mitchell medium bombers slated to strike at Japan's heart. TF 18 rendezvoused with TF 16, built around Enterprise, and with the combined might of the two task forces, struck out westward across the Pacific, headed toward Japanese home waters.[4]
On the morning of 18 April, when the American warships were still some 150 mi (240 km) from the planned launch point, an unexpected hitch developed. Japanese trawlers sighted and reported the task force. Vice Admiral William Halsey decided to fly off the bombers immediately. Accordingly, all 16 of the heavily loaded Mitchells, laden with bombs and extra fuel, rose from Hornet's spray-slicked flight deck and climbed unsteadily into the leaden gray skies. Although the raid inflicted only minimal materiel damage upon the Japanese homeland, it nevertheless packed a powerful morale building "punch". When queried as to the base from whence the bombers had come, President Roosevelt said "from Shangri-La".[4]
The combined Enterprise and Hornet task force retired eastward and made Pearl Harbor on 25 April. Departing again five days later, the ships, still screened by Vincennes, bent on speed toward the Coral Sea. However, they were too late to take part in the Battle of the Coral Sea.[4]
Battle of Midway
Vincennes' task force returned to Pearl Harbor on 26 May but got underway again on the 29th, bound for waters off Midway Island, which, according to American intelligence reports, a Japanese invasion force was approaching. By 4 June, the heavy cruiser had joined TF16 and was steaming north of Midway.[4]
After American air attacks had crippled three of the four Japanese carriers the Vincennes, together with the cruiser Pensacola and destroyers Benham and Balch was sent over to TF17 to reinforce the carrier Yorktown after it had suffered damage in a dive bombing attack.
At 1640, a group of Nakajima B5N "Kate" torpedo bombers from Hiryū approached from the north. TF 17's radar soon picked them up 15 mi (24 km) out, and Yorktown launched planes to intercept as her screen deployed to bring an optimum concentration of anti-aircraft fire to bear upon the approaching enemy. Three minutes after the first plane was spotted, Grumman F4F Wildcats from the carrier hit a "Kate". The Japanese torpedo plane spiraled from the sky trailing a long streamer of smoke before crashing into the sea.[4]
Vincennes opened fire at 1644 with her 5 in (130 mm)/25 cal, 20 mm, and 1.1 in (28 mm) anti-aircraft batteries. Increasing her speed to 25 kn (29 mph; 46 km/h) and slowly turning to starboard, Vincennes kept her port guns trained on the enemy. While combing torpedo tracks, Vincennes hit a "Kate" and it went into the sea 150 yd (140 m) off her port bow.[4]
The sharp, bitter action ended as quickly as it had begun. The Japanese had been driven off, but at a high cost for the Americans. Yorktown, mortally hit and listing to port, slowed to a halt. Vincennes followed Astoria around the carrier, screening from further air attacks. However, on 6 June, I-168 slipped through a screen of six destroyers and torpedoed Yorktown and Hammann, sinking the latter. The carrier went down early on the 7th.[4]
Returning to Pearl Harbor, Vincennes entered the navy yard for repairs and alterations which lasted until early July. She then conducted tactical exercises off the island of Hawaii with other ships of TF 11 before departing Hawaiian waters on 14 July to rendezvous with TFs 16, 18, and 62.[4]
Guadalcanal Campaign
Screening for transport squadron "X-ray", slated to participate in the Guadalcanal landings, Vincennes, in company with San Juan and Quincy, joined TF 62 on 26 July. On the 27th, the cruiser conducted approach exercises for landing practice and simulated bombardment drills off Koro Island in the Fiji group. As flagship for Task Group 62.3 (TG 62.3), Vincennes remained on station in the covering force in the transport area before undertaking further approach and landing exercise support drills.[4]
Following replenishing, the heavy cruiser formed up with the American armada making its way to the Solomon Islands. Vincennes, screening transport division "Yoke", arrived off Guadalcanal on 7 August. At daybreak, beneath overcast skies, the ship catapulted her scout planes and then unlimbered her main and secondary batteries to commence shore bombardment. While the thunder of the supporting ships' gunfire reverberated across the waters, marines disembarked from their landing craft and stormed ashore to meet initially light resistance on the island.[4]
Shortly after 1320, Japanese planes launched a counterstrike. To sunward of the transports, Vincennes found herself in a favorable position to combat the attack and tracked the opposing planes, being among the first ships to open fire on the attackers. Forced to jettison their deadly loads prematurely, the Japanese retired without doing any damage, but not before Vincennes had bagged two of them. After sunset, Vincennes, Quincy, and Astoria, in company with Helm and Jarvis, retired to conduct screening patrols.[4]
Returning to her covering duties at daylight, Vincennes arrived at transport area "X-ray", off Guadalcanal by daybreak. Two minutes before noon, Japanese bombers, intent on avenging their losses of the day before and disrupting the American landing, swooped down from Rabaul. 27 Mitsubishi G4M "Betty" bombers swept in, in a low-level torpedo attack and ran a gauntlet of gunfire from the transports and their escorting cruisers and destroyers. 3,000 yd (2,700 m) from the transports, Vincennes, as in the previous day's action, was again in favorable firing position and opened up with every gun in her battery, from 8 in (200 mm) to 20 mm, that could bear on the attackers.[4]
During the ensuing melee, the cruiser used her 8 in (200 mm) guns effectively, helping to down at least seven "Bettys" which flew at an altitude of only 25 to 50 ft (7.6 to 15.2 m). The shell splashes from the main battery caused Japanese pilots to fly into walls of water or forced them to drastically alter their approaches. Vincennes dodged one torpedo which passed beneath her stern and evaded a bomb which fell off her port quarter. Jarvis, adjacent to the cruiser, took one torpedo hit which ultimately proved fatal to the ship.[4]
Later, during the afternoon hours, aerial reconnaissance reported a Japanese surface force coming down from the base at Rabaul. These flights noted what was thought to be three Japanese cruisers, three destroyers and two gunboats or seaplane tenders steaming south. While Jarvis limped away from Lunga Point, Vincennes and her sisters Quincy and Astoria steamed, as the northern escort force, to a position off Savo Island to screen the vulnerable transports which were still unloading off the invasion beaches. Captain Frederick Lois Riefkohl of Vincennes assumed that the enemy ships reportedly en route from Rabaul were going to launch and support another air attack early the following morning. He accordingly issued orders to be especially vigilant during the midwatch and fully expected an air attack at daybreak.[4]
Loss at the Battle of Savo Island
At about midnight on 8 August, Riefkohl retired to his sea cabin, adjacent to the pilothouse, after having been on the bridge continuously since 0445 that morning. Turning in at 0050 on 9 August, he left his ship in the hands of the executive officer, Commander W. E. A. Mullan.[4]
Nearly an hour later, at about 0145, lookouts spotted flares and star shells to the southward, accompanied by the low rumble of gunfire. The sound of the general quarters alarm soon rang throughout the ship and stirred her to action. Vincennes' lookouts were seeing the elimination of the southern escort group, based around HMAS Canberra and Chicago. Unbeknownst to the men manning the ships to the northward, a powerful enemy force was heading in their direction. Six cruisers and one destroyer under the command of Vice Admiral Gunichi Mikawa had turned north and were steaming directly towards Vincennes and her two sisters.[4]
The first Japanese cruiser searchlight beams illuminated Vincennes's shortly after 0155, and the American cruiser opened fire with her main battery at the troublesome lights. Within a minute, however, Japanese shells bracketed the ship and Vincennes shuddered under the impact of Japanese eight-inch armor-piercing shells. The bridge, carpenter shop, "battle II," and radio antenna trunks all were hit by the first salvo.[4]
Altering course to port, Riefkohl, who had come to the bridge at the alarm, rang down for increased speed. With the ship and internal communications disrupted, it is doubtful that the order was received. Still moving at 19.5 kn (22.4 mph; 36.1 km/h), the heavy cruiser reeled under the impact of another group of direct hits.[4]
Some of the shells in this group set fire to the volatile aircraft in Vincennes' hangar space, and the resultant flames became uncontrollable. A direct hit knocked the aft antiaircraft director overboard. At 0200, Vincennes heeled to starboard in an attempt to evade enemy gunfire, only to be hit by Japanese torpedoes. One or two "Long Lance" torpedoes ripped into the ship's number 4 fireroom and put it out of action.[4] In moments the report came "Both engine rooms are black and dead."[citation needed]
Memorial to USS Vincennes in Vincennes, Indiana
Having lost power and all steering control five minutes later, Vincennes was dead in the water within minutes. The glare of burning fires attracted additional incoming shells which quickly put the ship's own guns out of action. Vincennes shuddered to a halt. Hit at least 85 times by 8 in (200 mm) and 5 in (130 mm) shells, the ship gradually began to list.
