Noor is five years old. He suffers from paralysis in his right arm since he was born (Erb's palsy). Handicap International (HI) is helping Noor to get his mobility back thanks to physiotherapy sessions to strengthen his arm. In this picture, Noor in rehabilitation session with Asala, physiotherapist for HI.

Photo credit: HI/Frederik Buyckx Dec 2014

Photo by George Rodger

An easy conversion 2>3D

Three's a crowd.

View On Black

Tokyo, Japan.

Concerns about being displaced by luxury condos predate the current decade. Document 1469, Published Document Collection, Seattle Municipal Archives.

From Wikipedia, the free encyclopedia

History

Name: USS S-30

Builder: Union Iron Works

Laid down: 1 April 1918

Launched: 21 November 1918

Commissioned: 29 October 1920

Decommissioned: 9 October 1945

Struck: 24 October 1945

Fate: Sold for scrap

General characteristics

Class and type: S-class submarine

Displacement:

854 long tons (868 t) surfaced

1,062 long tons (1,079 t) submerged

Length: 219 ft 3 in (66.83 m)

Beam: 20 ft 8 in (6.30 m)

Draft: 15 ft 11 in (4.85 m)

Speed:

14.5 knots (16.7 mph; 26.9 km/h) surfaced

11 knots (13 mph; 20 km/h) submerged

Complement: 38 officers and men

Armament:

1 × 4 in (102 mm) deck gun

4 × 21 in (533 mm) torpedo tubes

Service record

Operations: World War II

Victories: 2 battle stars

USS S-30 (SS-135) was an S-class submarine of the United States Navy during World War II.

S-30 was laid down on 1 April 1918 by the Union Iron Works at San Francisco, California. She was launched on 21 November 1918 sponsored by Mrs. Edward S. Stalnaker, and commissioned on 29 October 1920 with Lieutenant Commander Stuart E. Bray in command.

Service history

Based at San Pedro, California, with her home yard at Mare Island, S-30 conducted tests and exercises off the California coast into the summer of 1921. Then, on 15 August, she was placed in ordinary. Recommissioned in full on 14 February 1922, she was ordered to New London, Connecticut, where she was placed in ordinary again on 21 June for engine alterations by the prime contractor, the Electric Boat Company.

Trials and exercises off the southern New England coast followed her recommissioning in full on 21 November; and, in January 1923, she moved south to the Caribbean Sea to participate in winter maneuvers and Fleet Problem I, conducted to test the defenses of the Panama Canal Zone. In April, she returned to California and resumed operations off that coast with her division, Submarine Division (SubDiv) 16. During the winter of 1924, she again participated in fleet exercises and problems in the Canal Zone and in the Caribbean and, in the winter of 1925, she prepared for transfer to the Asiatic Fleet.

S-30 departed Mare Island, with her division, in mid-April. During May, she conducted exercises and underwent upkeep in the Hawaiian Islands; and, on 16 June, she continued on to the Philippines. On 12 July, she arrived at the Submarine Base, Cavite, Luzon, whence she operated until 1932. Her division rotated between exercises and patrols in the Philippines during the winter and operations off the China coast during the summer. In 1932, her division was ordered back to the eastern Pacific Ocean; and, on 2 May, she departed Manila for Pearl Harbor, her home port until transferred back to the East Coast in 1937.

Sailing from Pearl Harbor on 19 May 1937, S-30 arrived at New London on 8 August. For the next year and one-half, she trained along the Atlantic Ocean seaboard. Then, in May 1939, she was placed in commission, in reserve. On 1 September 1940, she was returned to full commission.

World War II

As World War II began its second year, German U-boats were raiding shipping in the western Atlantic and the Caribbean. The American S-boats, designed in World War I, were assigned to Submarines, Patrol Force (Submarines, Atlantic Fleet after February 1941) and were carrying out multipurpose missions which involved training and development of tactical skills.

First, Second, and Third (Defensive) War Patrols

S-30, homeported at New London, operated along the mid-Atlantic and northeast coasts into the spring of 1941. She then served briefly in the Bermuda area; returned to New London; and, in early July, proceeded to Philadelphia, Pennsylvania, for overhaul. In September, she emerged from the yard; returned to New England; and resumed submarine and antisubmarine warfare training operations.

She continued those duties in the Long Island Sound, Narragansett Bay, Casco Bay, and Placentia Bay areas, until after the United States officially entered the war. With 1942, however defensive patrols were added to her duties, and her division, SubDiv 52, was reassigned to the Panama Canal Zone. Departing New London on 31 January, she hunted for enemy submarines along her route which took her via Bermuda and Mona Passage into the Caribbean Sea. On 16 February, she arrived at Coco Solo, whence she conducted two defensive patrols in the western approaches to the canal, from 10–31 March and from 14 April to 13 May, before she was ordered to California to prepare for service in the Aleutian Islands. Into July, she underwent repairs at San Diego, California; and, at mid-month, she started for Alaska. While en route, engine trouble forced her into Mare Island, and, on 1 August, she headed north again.

Fourth War Patrol (First Offensive)

On 12 August, S-30 departed the submarine base at Dutch Harbor, Unalaska, on her first offensive war patrol. Moving through fog, she arrived off Attu Island on 16 August; sighted only the hazy outline of Cape Wrangell; and continued on to patrol across the anticipated Japanese shipping lanes between that island and the northern Kuril Islands. On the afternoon of 7 September, she was attacked by three enemy destroyers some ten miles north of the cape and, in that two and one-half hour encounter, gained her first close experience with Japanese depth charges. Three days later, she turned for home.

Fifth War Patrol

On 24 September, S-30 got underway for her fifth war patrol, her second in the Aleutians. A cracked cylinder in her port engine forced her back to Dutch Harbor on 27 September; and, on 30 September, she again moved west. On 3 October, she entered her patrol area and commenced hunting enemy ships along traffic lanes west of Kiska; but, by 9 October, additional engineering casualties, cracks, and leaks had developed and forced her to return to Unalaska. From there, the submarine was ordered to San Diego for an overhaul. During her yard period, she received a fathometer, a new distilling unit, and more up-to-date radar equipment. Then, from mid-February 1943 into March, she provided training services to the West Coast Sound School. On 16 March, she sailed for Dutch Harbor.

Sixth War Patrol

Following the submarine's arrival in the Aleutians on 21 March, air compressor failure and malfunctioning of her fathometer delayed her departure until 13 April. She then headed for Attu. On 15 April, she crossed the 180th meridian and, keeping Dutch Harbor dates, arrived at her destination on 17 April. For the next few days, she reconnoitered and, when possible photographed the island's principal coves, bays, and harbors. On 26 April, she was ordered to the east of 176°E and south of 52°40'N, where she remained until after an Allied strike against Attu. The next afternoon, she returned to the island but was unable to determine the extent of damage inflicted.

Seventh War Patrol

On 2 May, S-30 departed the area; returned to Dutch Harbor for refit; and, on 24 May, sailed west again, this time for the northern Kurils. On 31 May (Dutch Harbor date), she entered her assigned area; and, on 5 June, off the Kamchatka peninsula, she attacked her first target, a large sampan. Her guns set the enemy vessel on fire; but, as it burned, a Japanese destroyer appeared on the horizon and began closing the surfaced submarine at high speed. Three minutes later, the destroyer opened fire on the diving S-boat.

S-30 commenced an approach on the destroyer, but just as she reached firing bearing, she lost depth control. A few seconds later, depth charging started. In the next 20 minutes, 33 "ashcans" were dropped by the destroyer. Others followed sporadically over the next five hours. S-30 was then able to clear the area. On 6 June, the ship's force repaired all minor damage and commenced efforts to remove two torpedoes which had been crushed in the number-three and number-four tubes. The one in the latter tube was removed on 7 June, but the one in the number-three tube remained until the completion of the patrol.

On 8 June, S-30 headed down the Paramushiro coast; approached Onekotan; then transited Onekotan Strait and set a course for Araito. During the next two days, she sighted four targets but was able to close only the last two, merchantmen in column, contacted on 10 June (the 11th local date). Fog closed in rapidly as she made her approach; then blanketed the area as she launched three torpedoes. Two explosions were heard, but nothing could be seen. Post-war examination of Japanese records revealed that she had sunk Jinbu Maru, a 5228-ton cargo ship.