At 0210, the Japanese retired, leaving Savo Island and the burning hulks of three American cruisers in their wakes. As Vincennes' list increased to port, Riefkohl issued the order to abandon ship at 0230. Serviceable life jackets and rafts were broken out, and the crew began abandoning ship. At 0240, the captain went down to the main deck and jumped into the tepid waters of what would come to be known as Ironbottom Sound.[4] 332 crewmen did not survive and are officially recorded as killed in action in the loss of the Vincennes.[citation needed]
Riefkohl subsequently wrote: "The magnificent Vincennes, which we were all so proud of, and which I had the honor to command since 23 April 1941, rolled over and then sank at about 0250, 9 August 1942, about 2½ miles east of Savo Island … Solomons Group, in some 500 fathoms [910 m] of water."[4] Naval Historian Samuel Eliot Morison later wrote that Riefkohl, "who had made about as many mistakes as a commanding officer could make," was broken in spirit by the loss of his ship.[5]
Awards
Vincennes earned two battle stars for her World War II service.[4]
Commanding officers
Captain Burton H. Green – February 1937 – January 1938
Captain Lemuel M. Stevens – January 1938 – July 1939
Captain John D. Beardall – July 1939 – April 1941
Captain Frederick Lois Riefkohl – April 1941 – August 1942
An update to my remake of the Monojet from Lego Life on Mars. I just made the high-tech trackball steering controls more ergonomic.
If you want to build it, here's a link to the drive with all my Life on Mars MOCS in them.
drive.google.com/drive/folders/1mQPq2f9oBzGpW2qUV6rSPfJo3...
This is a photo of my Lego Technic replica of the Russian Sukhoi SU-37.
It is on a scale of 1:24 and features the following functions:
Electrically controlled:
Landing gear
Landing gear bay doors
Airbrake
Canopy
Manual controlled:
Thrust vector engine nozzles
Steering control surfaces
More information can be found in the article in the Hispabrick magazine No 15
www.hispabrickmagazine.com/en/content/english-hispabrick-...
Place de Jaude 09/06/2013 18h14
Clermont-Ferrand has one tramline, a so-called Translohr, which is in fact a guided bus system manufactured by Lohr Industrie of France. This bus (or call it tram like they like to do in France) runs on rubber tires and a guided by a single central rail. The Translohr system is intended to probide a much more light rail-like experience than that provided by buses. Unlike other guided bus systems (including the similar but incompatible Guided Light Transit system developed by Bombardier Transportation), Translohr can run only where there is a guide rail in place as there are no steering controls. Like a conventional tram, power is provided by overhead wires and collected with a pantograph, although the vehicle can also run on internal batteries (arranged in packs) on sections of the route where overhead wires are deemed to be undesirable. Because Translohr LRVs cannot run without a guide rail they are not classified as a street-running bus, hence the vehicles that are used on the Clermont-Ferrand network are not equipped with licence plates.
[ More information about the system: Wikipedia - Translohr ]
Tramway de Clermont-Ferrand
Opening of the system: 13/11/2006
Length of the network: 15.7 km
Lines: 1
Stations: 34
Number of passengers: 65,000 a day
Owner: SMTC
Exploitant/Operator: T2C
Average Speed: 20 km/h
Maximum Speed: 70 km/h
Park: 20 trams type STE4
[ More: Wikipedia - Tramway Clermont-Ferrand ]
Prämeta Jaguar XK120 and Mercedes-Benz 300 'Adenauer' saloon Marked 'Made in Germany – British Zone'. The Jaguar is slightly longer (approx 1:32 scale) than the Mercedes (approx 1:36). The wheels and tyres are different.
The Mercedes is a recent purchase, the Jaguar I have owned since it was new. These are clockwork and have a cleverly engineered steering control system with different settings adjusted by a lever on the base.
Another photo of the Jaguar with its key and instructions here: www.flickr.com/photos/adrianz-toyz/9317046120
The ABC Weekend Television illuminated Western Train is seen here in glorious sunshine on the open track at Bispham with Matt at the controls, running a rare daytime journey to the Pleasure Beach and then back to its temporary home at the Starr Gate depot; the tram is normally limited to night running during the Illuminations season and only between the Pleasure Beach and Little Bispham loops. A recent modification is the trolley tower and diamond pantograph for current collection, which replaces the trolley pole which has now been removed.... although tram purists may not particularly like its appearance, this modification is necessary to ensure the vehicle keeps running smoothly, elimating possible dewirements. This is only a temporary measure however, as a single arm pantograph from a now decommissioned Manchester Metrolink T68 tram is due to be fitted to this instead.
Originally 1936-built English Electric Railcoach 290, the loco of the ABC Weekend Television Western Train tram looks nothing like it did when brand new! Having had what you might call a heavy refurbishment, 733 was completely rebuilt into an illuminated feature tramcar, the front half of a twin-car designed to look like an American 'wild west' train. The set was withdrawn in 1999 due to serious structural problems, but following a grant from the lottery heritage fund it was overhauled and went back into service - and is now as popular as ever. Part of the works undertaken also saw this tram become the first dedicated heritage tram to have purpose-built facilities to accommodate a passenger in a wheelchair - there is a double door which forms half of the second illuminated 'wheel', and just before the painted-on fake door, which is opened to reveal a wheelchair lift.
Originally 1928-built Dick Kerr Pantograph Car 174 (when new called a 'Pullman' car), the trailer of the ABC Weekend Television illuminated western train still retains the classic look of the Pantograph car it once was - though in my opinion it has been enhanced by creating open viewing platforms at either end by removing the original glazing on what once were the driving cabs. It no longer has a trolley tower or trolleypole as these are not required due to it being permanently coupled to 733, but it does retain steering controls at the back - though these have been offset to one side so that extra seating could be fitted; the controls at this back end are only used at the end of the illuminations tours for the night when the tram is being driven empty in reverse formation back to the depot.
The Durango was at the garage yesterday getting an oil leak and radiator leak fixed.
So I decided to take my trusty 21 yr old Trans-AM to work.
Well he made the +/- 23 mile drive down to work yesterday morning.
Well....Blue Beast made it there.... But on the way home in rush-hour traffic, I lost all power...No power steering, battery gauges at critical level and the temp gauge registering hot.
Pulled over (AND I mean PULLED.. with no steering control) to the side of a (LUCKILY) side street (NOT HIGHWAY) and "service engine light soon" came on. No kidding. ;-)
3 hrs later after a tow with CAA, I replaced the Trans-AM in the garage with the Durango.
LOL.. Wasn't funny at the time, standing on the side of the road for more than an hour! Got home at 1945. Was up at 0500.
The only "good" thing about this experience was the 6 different handsome men..."good samaritans" who asked "IF" I needed help... then proceeded to ask if Blue Beast was For sale. ;-))
After yesterday.... MAYBE! ;-))
Garage just called and all that was wrong was a shredded fan belt. ;-P
No visit to the Illuminations would be complete without seeing this tram. Originally EE Railcoach 208 and Pantograph tramcar 174, they were rebuilt to become a 'feature tram' for the Illuminations season, and were later rebuilt with Heritage Lottery Grant funding. Normally, as seen here, the driver sits right at the front of the 'engine' (tram number 733) inside what would be considered as the boiler - but there are also controls at the end of the far coach (tram number 734) to enable the tram to reverse back into the depot at the end of the night - this is the first year the tram has operated Illuminations duties with its 'new' pantograph fitted instead of using a trolleypole); evantually a bow pantograph will be fitted, as one has been sourced from a Metrolink T68 tram.
Despite ABC Weekend Television being disbanded years ago, this tram still advertises it! It is seen at North Pier.
Originally 1936-built English Electric Railcoach 290, the loco of the ABC Weekend Television Western Train tram looks nothing like it did when brand new! Having had what you might call a heavy refurbishment, 733 was completely rebuilt into an illuminated feature tramcar, the front half of a twin-car designed to look like an American 'wild west' train. The set was withdrawn in 1999 due to serious structural problems, but following a grant from the lottery heritage fund it was overhauled and went back into service - and is now as popular as ever. Part of the works undertaken also saw this tram become the first dedicated heritage tram to have purpose-built facilities to accommodate a passenger in a wheelchair - there is a double door which forms half of the second illuminated 'wheel', and just before the painted-on fake door, which is opened to reveal a wheelchair lift.
Originally 1928-built Dick Kerr Pantograph Car 174 (when new called a 'Pullman' car), the trailer of the ABC Weekend Television illuminated western train still retains the classic look of the Pantograph car it once was - though in my opinion it has been enhanced by creating open viewing platforms at either end by removing the original glazing on what once were the driving cabs. It no longer has a trolley tower or trolleypole as these are not required due to it being permanently coupled to 733, but it does retain steering controls at the back - though these have been offset to one side so that extra seating could be fitted; the controls at this back end are only used at the end of the illuminations tours for the night when the tram is being driven empty in reverse formation back to the depot.
An all-terrain vehicle (ATV), also known as a quad, quad bike - is defined by the American National Standards Institute (ANSI) as a vehicle that travels on low-pressure tires, with a seat that is straddled by the operator, along with handlebars for steering control.It is designed to handle a wider variety of terrain than most other vehicles. Although it is a street-legal vehicle in some countries, it is not street legal within most states and provinces of Australia, the United States or Canada.