During the ensuing depth charging, S-30 began to move out of the area. Within two and one-half hours, she had left the pinging of the searchers behind and had resumed her own hunting. On 12 June, she retransited Onekotan Strait. The following day, she fired on a convoy, but missed. On 14 June, she departed the area; and, on 22 June, she returned to Dutch Harbor to begin extracting the damaged torpedo and commence refitting.

Eighth War Patrol

On 5 July, S-30 got underway on her eighth war patrol, which took her back to the Kurils and into the Sea of Okhotsk. She patrolled on both sides of the island chain and across the traffic lanes leading to Soya Strait and to Yokosuka. She took periscope pictures of facilities on various islands. She sighted several targets, but was unable to close on most and was unsuccessful on those she attacked. On 20 July, she attacked what appeared to be an inter-island steamer, but which turned straight down the torpedo track and dropped six depth charges in quick succession. S-30 went deep, reloaded and prepared to reattack. The target, however, was lost in the fog.

S-30 continued her patrol. A week later, she sent three torpedoes against a Japanese merchantman estimated at 7000 tons. Two hits, breaking-up noises, and distant depth charging were reported by the sound operator, but the damage went unverified. Four days later, she attacked another cargoman under similar circumstances. One torpedo was reported to have hit. Screw noises from the target stopped, breaking-up noises were heard, and periscope observation showed no ship at the site of the attack. But any damage which might have been inflicted was never verified.

Ninth War Patrol

S-30 left the Kurils behind and headed east on 7 August. Two days later, she arrived in Massacre Bay, Attu, whence she conducted her last war patrol. On that patrol, from 26 August to 23 September, she again hunted in the shipping lanes along the eastern and western sides of the Kurils. Again, several targets were lost in fog; nevertheless, she took pictures of the islands. Then, in mid-September, she added a new dimension to her activities and attempted to shell the enemy garrison on Matsuwa. Fog had interfered with an earlier attempt to bombard that post, but cleared off early on the morning of 15 September (local date) as she neared the firing point with her crew at battle stations. But, when the order to fire was given, the gun failed to respond. A new firing pin was a fraction of an inch too short, and the effort had to be abandoned.

Retirement

The following day, S-30 was ordered home. En route, on 17 September she was sighted and bombed by a Japanese patrol plane. Failure of the port motor at that moment caused anxiety; but the submarine escaped serious damage. On 23 September, she arrived at Dutch Harbor. Within the week, she headed south to San Diego, where, with others of her class, she provided training services for the West Coast Sound School for the remainder of World War II. In mid-September 1945, she proceeded to Mare Island, where she was decommissioned on 9 October. Fifteen days later, her name was struck from the Naval Vessel Register, and, in December 1946, she was sold and delivered to the Salco Iron and Metal Company, San Francisco, for scrapping.

S-30 was awarded two battle stars for her World War II service.

References

This article incorporates text from the public domain Dictionary of American Naval Fighting Ships. The entry can be found here.

this is not a photoshop trick

HMS ADBIEL : N21

Displacement: 1460 tonnes full load

Length 265 ft, Beam 38 ft 6 ins, Draught 10 ft.

Propulsion: Two shafts driven by 18-cylinder Paxman diesel engines, 2,960 bhp

Speed: 16 knots.

Ships Company: 98, plus additional MCM staff for exercises and operations.

Navigational Radar: Type 978

Armament: Offensive 44 mines, Defensive single Bofors 40/60 cannon.

Designed as a Headquarters and Support Ship for mine counter measure forces and exercise minelayer. Workshops & spares embarked enable mine counter measures ships to operate well away from home bases.

ABDIEL was (at time of photo) the only operational minelayer in the Royal Navy.

Built at Thornycroft’s Woolston shipyard she was commissioned on 17th October 1967, being finally paid off in 1988 and sold for scrapping.

Photo : 21 Sept 1980 at Harwich

Syrian refugee camp near the south border of Turkey

Using one image as a displacement map for another one.

View more: MY WEBSITE | BEHANCE | SAATCHI ART | TWITTER

I was playing about on photoshop today at college and I learnt how to do displacement mapping. It's actually really simple to do and you can get some awesome results too! :D

Rusty barrels that a Syrian family used for drinking water can now be used to water a vegetable garden. Photo: Jessica Cope/Medair.

This theme ‘Displacement’ investigated the theme of both rural and urban erosion. To demonstrate my ideas, people were displaced in these carefully selected run down environments, placement was not always the decision of the photographer; an array of figures scattered into the landscape made for a surreal experience. This displacement is to signify how the economy can change and reshape lives as simply as the wind changing direction. The impact throughout time of an economic down turn can dramatically impact on the lives of those who live in both urban and rural communities. As banks and creditors tighten their belts, more and more businesses both big and small face the consequences. As large supermarkets are eager to continue their capitalist profiteering decide to source products abroad at cheaper rates, local farms and small businesses face closure unable to meet such cheap supply and demand. It is paradoxical as ordinary people no longer able to afford the finest foods or luxuries of organic produce seek cheap fodder for their hungry brood driving down prices even more.

These beings in the landscape stand still, only their heads moving back and forth, up and down, like standing to attention; attention to what their minds exude, maybe this twenty second capture allows them to forget all the troubles in the world or maybe they are shaking their heads in annoyance at their current situation. The sequence of the head movement suggests hidden identity and emphasizes the subject’s vulnerability and instability. I have always allowed the viewer to perceive what they wish to perceive, the title stands purposely structured in brackets so that the viewer is open to other interpretations. To create the illusion of levitation I photographed the space twice from the same tripod position, first with the objects and figures and then without. In Photoshop The Buckets and ladders etc. where replaced with the same space of the empty Photograph. The sepia filter juxtaposes the old with modern times. Reminiscent of time long gone; capturing the uncertainty of the atmosphere.

The decision to represent my thoughts at night – with the stars above, illustrates the magnitude of the problem, and closure of everything at night adds to a sense of fear of it all. Nightmares and sleepless nights go hand in hand with anxieties and troubled minds. I appear in some of my photographs deliberately to show my concerns about the environment and indeed my own employment in the future. It also adds for a more spiritual and meaningful work for myself as an artist.

Designer: Dickies

Builder: Dickies of Tarbert, Scotland

Year: 1936

Location Devon

Length on deck: 44'

Beam: 11'4

Draft: 6'

Tonnage(TM): 17.8 Displacement

£110,000

Full Specification

An exceptional and rare boat which combines all the features regarded as classic and representative of the great period of wooden yacht construction and presented in very fine condition.

Length on deck: 44’

Beam: 11’4”

Draft: 6’

Tonnage: 17.8 tons displacement.

Designed and built by Dickies of Tarbert on the west coast of Scotland. Of the three Dickie brothers one took over the old family firm in Tarbert, another moved south across the water to Bangor in N Wales and a third brother was apprenticed to the great William Fife in his drawing office. At the time, Dickies was held in the same high regard as Alfred Mylne and the now great William Fife’s yard.

The design is a proper long keeled, sea-worthy hull inspired by the Scottish fishing boat type with a full canoe stern, sharp almost vertical stem, good free-board and full mid-ships sections.

The mid-ships wheel-house is a wonderful construction built in to the step in the deck, multi-faceted forward, cabin entrance each side and a shallow coach-roof running aft to a lovely deep well-sheltered little cock-pit.

All deck fittings are in bronze and original but she has also been intelligently modernised with modern nav lights and equipment to bring her up to expected modern standards.

Built in the Tarbert yard in 1936, the yard must have been delighted to land this high spec order and she was undoubtedly a very expensive yacht indeed.

Tunnag has passed through our hands several times in the last 35 years so we are quite familiar with her. For the last few years she has been in local ownership here in Dartmouth, the owner first apprenticed to Moodys as a boat builder and later building high tech one-off race yachts in his own yard so well qualified to bring a quality boat up to top condition. They are justifiably proud of the yacht but as time goes on they are finding that a smaller yacht with more sail would suit them better now.

Construction.

The construction is robust, almost fishing boat strength planked in proper old 1 ¼” Burma teak, and finished varnished in the topsides from new, anti-fouled below the w/l. Even much of the inside of the hull is varnished!