Guemes Channel.
Dr. Hank Kaplan was built in 2017, by Diversified Marine Incorporated of Portland, for Harley Marine of Seattle, Washington.
Oooops, I did it again! In a Lego Star Wars world of X-Wings and Millennium Falcons, I like to geek out over the lesser known, underappreciated ships, as evidenced by my A-Wing and The IG-2000. Now, I have crafted a UCS model of arguably the most mundane, underwhelming ship of the Star Wars universe, the Storm IV Twin Pod Cloud Car. Even the Kenner toy didn’t sell well as it boasted opening canopies and…um…well, that’s about it. Mine has opening canopies and as I wanted to work in some kind of greebling I made retractable landing gear and an opening engine compartment. Both cockpit interiors are detailed…one houses steering controls for the driver and the other seats the gunner who operates a joystick.
For such a smallish model, this was surprisingly parts intensive. Its double hull configuration demanded (amongst too many other things) 20 brown cheese wedges and 40 in red, 8 1x4 studless curved slopes, 52 1x3 curved arches and a staggering 120 1x3 studless curved slopes! In the end I think it was all worth it and hopefully you think so too.
The control panel for the "Hushy". Old soldiers might notice the letters "FTA" carvered into the steering control.
Re-issue of Corgi Toys 492 VW Beetle Polizei with steering controlled using the blue light. This is the 27th vehicle in the series, made in China.
It's got steering controlled from a knob in the back, a three speed box, a parking brake, and a limited slip diff. The front suspension is double wishbones with torsion beams, the back a trailing arm with one shock. Also note the shifter and parking break levers connect to the cab and are functional.
DUKW Parliament Square London June 2007. Note the statue to Winston Churchill being pertinent as you read on.
Since the turn of the century several of the refurbished machines operated a tourist service on, in and around the River Thames in central London. Acquired by an enterprising entrepreneur who saw a gap in the lucrative London market, they operate in a bright yellow livery and provide very much an alternative to the usual tourist trail run by the two main protagonists, Arriva (The Original London Sightseeing Tour) and the Big Bus Company. This alternative is provided by a period of time spent on (or in), the River Thames, being as these vehicles floated on water due to their amphibious capabilities.
Universally known as the DUCK this amphibious truck made its first appearance in 1942 being a version of the standard American produced GMC 6X6 truck and fitted with a boat-like hull to provide buoyancy. The name was derived from the GMC model designation system. D indicated it being built in 1942; U for it being amphibious, K for it being an all wheel drive model and W denoted twin rear wheels. From this came DUKW this subsequently being shortened to Duck.
The Duck was produced profusely with 21,147 having been built by the end of the Second World War. The US Army, the British and many other allied armed forces used the vehicle type. Being based on a widely used truck chassis it was a simple amphibious vehicle to maintain and operate. Its performance was such that it could be driven over most types of terrain.
In water a single propeller at the rear was driven from the engine and propelled the duck with steering using a rudder behind the propeller. Extra steering control could be achieved by making use of the front wheels.
The driver was seated in front of the main cargo compartment, this being spacious enough to carry loads such as light artillery weapons. It was capable of firing some weapons during runs onto beaches. The driver was seated behind a folding windscreen and a canvas cover could be erected over the cargo area. For driving over soft areas such as beaches the six wheels used a central tyre pressure control system.
The duck was intended for carrying supplies from ships over beaches, but it was also used for many other purposes. One advantage was that it did not always have to unload its supplies directly onto the beach and was also able to be driven with its load well forward to where the goods were required and then retreat.
Many were used as troop transports. Some were fitted with special weapons and some were armed with heavy machine guns for self-defence or anti-aircraft use. A tow hook was fitted at the rear and some models also had a self-recovery winch. Twin bilge pumps were fitted as standard.
Many Ducks were sent to the USSR and the type so impressed the Soviet Army that the USSR produced its own copy known as the BAV-485. This differed from the original by having a small loading ramp at the rear of the cargo area. Many of these BAV-485's are still in use by the Warsaw Pact Nations and the DUKW still serves on with a few Western Armed forces. The British Army did not pension off their Ducks until the late 70's.
The Duck has given good service wherever it was used. It had some limitations in that the load carrying capacity was rather light and performance in rough water left something to be desired, but the Duck was a good sturdy vehicle that was well liked by all who came into contact with it.
Specifications: Crew 1 + 1
Weights: Unloaded 6750Kg (14880 LBS) Loaded 9097 Kg (20055 Lbs.) Payload 2347 Kg (5175 Lbs)
Powerplant 1 GMC Model 270 Engine developing 68.2 KW (91.5 bhp)
Dimensions Length 9.75 m (32.0 Ft) Width 2.51 m (8 Ft-2.9") height 2.69 m (8'-10")
Performance Maximum land speed 80 km/h (50mph) Maximum water speed 9.7 km/h (6 mph).
Volkswagen Passat (B8) S TDi Bluemotion (2015-on) Engine 1968cc S4 TDi 148bhp
Registration Number VK 16 ANP (Worcester)
VOLKSWAGEN SET
www.flickr.com/photos/45676495@N05/sets/72157623738785355...
The Volkswagen B8 Passat was introduced at the Volkswagen Design Center Potsdam on 3 July 2014, as the eigth generation Passat and is based on the new VAG MQB platform. European sales commenced in November 2014 with the GTE a plug-in hybrid version, was introduced at the 2014 Paris Motor Show for sale during the second half of 2015 in Europe
The new car offers more interior space than the B7 version, despite being physically shorter and lower, but wheelbase has been increased. Weighing in 73kg lighter than the earlier car by using vacuum-formed steel. It is offered with turbocharger-equipped engines ranging from 1.4 to 2.0 liters.
A facelift model was announced in 2019, with minor exterior changes, updated engine line-up (the BiTDI engine was dropped), and updated interior, with touch controls for the multimedia and steering controls
The B8 is assembled in the Emden and Zwickau Volkswagen production plants in Germany.[4] Sales of European domestic market models began in November 2014.
Diolch am olygfa anhygoel, 62,758,847 oblogaeth y Lloegr honno dros y Mynyddoedd
Thanks for a stonking 62,758,847 views
Shot 30-07-2017 exiting the 2017 Silverstone Classic REF 129-746
Here is one for you Chuck, the Roger Blough is one of my favorite boats as well and in my opinion looks most impressive coming at you head-on. Here she is on June 27, 1992 making the turn into the Rock Cut at the old Soo Control call-in point of Oak Ridge, located just above the Neebish Island ferry dock. Let's hope that Roger doesn't lose steering control at this particular location.
Scud Transporter-Erector-Launcher, featuring:
• Spring-loaded & pneumatically-dampened missile raising mechanism.
• 4-Wheel steering (controlled from rear).
• Opening doors, roof sections, storage hatches, and engine cover.
• Functioning rear stabilizers.
• Missile launch control (left side) and crew rest quarters (right side).
My 43 year old American car shot with my 47 year old Soviet camera.
Since I picked up this Fairlane last April, I have replaced the wheels, and roof, which are the most obvious changes. I have also fixed the exhaust, replaced the old AM radio with an iPod deck, fixed all the interior lights, and brought it out from being an old garage slacker into a daily driver. Of course, I replaced the generic keys with true Ford ones.
And no, I am not done.
Future plans include replacing the steering control valve, replacing the dual exhaust so it growls more than roars, and either reupholstering to front split bench seat or possibly replacing it with buckets and further upgrading the stereo.
And if you want to know the stats on a '69 Fairlane convertible:
Moscow MAKS 2011 Аirshow
The 2K22 Tunguska (Russian: 2К22 "Тунгуска"; English: Tunguska) is a Russian tracked self-propelled anti-aircraft weapon armed with a surface-to-air gun and missile system. It is designed to provide day and night protection for infantry and tank regiments against low-flying aircraft, helicopters, and cruise missiles in all weather conditions. Its NATO reporting name is SA-19 "Grison".
Development of the system started on 8 June 1970, at the request of the Soviet Ministry of Defence the KBP Instrument Design Bureau in Tula under the guidance of the appointed Chief Designer AG Shipunov started work on a 30 mm anti-aircraft system as a replacement for the 23 mm ZSU-23-4.
The project which was given the designation "Tunguska" was a response to the observed shortcoming of the ZSU-23-4 (short range and no early warning) and a counter to new ground attack aircraft in development such as the A-10 Thunderbolt II which was designed to be highly resistant to 23 mm cannons. Studies were conducted and demonstrated that a 30 mm cannon would require two-to-three times fewer shells to destroy a given target than the 23 mm cannon of the ZSU-23-4, and that firing at a MiG-17 (or similarly at, in case of war, NATO's Hawker Hunter or Fiat G.91) flying at 300 m/s, with an identical mass of 30 mm projectiles would result in a kill probability of 1.5 times greater than with 23 mm projectiles. An increase in the maximum engagement altitude from 2,000 to 4,000 m and increased effectiveness when engaging lightly armoured ground targets were also cited.