The frames are grown oak all through at approx 3’ centres, doubled in futtocks, side pinned with single steam bent oak intermediates.

The long oak keel carries an external iron ballast keel over most of the length and especially reaching right forward to the rise of the stem so that any contact with a hard surface would be taken on the iron, not the wood – a thoughtful touch.

In present ownership the keel bolts have been inspected.

Sea-cocks removed, stripped and any dubious replaced.

The strap floors are in massive angle shape wrought iron which does not rust like mild steel even if it is galvanised, side bolted to the frames which avoids the problem of corrosion of bolts through the planking.

In present ownership most of the floors have been removed from the boat, epoxy tarred and replaced on a bedding compound with new bronze bolts through the frames – an exceptional and essential job with most boats of this vintage.

The topsides are raised forward from the mid-ships step in the deck to give increased head-room in the forward accommodation and fitted with 3 large bronze port holes each side.

Interestingly, there is a small port hole each side mid-ships in the topsides to give some light and air to the engine room.

The wheel-house and after coaming are all teak with bronze port holes.

The coach-roof deck is sheathed probably originally with canvas and painted with cream non-slip deck paint between varnished teak margins. The after cabin entrance from the cock-pit has a sliding hatch and twin full length doors to the cock-pit.

Fastenings:

The planking is fastened to the main frames with bronze dumps and to the steamed intermediates with copper nails. Close study shows the Scottish way of clenching the nails rather than riveting over roves.

Deck.

The deck is yacht laid in solid teak which means the planking is swept round the shape of the hull and joggled into a king plank forward and aft.

Traditionally caulked and payed, the deck was originally secret fastened and has been largely refastened with screws from above, dowled over.

The rudder stock head projects through the aft deck with a removable bronze cap to take an emergency tiller.

Steering is by traditional spoked teak wheel and cables to a quadrant on the stock under the aft deck.

In present ownership new cables and tubes fitted.

Cast bronze stanchion posts all round carry 2 stainless steel guard wires. A modern stainless steel pulpit and push-pit have been added for safety. The step in the deck edge in way of the gate either side has a cast bronze cap with the yacht’s name – a lovely touch.

Hefty mooring cleats fitted either side forward and aft and a cruciform cleat mid-ships by the step in the deck, essential to take a mid-ships spring when berthing and so often missing on yachts.

To back up the cleats she has a massive oak Sampson post on the fore deck and the aft deck and even each side at the break in the deck.

A very substantial bronze fabrication over the stem spreads the loads of the chain over the twin chain rollers.

A modern electric windlass may look slightly out of place but like other details on this yacht makes her far more practical for regular use. A CQR anchor when hauled in stows neatly on the chain roller removing the necessity to lift a heavy anchor over the pulpit.

Small thoughtful details like the twin bronze fairleads on the capping both sides saves damage to the capping by mooring lines.

In present ownership the deck seams have been raked out, the seams repayed with butyl rubber compound and the decks coated with Semco, a wood protector and water-proofing product which has the advantage of sealing the seams against any possible leaks.

Rig.

A bermudian ketch rig on varnished spruce masts and spars gives a useful sail area of around 200 square feet with the headsail on a roller furler, a 2-reef mainsail and a small mizzen.

Stainless steel standing rigging to internal bronze chain plates.

In present ownership the masts have been stripped and revarnished, the standing and running rigging have all been replaced and new blocks fitted.

Sails.

A very good, clean suit of cream sails in polyester comprising:

Mainsail – not new but in very good condition

Mizzen – not new but in very usable condition

Genoa on roller furling gear – as new condition

Jib – in excellent condition

New small, loose-footed, boomless mizzen serves to weather-cock the boat at anchor – Dart Sails, 2014

Sail covers to main and mizzen.

New runing rig.

Engine.

Gardner 3LW 47hp 3-cylinder diesel engine installed new in 1965.

Gardner U2 2:1 gearbox with usual Gardner wheel control at the helm and separate throttle lever.

Conventional centre-line shaft carried in a plummer block with conventional inboard stuffing box and a new outer shaft bearing in 2002.

New double greasers to plummer blocks

3-blade prop.