The initial requirements set for the system were to achieve twice the performance in terms of range, altitude and combat effectiveness than the ZSU-23-4, additionally the system should have a reaction time no greater than 10 seconds. Due to the similarities in fire control of artillery and missiles it was decided that Tunguska would be a combined gun and missile system. By combining guns and missiles, the system is more effective than the ZSU-23-4, engaging targets at long-range with missiles, and shorter range targets with guns.
In addition to KBP as the primary contractor other members of the Soviet military industrial complex were involved in the project, the chassis were developed at the Minsk tractor factory, the radio equipment at the Ulyanovsk Mechanical Factory Ulyanovsk, guidance and navigational systems by VNII "Signal" and optics were developed by the Leningrad Optical Mechanical Association LOMO.
However development was slowed between 1975 and 1977 after the introduction of the 9K33 Osa missile system, which seemed to fill the same requirement but with greater missile performance. After some considerable debate it was felt that a purely missile based system would not be as effective at dealing with very low flying attack helicopters attacking at short range with no warning as had been proven so successful in the 1973 Arab-Israeli War. Since the reaction time of a gun system is around 8–10 seconds, compared to the reaction time of missile-based system, approximately 30 seconds, development was restarted.
The initial designs were completed in 1973 with pilot production completed in 1976 at the Ulyanovsk Mechanical Factory. System testing and trials were conducted between September 1980 and December 1981 on the Donguzskom range. It was officially accepted into service on 8 September 1982 and the initial version designated 2K22/2S6, with four missiles in the ready to fire position (two on each side). The Tunguska entered into limited service from 1984 when the first batteries were delivered to the army.
After a limited production run of the original 9K22, an improved version designated 2K22M/2S6M entered service in 1990. The 2K22M featured several improvements with eight ready-to-fire missiles (four on each side) as well as modifications to the fire control programs, missiles and the general reliability of the system.
Tunguska underwent further improvement when in 2003 the Russian armed forces accepted the Tunguska-M1 or 2K22M1 into service. The M1 introduced the new 9M311-M1 missile which made a number of changes allowing the 2K22M1 to engage small targets like cruise missiles by replacing the eight-beam laser proximity fuze with a radio fuse. Additional modification afforded greater resistance to infrared countermeasures by supplementing the missile tracking flare with a pulsed IR beacon. Other improvements included an increased missile range to 10 km, improved optical tracking and accuracy, improved fire control co-ordination between components of a battery and the command post. Overall the Tunguska-M1 has a combat efficiency 1.3–1.5 times greater than the Tunguska-M.
The Tunguska family was until recently a unique and highly competitive weapons system, though in 2007 the Pantsir gun and missile system entered production at KBP—a descendant of the Tunguska, the Pantsir system offers even greater performance than its predecessor.
Type Surface-to-air missile
Place of origin- Soviet Union
Service history-In service 1982–present
Used by Belarus, India, Morocco, Myanmar, Russia, former Soviet Union, Ukraine
Production history
Designer - KBP Instrument Design Bureau
Designed 1970–1980
Manufacturer KBP Instrument Design Bureau
Produced - 1976–present
Variants: 9M311, 9M311K, 9M311-1, 9M311M, 9M311-M1, 57E6
Specifications (9M311)
Weight -57 kg
Length - 2560 mm
Warhead - Continuous-rod and steel cubes
Warhead weight - 9 kg
Detonation mechanism - Laser fuze (Radio fuze 9M311-M1)
Propellant - Solid-fuel rocket
Operational range 8 kilometres (5.0 mi) (10 kilometres (6.2 mi) 9M311-M1)
Flight altitude - 3,500 metres (11,500 ft)
Boost time - 2 stages: boost to 900m/s, then sustained 600m/s stage to range
Speed - 900 m/s
Guidance system - Radio Command SACLOS
Steering system: rocket motor with four steerable control surfaces
Accuracy - 5 m
Launch platform - 2S6 combat vehicle
The system uses the same 9M311 (NATO: SA-19/SA-N-11)
The Tugboat Coho downbound near Newburgh, NY on the Hudson River pushing a petroleum barge loaded with Dakota Crude from Albany, NY
Built in 2008, by Thoma-Sea Boat Builders of Lockport, Louisiana (hull #108) as the Coho for Penn Maritime of Stamford, Connecticut.
She was the second of five identical FIN Class units designed for Penn Maritime by Frank Basile of Entech Associates of Houma, Louisiana.
She is fitted with a JAK 400 coupler system, and married to a 414(ft) 90,000 bbl double hulled barge the Penn No. 92. Which was built in 2008 by Corn Island Shipyard of Lamar, Louisiana.
Her raised aluminum tower and wheelhouse features a eye level of 51(ft). The wheelhouse also features include two sets of engine gauges and multiple sets of EMI engine controls, with overhead chart and data displays. With RexRoth steering controls, and Furuno radars and radios. As well as equipped with a full set of aft controls.
On her stern, she is fitted with an "H" bitt, built by Thoma Sea, and a capstan, manufactured by JonRie InterTech, of New Jersey. She is also rigged for emergency towing; on the stern is a towing hawser and chain rigged to the "H" bitt in the case of an emergency.
She is powered by a pair of 2,000 horsepower, 60 liter, V-16 Cummins QSK-60 engines turning Reintjes gears that are shafted to 104(in) with skewed propellers mounted in NautiCan nozzles with shutter rudders turning up to 1,800 rpm for a rated 4,000 horsepower.
Her electrical power is provided by three 99-kW John Deere generator sets.
In 2012, Penn Maritime was acquired by the Kirby Corporation of Channelview, Texas. Where the tug retained her name.
Vessel Name: COHO
USCG Doc. No.: 12090230
Vessel Service: TOWING VESSEL
IMO Number: 95366620
Trade Indicator: Coastwise Unrestricted, Registry
Call Sign: WDE5724
Hull Material: STEEL
Hull Number: 108
Ship Builder: THOMA-SEA SHIP BUILDERS LLC
Year Built: 2008
Length: 111.2
Hailing Port: PHILADELPHIA, PA.
Hull Depth: 16.8
Hull Breadth: 36
Gross Tonnage: 223
Net Tonnage: 151
Owner:
PENN MARITIME INC
ONE STAMFORD PLAZA 263 TRESSER BLVD
STAMFORD, CT 06901
Previous Vessel Owners:
THOMA SEA SHIP BUILDERS LLC, PENN MARITIME INC
No visit to the Illuminations would be complete without seeing this tram. Originally EE Railcoach 208 and Pantograph tramcar 174, they were rebuilt to become a 'feature tram' for the Illuminations season, and were later rebuilt with Heritage Lottery Grant funding. Normally, as seen here, the driver sits right at the front of the 'engine' (tram number 733) inside what would be considered as the boiler - but there are also controls at the end of the far coach (tram number 734) to enable the tram to reverse back into the depot at the end of the night - this is the first year the tram has operated Illuminations duties with its 'new' pantograph fitted instead of using a trolleypole); evantually a bow pantograph will be fitted, as one has been sourced from a Metrolink T68 tram.
Despite ABC Weekend Television being disbanded years ago, this tram still advertises it! It is seen at the Pleasure Beach loop.
Originally 1936-built English Electric Railcoach 290, the loco of the ABC Weekend Television Western Train tram looks nothing like it did when brand new! Having had what you might call a heavy refurbishment, 733 was completely rebuilt into an illuminated feature tramcar, the front half of a twin-car designed to look like an American 'wild west' train. The set was withdrawn in 1999 due to serious structural problems, but following a grant from the lottery heritage fund it was overhauled and went back into service - and is now as popular as ever. Part of the works undertaken also saw this tram become the first dedicated heritage tram to have purpose-built facilities to accommodate a passenger in a wheelchair - there is a double door which forms half of the second illuminated 'wheel', and just before the painted-on fake door, which is opened to reveal a wheelchair lift.
Originally 1928-built Dick Kerr Pantograph Car 174 (when new called a 'Pullman' car), the trailer of the ABC Weekend Television illuminated western train still retains the classic look of the Pantograph car it once was - though in my opinion it has been enhanced by creating open viewing platforms at either end by removing the original glazing on what once were the driving cabs. It no longer has a trolley tower or trolleypole as these are not required due to it being permanently coupled to 733, but it does retain steering controls at the back - though these have been offset to one side so that extra seating could be fitted; the controls at this back end are only used at the end of the illuminations tours for the night when the tram is being driven empty in reverse formation back to the depot.
Originally a Dick Kerr Pantograph Car number 170, built 1928, this tram was built into the original Mk1 HMS Blackpool design in 1965 until being withdrawn from service in late 2001. From September 2003 it then underwent the full strip down to underframe and a rebuilt into the current Mk2 HMS Blackpool/Friggate design, and was put into service in autumn 2004. Before the 2013 Illuminations season, all the lightbulbs were reorganised to provide more defined lines of colour - compare to my photo before: www.flickr.com/photos/10110677@N07/8078638597
both feature trams are at the Pleasure Beach loop during October half term week when 5 trams run Illuminations tours per night.