This Gardner is a superb machine, slow revving, quiet, smooth and very reassuring with the reputation for a very long life and almost infinitely rebuildable – a proper marine diesel engine.

Max speed 8.5knts

Fuel consumption approx 5 litres per hour at her most economic cruising speed of 7 knts.

In present ownership the engine has had a thorough service – seals and impellors renewed etc.

The owner before last who bought the yacht through Wooden Ships, a skilled engineer, did a major rebuild on this engine and like all Gardners it has given total and reliable service.

Tanks

Diesel: 110 gallons in 2 stainless steel tanks, one each side of the engine room.

New twin Racor filters fitted with change-over valve. All pipe-work renewed.

Engine room in pristine condition with steel chequer plate floors, all exceptionally clean with very good access all round.

Water: 200 gallons fresh water in 2 tanks.

New pressurised water system with new calorifier tank in the engine room heated by the engine cooling water and with 240v immersion heater.

In present ownership the plumbing and hot water system have all been replaced.

New water filtration pump and tap at the galley sink.

Electrics

The yacht operates on a 24v circuit with 12v supply to certain instruments.

240v supply from shore power or generator.

Generator. Hyundi 3.6kw remote start diesel generator mounted in a varnished teak box on deck behind the wheel-house to give as silent and odour-free operation as possible.

The generator is coupled to a Victron 3KW inverter mounted in a stainless tray in the engine room with 4 x 110amp/hr batteries.

55amp engine belt driven alternator fitted new in 2013 charges the batteries

4 x 12v domestic batteries

4 x 12v engine start batteries

2 x 12v windlass batteries

Sterling battery management system

240v ring main with shore power connection

In present ownership the yacht has been largely rewired and new electrical panel fitted.

Accommodation.

The interior of this yacht is exceptional, all very original and panelled in polished teak. The teak in the bulkhead panels and the door panels is carefully chosen to give matching grain pattern in every one as was the way with all the best classic yachts.

The interior of the yacht is divided into 4 areas – a fore peak cabin with full length single berth to stbd and up and down smaller berths to port.

Bulkhead to chain locker forward. Fore peak entrance hatch over.

All panelled in varnished teak with white painted deck-head.

Bulkhead door to the next aft compartment with galley surface to starboard and gimballed Taylors 041 2-burner, grill and oven gas cooker in a lined recess to port.

The galley has been recently refitted and is a clean modern area with an L-shaped white formica surface with a twin sink, hot/cold tap, salt water tap and chromed Patay manual fresh water pump. Sink drains overboard.

Cup racks above. Cave locker in the work surface.

12v/240v Waeco fridge under the work surface

In present ownership the galley has been rebuilt, new fridge and cooker fitted.

Aft again into the magnificent saloon cabin, all varnished teak joinery with shelves and glass fronted lockers each side.

Port side dinette with buttoned light brown leather upholstery and varnished table, drops down to make a double berth.

Settee berth to stbd with fabric covered cushions. Back rest lifts and suspends as a Pullman berth.

6’ head-room. White painted deck-head. Varnished teak sole boards. Classic gimballed chrome lights on the bulkheads. Lots of stowage under the settees.

Main mast against the forward bulkhead.

Centre-line steps up to the wheel-house with the engine room below. All varnished teak wheel-house. Step up to exit door either side. Traditional spoked teak wheel. All nav instruments well displayed and visible. Seating aft.

Aft port corner of wheel-house, winding stair down to the saloon cabin.

Electrical switch-board hidden behind a small door as you go down the steps, easily reached from the wheel-house.

Lobby at the bottom of the companionway.

Heads compartment to stbd with Jabsco sea toilet, shower with teak grating in the tray, lockers under the side deck.

In present ownership the heads has been refitted and a new sea-toilet installed.

Door to engine room on the centre-line between heads and companionway.

Bulkhead door to the aft cabin. Single berth to port, tight double berth to stbd.

Centre-line companionway up to the aft cock-pit.

Webasto hot air diesel fired central heating sited in the engine room, new 2013

Inventory.

Navigation. Ground tackle.