Place de Jaude 09/06/2013 17h00
Clermont-Ferrand has one tramline, a so-called Translohr, which is in fact a guided bus system manufactured by Lohr Industrie of France. This bus (or call it tram like they like to do in France) runs on rubber tires and a guided by a single central rail. The Translohr system is intended to probide a much more light rail-like experience than that provided by buses. Unlike other guided bus systems (including the similar but incompatible Guided Light Transit system developed by Bombardier Transportation), Translohr can run only where there is a guide rail in place as there are no steering controls. Like a conventional tram, power is provided by overhead wires and collected with a pantograph, although the vehicle can also run on internal batteries (arranged in packs) on sections of the route where overhead wires are deemed to be undesirable. Because Translohr LRVs cannot run without a guide rail they are not classified as a street-running bus, hence the vehicles that are used on the Clermont-Ferrand network are not equipped with licence plates.
[ More information about the system: Wikipedia - Translohr ]
Tramway de Clermont-Ferrand
Opening of the system: 13/11/2006
Length of the network: 15.7 km
Lines: 1
Stations: 34
Number of passengers: 65,000 a day
Owner: SMTC
Exploitant/Operator: T2C
Average Speed: 20 km/h
Maximum Speed: 70 km/h
Park: 20 trams type STE4
[ More: Wikipedia - Tramway Clermont-Ferrand ]
Everybody's favourite illuminated tramcar is the first to be running Illuminations tours tonight but here at the Pleasure Beach is on its second tour of the night.
Originally 1936-built English Electric Railcoach 290, the loco of the ABC Weekend Television Western Train tram looks nothing like it did when brand new! Having had what you might call a heavy refurbishment, 733 was completely rebuilt into an illuminated feature tramcar, the front half of a twin-car designed to look like an American 'wild west' train. The set was withdrawn in 1999 due to serious structural problems, but following a grant from the lottery heritage fund it was overhauled and went back into service - and is now as popular as ever. Part of the works undertaken also saw this tram become the first dedicated heritage tram to have purpose-built facilities to accommodate a passenger in a wheelchair - there is a double door which forms half of the second illuminated 'wheel', and just before the painted-on fake door, which is opened to reveal a wheelchair lift.
Originally 1928-built Dick Kerr Pantograph Car 174 (when new called a 'Pullman' car), the trailer of the ABC Weekend Television illuminated western train still retains the classic look of the Pantograph car it once was - though in my opinion it has been enhanced by creating open viewing platforms at either end by removing the original glazing on what once were the driving cabs. It no longer has a trolley tower or trolleypole as these are not required due to it being permanently coupled to 733, but it does retain steering controls at the back - though these have been offset to one side so that extra seating could be fitted; the controls at this back end are only used at the end of the illuminations tours for the night when the tram is being driven empty in reverse formation back to the depot.
No visit to the Illuminations would be complete without seeing this tram. Originally EE Railcoach 208 and Pantograph tramcar 174, they were rebuilt to become a 'feature tram' for the Illuminations season, and were later rebuilt with Heritage Lottery Grant funding. Normally, as seen here, the driver sits right at the front of the 'engine' (tram number 733) inside what would be considered as the boiler - but there are also controls at the end of the far coach (tram number 734) to enable the tram to reverse back into the depot at the end of the night - this is the first year the tram has operated Illuminations duties with its 'new' pantograph fitted instead of using a trolleypole); evantually a bow pantograph will be fitted, as one has been sourced from a Metrolink T68 tram.
Despite ABC Weekend Television being disbanded years ago, this tram still advertises it! It is seen at the Pleasure Beach loop.
Originally 1936-built English Electric Railcoach 290, the loco of the ABC Weekend Television Western Train tram looks nothing like it did when brand new! Having had what you might call a heavy refurbishment, 733 was completely rebuilt into an illuminated feature tramcar, the front half of a twin-car designed to look like an American 'wild west' train. The set was withdrawn in 1999 due to serious structural problems, but following a grant from the lottery heritage fund it was overhauled and went back into service - and is now as popular as ever. Part of the works undertaken also saw this tram become the first dedicated heritage tram to have purpose-built facilities to accommodate a passenger in a wheelchair - there is a double door which forms half of the second illuminated 'wheel', and just before the painted-on fake door, which is opened to reveal a wheelchair lift.
Originally 1928-built Dick Kerr Pantograph Car 174 (when new called a 'Pullman' car), the trailer of the ABC Weekend Television illuminated western train still retains the classic look of the Pantograph car it once was - though in my opinion it has been enhanced by creating open viewing platforms at either end by removing the original glazing on what once were the driving cabs. It no longer has a trolley tower or trolleypole as these are not required due to it being permanently coupled to 733, but it does retain steering controls at the back - though these have been offset to one side so that extra seating could be fitted; the controls at this back end are only used at the end of the illuminations tours for the night when the tram is being driven empty in reverse formation back to the depot.
The ABC Weekend Television illuminated Western Train is seen in a doubly-rare event here at the Burlington Road West stop heading back to its temporary home at the Starr Gate depot - for not only is the tramcar on a rare daytime journey, but running on the tracks south of Pleasure Beach is even more rare than a journey to Fleetwood for this set; the tram is normally limited to night running during the Illuminations season and only between the Pleasure Beach and Little Bispham loops, so this view of the tram with the Pepsi Max Big One roller-coaster behind it heading along the south shore is hardly ever seen. A recent modification is the trolley tower and diamond pantograph for current collection, which replaces the trolley pole which has now been removed.... although tram purists may not particularly like its appearance, this modification is necessary to ensure the vehicle keeps running smoothly, elimating possible dewirements. This is only a temporary measure however, as a single arm pantograph from a now decommissioned Manchester Metrolink T68 tram is due to be fitted to this instead.
Originally 1936-built English Electric Railcoach 290, the loco of the ABC Weekend Television Western Train tram looks nothing like it did when brand new! Having had what you might call a heavy refurbishment, 733 was completely rebuilt into an illuminated feature tramcar, the front half of a twin-car designed to look like an American 'wild west' train. The set was withdrawn in 1999 due to serious structural problems, but following a grant from the lottery heritage fund it was overhauled and went back into service - and is now as popular as ever. Part of the works undertaken also saw this tram become the first dedicated heritage tram to have purpose-built facilities to accommodate a passenger in a wheelchair - there is a double door which forms half of the second illuminated 'wheel', and just before the painted-on fake door, which is opened to reveal a wheelchair lift.
Originally 1928-built Dick Kerr Pantograph Car 174 (when new called a 'Pullman' car), the trailer of the ABC Weekend Television illuminated western train still retains the classic look of the Pantograph car it once was - though in my opinion it has been enhanced by creating open viewing platforms at either end by removing the original glazing on what once were the driving cabs. It no longer has a trolley tower or trolleypole as these are not required due to it being permanently coupled to 733, but it does retain steering controls at the back - though these have been offset to one side so that extra seating could be fitted; the controls at this back end are only used at the end of the illuminations tours for the night when the tram is being driven empty in reverse formation back to the depot.
The Tugboat Coho downbound near Newburgh, NY on the Hudson River pushing a petroleum barge loaded with Dakota Crude from Albany, NY
Built in 2008, by Thoma-Sea Boat Builders of Lockport, Louisiana (hull #108) as the Coho for Penn Maritime of Stamford, Connecticut.
She was the second of five identical FIN Class units designed for Penn Maritime by Frank Basile of Entech Associates of Houma, Louisiana.
She is fitted with a JAK 400 coupler system, and married to a 414(ft) 90,000 bbl double hulled barge the Penn No. 92. Which was built in 2008 by Corn Island Shipyard of Lamar, Louisiana.
Her raised aluminum tower and wheelhouse features a eye level of 51(ft). The wheelhouse also features include two sets of engine gauges and multiple sets of EMI engine controls, with overhead chart and data displays. With RexRoth steering controls, and Furuno radars and radios. As well as equipped with a full set of aft controls.
On her stern, she is fitted with an "H" bitt, built by Thoma Sea, and a capstan, manufactured by JonRie InterTech, of New Jersey. She is also rigged for emergency towing; on the stern is a towing hawser and chain rigged to the "H" bitt in the case of an emergency.
She is powered by a pair of 2,000 horsepower, 60 liter, V-16 Cummins QSK-60 engines turning Reintjes gears that are shafted to 104(in) with skewed propellers mounted in NautiCan nozzles with shutter rudders turning up to 1,800 rpm for a rated 4,000 horsepower.
Her electrical power is provided by three 99-kW John Deere generator sets.
In 2012, Penn Maritime was acquired by the Kirby Corporation of Channelview, Texas. Where the tug retained her name.
Vessel Name: COHO
USCG Doc. No.: 12090230
Vessel Service: TOWING VESSEL
IMO Number: 95366620
Trade Indicator: Coastwise Unrestricted, Registry
Call Sign: WDE5724
Hull Material: STEEL
Hull Number: 108
Ship Builder: THOMA-SEA SHIP BUILDERS LLC
Year Built: 2008
Length: 111.2
Hailing Port: PHILADELPHIA, PA.
Hull Depth: 16.8
Hull Breadth: 36
Gross Tonnage: 223
Net Tonnage: 151
Owner:
PENN MARITIME INC
ONE STAMFORD PLAZA 263 TRESSER BLVD
STAMFORD, CT 06901
Previous Vessel Owners:
THOMA SEA SHIP BUILDERS LLC, PENN MARITIME INC
Everybody's favourite illuminated tramcar is the first to be running Illuminations tours tonight but here at the Pleasure Beach is on its second tour of the night.
Originally 1936-built English Electric Railcoach 290, the loco of the ABC Weekend Television Western Train tram looks nothing like it did when brand new! Having had what you might call a heavy refurbishment, 733 was completely rebuilt into an illuminated feature tramcar, the front half of a twin-car designed to look like an American 'wild west' train. The set was withdrawn in 1999 due to serious structural problems, but following a grant from the lottery heritage fund it was overhauled and went back into service - and is now as popular as ever. Part of the works undertaken also saw this tram become the first dedicated heritage tram to have purpose-built facilities to accommodate a passenger in a wheelchair - there is a double door which forms half of the second illuminated 'wheel', and just before the painted-on fake door, which is opened to reveal a wheelchair lift.
Originally 1928-built Dick Kerr Pantograph Car 174 (when new called a 'Pullman' car), the trailer of the ABC Weekend Television illuminated western train still retains the classic look of the Pantograph car it once was - though in my opinion it has been enhanced by creating open viewing platforms at either end by removing the original glazing on what once were the driving cabs. It no longer has a trolley tower or trolleypole as these are not required due to it being permanently coupled to 733, but it does retain steering controls at the back - though these have been offset to one side so that extra seating could be fitted; the controls at this back end are only used at the end of the illuminations tours for the night when the tram is being driven empty in reverse formation back to the depot.
The ABC Weekend Television illuminated Western Train is seen here at the North Pier Heritage tram stop, running a rare daytime journey to the Pleasure Beach and then back to its temporary home at the Starr Gate depot; the tram is normally limited to night running during the Illuminations season and only between the Pleasure Beach and Little Bispham loops. A recent modification is the trolley tower and diamond pantograph for current collection, which replaces the trolley pole which has now been removed.... although tram purists may not particularly like its appearance, this modification is necessary to ensure the vehicle keeps running smoothly, elimating possible dewirements. This is only a temporary measure however, as a single arm pantograph from a now decommissioned Manchester Metrolink T68 tram is due to be fitted to this instead.
Originally 1936-built English Electric Railcoach 290, the loco of the ABC Weekend Television Western Train tram looks nothing like it did when brand new! Having had what you might call a heavy refurbishment, 733 was completely rebuilt into an illuminated feature tramcar, the front half of a twin-car designed to look like an American 'wild west' train. The set was withdrawn in 1999 due to serious structural problems, but following a grant from the lottery heritage fund it was overhauled and went back into service - and is now as popular as ever. Part of the works undertaken also saw this tram become the first dedicated heritage tram to have purpose-built facilities to accommodate a passenger in a wheelchair - there is a double door which forms half of the second illuminated 'wheel', and just before the painted-on fake door, which is opened to reveal a wheelchair lift.
Originally 1928-built Dick Kerr Pantograph Car 174 (when new called a 'Pullman' car), the trailer of the ABC Weekend Television illuminated western train still retains the classic look of the Pantograph car it once was - though in my opinion it has been enhanced by creating open viewing platforms at either end by removing the original glazing on what once were the driving cabs. It no longer has a trolley tower or trolleypole as these are not required due to it being permanently coupled to 733, but it does retain steering controls at the back - though these have been offset to one side so that extra seating could be fitted; the controls at this back end are only used at the end of the illuminations tours for the night when the tram is being driven empty in reverse formation back to the depot.
From Wikipedia, the free encyclopedia
History
Nazi Germany
Name: Z11 Bernd von Arnim
Namesake: Bernd von Arnim
Ordered: 9 January 1935
Builder: Germania, Kiel
Yard number: G537
Laid down: 26 April 1935
Launched: 8 July 1936
Completed: 6 December 1938
Fate: Scuttled, 13 April 1940
General characteristics (as built)
Class and type: Type 1934A-class destroyer
Displacement:
2,171 long tons (2,206 t) (standard)
3,190 long tons (3,240 t) (deep load)
Length:
119 m (390 ft 5 in) o/a
114 m (374 ft 0 in) w/l
Beam: 11.30 m (37 ft 1 in)
Draft: 4.23 m (13 ft 11 in)
Installed power:
70,000 PS (51,000 kW; 69,000 shp)
6 × water-tube boilers
Propulsion: 2 shafts, 2 × geared steam turbines
Speed: 36 knots (67 km/h; 41 mph)
Range: 1,530 nmi (2,830 km; 1,760 mi) at 19 knots (35 km/h; 22 mph)
Complement: 325
Armament:
5 × single 12.7 cm (5 in) guns
2 × twin 3.7 cm (1.5 in) AA guns
6 × single 2 cm (0.8 in) AA guns
2 × quadruple 53.3 cm (21 in) torpedo tubes
60 mines
32–64 depth charges, 4 throwers and 6 individual racks
Z11 Bernd von Arnim was a Type 1934A-class destroyer built for Nazi Germany's Kriegsmarine in the late 1930s. At the beginning of World War II, the ship was initially deployed to blockade the Polish coast, but she was quickly transferred to the German Bight to lay minefields in German waters. In late 1939 the ship made one successful minelaying sortie off the English coast that claimed one British warship and seven merchant ships. During the early stages of the Norwegian Campaign, Bernd von Arnim fought the British destroyer Glowworm while transporting troops to the Narvik area in early April 1940, but neither ship was damaged during the action. The ship fought in both naval Battles of Narvik several days later and had to be scuttled after she exhausted her ammunition.
Design and description
Bernd von Arnim had an overall length of 119 meters (390 ft 5 in) and was 114 meters (374 ft 0 in) long at the waterline. The ship had a beam of 11.30 meters (37 ft 1 in), and a maximum draft of 4.23 meters (13 ft 11 in). She displaced 2,171 long tons (2,206 t) at standard load and 3,190 long tons (3,240 t) at deep load. The Wagner geared steam turbines were designed to produce 70,000 metric horsepower (51,000 kW; 69,000 shp) which would propel the ship at 36 knots (67 km/h; 41 mph). Steam was provided to the turbines by six high-pressure Benson boilers[1] with superheaters. Bernd von Arnim carried a maximum of 752 metric tons (740 long tons) of fuel oil which was intended to give a range of 4,400 nautical miles (8,100 km; 5,100 mi) at 19 knots (35 km/h; 22 mph), but the ship proved top-heavy in service and 30% of the fuel had to be retained as ballast low in the ship.[2] The effective range proved to be only 1,530 nmi (2,830 km; 1,760 mi) at 19 knots (35 km/h; 22 mph).[3]
Bernd von Arnim carried five 12.7 cm SK C/34 guns in single mounts with gun shields, two each superimposed, fore and aft. The fifth gun was carried on top of the rear deckhouse. Her anti-aircraft armament consisted of four 3.7 cm SK C/30 guns in two twin mounts abreast the rear funnel and six 2 cm C/30 guns in single mounts. The ship carried eight above-water 53.3-centimeter (21.0 in) torpedo tubes in two power-operated mounts. A pair of reload torpedoes were provided for each mount.[1][4] Four depth charge throwers were mounted on the sides of the rear deckhouse and they were supplemented by six racks for individual depth charges on the sides of the stern. Enough depth charges were carried for either two or four patterns of 16 charges each.[5] Mine rails could be fitted on the rear deck that had a maximum capacity of 60 mines.[1] 'GHG' (Gruppenhorchgerät) passive hydrophones were fitted to detect submarines.[6]
Career
The ship was ordered on 4 August 1934 and laid down at Germania, Kiel on 26 March 1935 as yard number G537. She was launched on 8 July 1936 and completed on 6 July 1938.[7] When World War II began in September 1939, Bernd von Arnim was initially deployed in the Baltic to operate against the Polish Navy and to enforce a blockade of Poland,[8] but she was soon transferred to the German Bight where she joined her sisters in laying defensive minefields. The ship also patrolled the Skagerrak to inspect neutral shipping for contraband goods.[9] Bernd von Arnim joined the other destroyers in laying minefields off the British coast in November, when Bernd von Arnim, Hermann Künne and Wilhelm Heidkamp[10] laid about 180 magnetic mines[11] in the middle of the Thames Estuary on the night of 17/18 November. The destroyer HMS Gipsy, one trawler, and seven other ships totalling 27,565 Gross Register Tons (GRT) were sunk by this minefield.[12] Four days later, she was one of the destroyers escorting the battleships Gneisenau and Scharnhorst through the North Sea to break out into the North Atlantic.[8] Together with her sisters Hans Lody and Erich Giese, Bernd von Arnim was to lay a minefield off Cromer during the night of 6/7 December, but she had trouble with two of her boilers and had to shut them down. The ship was ordered to return to port while the other two destroyers continued their mission.[13]
Norwegian campaign
See also: Battles of Narvik