Constellation binnacle compass at the helm Muir 24v windlass

Navman chart plotter. New Lewmar Delta anchor

New Lowrance Elite 5 sounder Min 80 meters chain.

Fixed Sailor VHF radio. Long anchor warp.

Sailor radio receiver

Neco auto-pilot on the wheel. Warps and fenders.

This is one of those boats you cannot just walk past, a boat which attracts attention wherever she goes, a classic in every sense of that over-used word yet still a very practical and usable boat.

After the work done in present ownership the next owner will take over a wonderful yacht and the continuing pleasure in the conservation of our maritime heritage.

This theme ‘Displacement’ investigated the theme of both rural and urban erosion. To demonstrate my ideas, people were displaced in these carefully selected run down environments, placement was not always the decision of the photographer; an array of figures scattered into the landscape made for a surreal experience. This displacement is to signify how the economy can change and reshape lives as simply as the wind changing direction. The impact throughout time of an economic down turn can dramatically impact on the lives of those who live in both urban and rural communities. As banks and creditors tighten their belts, more and more businesses both big and small face the consequences. As large supermarkets are eager to continue their capitalist profiteering decide to source products abroad at cheaper rates, local farms and small businesses face closure unable to meet such cheap supply and demand. It is paradoxical as ordinary people no longer able to afford the finest foods or luxuries of organic produce seek cheap fodder for their hungry brood driving down prices even more.

These beings in the landscape stand still, only their heads moving back and forth, up and down, like standing to attention; attention to what their minds exude, maybe this twenty second capture allows them to forget all the troubles in the world or maybe they are shaking their heads in annoyance at their current situation. The sequence of the head movement suggests hidden identity and emphasizes the subject’s vulnerability and instability. I have always allowed the viewer to perceive what they wish to perceive, the title stands purposely structured in brackets so that the viewer is open to other interpretations. To create the illusion of levitation I photographed the space twice from the same tripod position, first with the objects and figures and then without. In Photoshop The Buckets and ladders etc. where replaced with the same space of the empty Photograph. The sepia filter juxtaposes the old with modern times. Reminiscent of time long gone; capturing the uncertainty of the atmosphere.

The decision to represent my thoughts at night – with the stars above, illustrates the magnitude of the problem, and closure of everything at night adds to a sense of fear of it all. Nightmares and sleepless nights go hand in hand with anxieties and troubled minds. I appear in some of my photographs deliberately to show my concerns about the environment and indeed my own employment in the future. It also adds for a more spiritual and meaningful work for myself as an artist.

A series of battles centred on the strategic Ramadi district in Al-Anbar governorate, have had a devastating humanitarian impact on the civilian population.

The UN estimates that since 15 May 2015 – when a second wave of fighting escalated in Ramadi – more than 69 000 people have fled their homes seeking safety elsewhere in the country.

Photo credit: REUTERS/Stringer

With route 149 being progressively converted to New Routemaster, some of the 11-registered VDL DB300/Wright Gemini 2 allocated to the route are moving from Tottenham Garage to Enfield to replace older vehicles on routes 307 and 349. DW432, still sporting its AR garage codes, is seen in High Barnet on Friday 13th November.

Unable to comprehend the exact nature of this attack by the powerful light people turned to the familiar and those with a fetish for nude ladies looked to the Rolex clock over the jewellery shop but even she was transformed and the clock itself was constantly vacilating between its old self and a wristwatch

Displacement of train carriage bodies to different manufacturing halls with a special vehicle. Technical data at the end of the video. A cool note on the type label: Operating instructions have to be followed! Stadler has two of such vehicles in Altenrhein. Switzerland, May 20, 2017.

rafayanes.com/blog/el-otono-en-la-cola-de-caballo-parque-...

United States Marine Corp Eagle, Globe & Anchor Harley Davidson windshield from SteelHorseShades.Com

steelhorseshades.com

We offer all stock windshields for any make & model Harley Davidson.

We offer a full line of colors, laser & CNC engraving for individuals, clubs and organizations. We will beat anyone’s quality & price!

Harley-Davidson Inc (NYSE: HOG, formerly HDI), often abbreviated H-D or Harley, is an American motorcycle manufacturer. Founded in Milwaukee, Wisconsin, during the first decade of the 20th century, it was one of two major American motorcycle manufacturers to survive the Great Depression. Harley-Davidson also survived a period of poor quality control and competition from Japanese manufacturers.