Bernd von Arnim was allocated to Group 1 for the Norwegian portion of Operation Weserübung in April 1940. The group's task was to transport the 139th Mountain Infantry Regiment (139. Gebirgsjäger Regiment) and the headquarters of the 3rd Mountain Division (3. Gebirgs-Division) to seize Narvik. The ships began loading troops on 6 April and set sail the next day.[14] Bernd von Arnim was spotted by the British destroyer Glowworm in a storm on the morning of 8 April and the ship turned away to the north-west at full speed after laying a smoke screen. The German ship was suffering damage from the heavy seas at 35 knots (65 km/h; 40 mph) and was forced to reduce speed to 27 knots (50 km/h; 31 mph) after she had lost two men overboard. The British destroyer was better suited for the conditions and began to close on Bernd von Arnim. Lieutenant Commander (Korvettenkapitän) Curt Rechel, captain of von Arnim, turned his ship to the north-east, closer to the heavy cruiser Admiral Hipper. The ships exchanged fire without effect for an hour until Hipper came within range and sank Glowworm shortly afterward.[15]
The German destroyers reached the Ofotfjord on the morning of 9 April and Commodore Friedrich Bonte took his flagship Wilhelm Heidkamp, Bernd von Arnim and Georg Thiele down the fjord to Narvik.[16] A heavy snowstorm allowed von Arnim and Thiele to enter the harbor without challenge and tie up at a pier. The mountain troops immediately began disembarking, but the ship was spotted by the coast defense ship Norge a few minutes later. The latter ship immediately opened fire and was able to fire approximately 13 shells at 600–800 meters (660–870 yd) range before von Arnim was able to fire seven torpedoes.[17] Only two struck the Norwegian ship, but they detonated one or more of the ship's magazines and she immediately capsized and sank. None of the Norwegian shells hit either of the two German destroyers due to the darkness and falling snow, despite the short range. Von Arnim lowered boats to rescue the surviving Norwegian sailors and was able to pick up 96 men together with boats from the merchantmen in harbor.[17]
A map of the Ofotfjord
Von Arnim and Thiele were the first to refuel from the single tanker that had made it safely to Narvik[18] and later moved to the Ballangenfjord, a southern arm of the Ofotfjord, closer to the entrance.[19] Shortly before dawn on 10 April, the five destroyers of the British 2nd Destroyer Flotilla surprised the five German destroyers in Narvik harbor. They torpedoed two destroyers and badly damaged the other three while suffering only minor damage themselves. As they were beginning to withdraw they encountered the three destroyers of the 4th Flotilla which had been alerted in the Herjansfjord when the British began their attack. The Germans opened fire first, but the gunnery for both sides was not effective due to the mist and the smoke screen laid by the British as they retreated down the Ofotfjord. The German ships had to turn away to avoid a salvo of three torpedoes fired by one of the destroyers in Narvik, but von Arnim and Thiele had also been alerted and were coming up to engage the British.[20]
The two German destroyers crossed the T of the British flotilla and were able to fire full broadsides at a range of only 4,000 meters (13,000 ft). They first engaged the British flagship, HMS Hardy, and badly damaged her. Both of her forward guns were knocked out and the forward superstructure was set afire. Hardy was forced to beach herself lest she sink, and the German ships switched their fire to HMS Havock, the next ship in line. Their fire was relatively ineffective and both sides fired torpedoes without scoring any hits. Havock pulled out and dropped to the rear to fight off any pursuit by the ships of the 4th Flotilla. This placed HMS Hunter in the lead and she was quickly set on fire by the German ships. Thiele probably also hit her with a torpedo and she was rammed from behind by HMS Hotspur when the latter ship lost steering control. Hotspur was able to disengage, but Hunter capsized shortly afterward. The three remaining British ships were able to escape from the Germans under the cover of a smoke screen.[21] Von Arnim had been hit by five British shells, which had knocked out one boiler. This was repaired by the morning of 13 April and she received six torpedoes from the badly damaged destroyers.[22]
Wreck of Bernd von Arnim in the Rombaksfjorden
On the night of 12 April, Commander Erich Bey, the senior surviving German officer, received word to expect an attack the following day by British capital ships escorted by a large number of destroyers and supported by carrier aircraft. The battleship Warspite and nine destroyers duly appeared on 13 April, although earlier than Commander Bey had expected, and caught the Germans out of position. The five operable destroyers, including Bernd von Arnim, charged out of Narvik harbor and engaged the British ships. Although no hits were scored, they did inflict splinter damage on several of the destroyers. The ship was able to make a torpedo attack on the British destroyers before being driven off, but her torpedoes all missed. Lack of ammunition forced the German ships to retreat to the Rombaksfjorden (the easternmost branch of the Ofotfjord), east of Narvik, where they might attempt to ambush pursuing British destroyers. Von Arnim had exhausted her ammunition and she was beached at the head of the fjord.[23] Her crew placed demolition charges and abandoned the ship.[24] By the time the British reached the ship she had rolled over onto her side. The ship's crew joined the German troops ashore and participated in the campaign until the British evacuated the area in June.[25]
Z12 Erich Giese was a Type 1934A-class destroyer built for Nazi Germany's Kriegsmarine in the late 1930s. At the beginning of World War II, the ship was used in the German Bight to lay minefields in German waters. In late 1939 the ship made one successful minelaying sortie off the English coast that claimed two merchant ships. While returning from that sortie, she torpedoed a British destroyer without being detected and continued on her way. During the early stages of the Norwegian Campaign, Erich Giese fought in both naval Battles of Narvik in mid-April 1940 and was sunk by British destroyers during the Second Battle of Narvik.
Design and description
Erich Giese had an overall length of 119 meters (390 ft 5 in) and was 114 meters (374 ft 0 in) long at the waterline. The ship had a beam of 11.30 meters (37 ft 1 in), and a maximum draft of 4.23 meters (13 ft 11 in). She displaced 2,171 metric tons (2,137 long tons) at standard and 3,190 metric tons (3,140 long tons) at deep load. The Wagner geared steam turbines were designed to produce 70,000 metric horsepower (51,000 kW; 69,000 shp) which would propel the ship at 36 knots (67 km/h; 41 mph). Steam was provided to the turbines by six high-pressure Benson boilers[1] with superheaters. Erich Giese carried a maximum of 752 metric tons (740 long tons) of fuel oil which was intended to give a range of 4,400 nautical miles (8,100 km; 5,100 mi) at 19 knots (35 km/h; 22 mph), but the ship proved top-heavy in service and 30% of the fuel had to be retained as ballast low in the ship.[2] The effective range proved to be only 1,530 nmi (2,830 km; 1,760 mi) at 19 knots (35 km/h; 22 mph).[3]
Erich Giese carried five 12.7 cm SK C/34 guns in single mounts with gun shields, two each superimposed, fore and aft. The fifth gun was carried on top of the rear deckhouse. Her anti-aircraft armament consisted of four 3.7 cm SK C/30 guns in two twin mounts abreast the rear funnel and six 2 cm C/30 guns in single mounts. The ship carried eight above-water 53.3-centimeter (21.0 in) torpedo tubes in two power-operated mounts. A pair of reload torpedoes were provided for each mount.[1][4] Four depth charge throwers were mounted on the sides of the rear deckhouse and they were supplemented by six racks for individual depth charges on the sides of the stern. Enough depth charges were carried for either two or four patterns of 16 charges each.[5] Mine rails could be fitted on the rear deck that had a maximum capacity of 60 mines.[1] 'GHG' (German: Gruppenhorchgerät) passive hydrophones were fitted to detect submarines.[6]
Career
See also: Battles of Narvik
The ship was ordered on 4 August 1934 and laid down at Germania, Kiel on 3 May 1935 as yard number G538. She was launched on 12 March 1937 and completed on 4 March 1939.[7] Erich Giese was initially assigned to 8th Destroyer Division (8. Zerstörrer-Division) part of the 4th Destroyer Flotilla (4. Zerstörrer-Flottille) under the command of Commander (Fregattenkapitän) Brocksien.[8] Two months later, the ship escorted into Hamburg the convoy returning the German Condor Legion from Spain.[9] When World War II began, Erich Giese was assigned to the German Bight where she joined her sisters in laying defensive minefields. The ship also patrolled the Skagerrak to inspect neutral shipping for contraband goods.[10] The ship attempted to lay a minefield off the British coast on the night of 12/13 November, but had to turn back to escort her consorts, Theodor Riedel and Hermann Schoemann, back to Germany when they suffered machinery breakdowns.[11] Eight days later, she was one of the destroyers escorting the battleships Gneisenau and Scharnhorst through the North Sea to breakout into the North Atlantic.[9]
Led by Commander (Fregattenkapitän) Erich Bey in his flagship Hans Lody, Erich Giese and Bernd von Arnim left port on the morning of 6 December to lay a minefield off Cromer. The latter ship had severe boiler problems and was ordered to return to port in the late afternoon while the other two continued their mission.[12] They spotted several darkened ships as they approached their destination, including the destroyers HMS Juno and HMS Jersey, but were not spotted in return. As the two German destroyers withdrew after having laid their mines, they spotted the two British destroyers again at a range of 8,000 meters (8,700 yd) and closed to attack. When the range dropped to 4,600 meters (5,000 yd), Lody fired three torpedoes at Juno, the leading British ship, while Giese fired four at Jersey. None of Lody's torpedoes struck their target, but one of Giese's hit Jersey abreast her aft torpedo mount.[13] The torpedo detonated in an oil fuel tank and started a major fire. Neither British ship spotted the German destroyers and they continued on while Juno turned about to help her sister.[13] Two British ships totalling 5,286 Gross Register Tons were sunk by this minefield.[14] Giese was refitted at the Germaniawerft shipyard after her return on 8 December.[9]
A map of the Ofotfjord
The ship was allocated to Group 1 for the Norwegian portion of Operation Weserübung. The group's task was to transport the 139th Mountain Infantry Regiment (139. Gebirgsjäger Regiment) and the headquarters of the 3rd Mountain Division (3. Gebirgs-Division) to seize Narvik. The ships began loading troops on 6 April and sailed the next day.[15] Giese fell behind the rest of Group 1 as the result of oil leaks, machinery breakdowns, and contaminated fuel oil. She fell further behind when Lieutenant Commander (Korvettenkapitän) Karl Smidt turned the ship about to recover a soldier who had been washed overboard by the high seas.[16] Giese had little usable fuel left by this time and was forced to continue at a slower speed to conserve fuel. When the ship arrived at her destination on 9 April, she landed her troops in the Herjangsfjord (a northern branch of the Ofotfjord) to reinforce the other troops previously landed there in order to capture the Norwegian Army armory at Elvegårdsmoen. Later in the day, Erich Giese moved to Narvik harbor, but was not able to refuel before she was ordered to return to the Herjangsfjord well before dawn together with her sisters Wolfgang Zenker and Erich Koellner.[17]
Shortly before dawn on 10 April, the five destroyers of the British 2nd Destroyer Flotilla surprised the German ships in Narvik harbor. They torpedoed two destroyers and badly damaged the other three while suffering only minor damage themselves. As they were beginning to withdraw they encountered the three destroyers of the German 4th Flotilla which had been alerted when the British began their attack. The Germans opened fire first, but the gunnery for both sides was not effective due to the mist and the smoke screen laid by the British as they retreated down the Ofotfjord. The German ships had to turn away to avoid a salvo of three torpedoes fired by one of the destroyers in Narvik. Giese and Koellner were very low on fuel and all three were running low on ammunition, so Commander Bey decided not to continue the pursuit of the British ships since they were being engaged by the last two destroyers of Group 1.[18]
Commander Bey was ordered during the afternoon of 10 April to return to Germany with all seaworthy ships that evening. Only Erich Giese and Wolfgang Zenker were ready for sea and they slipped out of the Ofotfjord and turned south. Visibility was good that night and they spotted the light cruiser HMS Penelope and her two escorting destroyers and Commander Bey decided to turn back even though his ships had not been spotted by the British. Three other destroyers refuelled and completed their repairs on 11 April, but Bey decided against another breakout attempt despite the fog and poor visibility that night. Bey made no attempt to breakout during the night of 12/13 April, possibly because two of the destroyers had been damaged earlier in the day when they ran aground.[19]
That night he received word to expect an attack the following day by British capital ships escorted by a large number of destroyers and supported by carrier aircraft. Erich Giese reported that she was only capable of 28 knots (52 km/h; 32 mph), although her torpedoes had been replenished from the damaged destroyers. The battleship HMS Warspite and nine destroyers duly appeared on 13 April, although earlier than Commander Bey had expected, and caught the Germans out of position. The five operable destroyers, not including Giese, charged out of Narvik harbor and engaged the British ships. The ship did not have enough steam raised to participate and remained in the harbor. She attempted to leave the harbor after the British had driven off the other German ships, but her port engine seized up and left her almost dead in the water at the mouth of the harbor. While attempting to repair her engine, Giese was approached by the destroyers HMS Punjabi and HMS Bedouin which fired five torpedoes at her. All of them missed and Giese's torpedoes were equally unsuccessful. She did hit Punjabi with six or seven 12.7 cm shells which holed the ship several times just above the waterline, wrecked her fire-control system, severed her main steam line and started several fires. Casualties aboard Punjabi were seven killed and 14 wounded. In the meantime, Giese had managed to repair her engine after ten minutes of work and limped forward at her maximum speed of 12 knots (22 km/h; 14 mph) to engage the remaining British destroyers. Bedouin closed to point-blank range and had her forward gun turret knocked out by Giese, but the latter was hit at least 20 times and reduced to a blazing wreck that finally sank shortly before midnight. Eighty-three of her crew were killed outright during the battle, but the destroyer HMS Foxhound did rescue 11 men, although two subsequently died of their wounds. Surviving crew members later testified, that they had been fired upon while drifting in the water.[20] The ship's remaining crewmen managed to get ashore one way or another.[21][Note 1]
In 2011, a 150 kilograms (330 lb) bronze Reichsadler was salvaged from the wreck of Giese, in order to be displayed at the War Museum in Narvik. The ship's bell from Giese was removed by looters in the 1960s, as were the Reichsadler from the nine other German destroyers sunk at Narvik.[23]
its a great sight, seeing so many hotair balloon flying together.... even though there is no steering control, they still seems to manage to control the balloon really well.. not crashing into each other.
Tugboat Bluefin upbound on the Hudson River between Newburgh and Beacon, NY
Built in 2010, by Thoma-Sea Boat Builders of Lockport, Louisiana (hull #110) as the Bluefin for Penn Maritime of Stamford, Connecticut.
She was the fourth of five identical FIN Class units designed for Penn Maritime of Stamford, Connecticut by Frank Basile of Entech Associates of Houma, Louisiana.
She is fitted with a JAK 400 coupler system. Married to a 414(ft) 90,000 bbl double hulled barge the Penn No. 94. Which was built in 2010, by Corn Island Shipyard of Lamar, Indiana.
Her raised aluminum tower and wheelhouse features a eye level of 51(ft). The wheelhouse also features include two sets of engine gauges and multiple sets of EMI engine controls, with overhead chart and data displays. With RexRoth steering controls, and Furuno radars and radios. As well as equipped with a full set of aft controls.
On her stern, she is fitted with an "H" bitt, built by Thoma Sea, and a capstan, manufactured by JonRie InterTech, of New Jersey. She is also rigged for emergency towing; on the stern is a towing hawser and chain rigged to the "H" bitt in the case of an emergency.
She is powered by a pair of 2,000 horsepower, 60 liter, V-16 Cummins QSK-60 engines turning Reintjes reduction gears that are shafted to 104(in) skewed propellers mounted in NautiCan kort nozzles with shutter rudders turning up to 1,800 rpm for a rated 4,000 horsepower.
Her electrical power is provided by three 99 kW John Deere generator sets.
In 2012, Penn Maritime was acquired by the Kirby Corporation of Channelview, Texas. Where the tug retained her name.
Vessel Name: BLUEFIN
USCG Doc. No.: 12211110
Vessel Service: TOWING VESSEL
IMO Number: 95655960
Trade Indicator: Coastwise Unrestricted, Registry
Call Sign: WDE 9397
Hull Material: STEEL
Hull Number: 110
Ship Builder: THOMA-SEA BOAT BUILDERS INC
Year Built: 2010
Length: 111.2
Hailing Port: PHILADELPHIA, PA.
Hull Depth: 16.8
Hull Breadth: 36
Gross Tonnage: 223
Net Tonnage: 149
Owner:
PENN MARITIME INC
263 TRESSER BLVD ONE STAMFORD PLAZA
STAMFORD, CT 06901
Previous Vessel Owners:
PENN MARITIME INC
Picture was taken at Equatorial Guinea.
This is the steering/control centre of the ship, commonly known among seafarers as the 'Bridge'. The shiny golden lights come from the masts of the cargo tanks.
4 pictures vertical panorama.
Translohr is a Light Rail system manufactured by Lohr Industrie of France. It is used in Clermont-Ferrand, Tianjin, Padua and in the mainland Mestre district of Venice in Italy.Translohr differs from other light rail systems in that it runs on rubber tires and is guided by a single central rail, and is commonly referred to as a guided bus system.
The Translohr system is intended to provide a much more tram-like experience than that provided by guided bus systems. Unlike guided bus systems(including the similar but incompatible Guided Light Transit system developed by Bombardier Transportation), Translohr can run only where there is a guide rail in place as there are no steering controls. Like a conventional tram, power is provided by overhead wires and collected with a pantograph, although the vehicle can also run on internal batteries (arranged in packs) on sections of the route where overhead wires are deemed to be undesirable. Because Translohr LRVs cannot run without a guide rail they are not classified as a type of bus.