The company sells heavyweight (over 750 cc) motorcycles designed for cruising on highways. Harley-Davidson motorcycles (popularly known as "Harleys") have a distinctive design and exhaust note. They are especially noted for the tradition of heavy customization that gave rise to the chopper style of motorcycle. Except for the modern VRSC model family, current Harley-Davidson motorcycles reflect the styles of classic Harley designs. Harley-Davidson's attempts to establish itself in the light motorcycle market have met with limited success and have largely been abandoned since the 1978 sale of its Italian Aermacchi subsidiary.

Harley-Davidson sustains a loyal brand community which keeps active through clubs, events, and a museum. Licensing of the Harley-Davidson brand and logo accounted for $40 million (0.8%) of the company's net revenue in 2010.

History

BeginningIn 1901, William S. Harley, age 22, drew up plans for a small engine with a displacement of 7.07 cubic inches (116 cc) and four-inch (102 mm) flywheels. The engine was designed for use in a regular pedal-bicycle frame. Over the next two years, Harley and his childhood friend Arthur Davidson labored on their motor-bicycle using the northside Milwaukee machine shop at the home of their friend, Henry Melk. It was finished in 1903 with the help of Arthur's brother, Walter Davidson. Upon completion, the boys found their power-cycle unable to conquer Milwaukee's modest hills without pedal assistance. Will Harley and the Davidsons quickly wrote off their first motor-bicycle as a valuable learning experiment.

Work immediately began on a new and improved second-generation machine. This first "real" Harley-Davidson motorcycle had a bigger engine of 24.74 cubic inches (405 cc) with 9.75 inches (25 cm) flywheels weighing 28 lb (13 kg). The machine's advanced loop-frame pattern was similar to the 1903 Milwaukee Merkel motorcycle (designed by Joseph Merkel, later of Flying Merkel fame). The bigger engine and loop-frame design took it out of the motorized-bicycle category and would help define what a modern motorcycle should contain in the years to come. The boys also received help with their bigger engine from outboard motor pioneer Ole Evinrude, who was then building gas engines of his own design for automotive use on Milwaukee's Lake Street.

Prototype

The prototype of the new loop-frame Harley-Davidson was assembled in a 10 × 15 ft (3.0 × 4.6 m) shed in the Davidson family backyard. Most of the major parts, however, were made elsewhere, including some probably fabricated at the West Milwaukee rail shops where oldest brother William A. Davidson was then tool room foreman. This prototype machine was functional by September 8, 1904, when it competed in a Milwaukee motorcycle race held at State Fair Park. It was ridden by Edward Hildebrand and placed fourth. This is the first documented appearance of a Harley-Davidson motorcycle in the historical record.

In January 1905, small advertisements were placed in the "Automobile and Cycle Trade Journal" that offered bare Harley-Davidson engines to the do-it-yourself trade. By April, complete motorcycles were in production on a very limited basis. That year, the first Harley-Davidson dealer, Carl H. Lang of Chicago, sold three bikes from the dozen or so built in the Davidson backyard shed. (Some years later the original shed was taken to the Juneau Avenue factory where it would stand for many decades as a tribute to the Motor Company's humble origins. Unfortunately, the first shed was accidentally destroyed by contractors in the early 1970s during a clean-up of the factory yard.)

In 1906, Harley and the Davidson brothers built their first factory on Chestnut Street (later Juneau Avenue). This location remains Harley-Davidson's corporate headquarters today. The first Juneau Avenue plant was a 40 × 60 ft (12 × 18 m) single-story wooden structure. The company produced about 50 motorcycles that year.

1907 model.

Harley-Davidson 1,000 cc HT 1916In 1907, William S. Harley graduated from the University of Wisconsin–Madison with a degree in mechanical engineering. That year additional factory expansion came with a second floor and later with facings and additions of Milwaukee pale yellow ("cream") brick. With the new facilities production increased to 150 motorcycles in 1907. The company was officially incorporated that September. They also began selling their motorcycles to police departments around this time, a market that has been important to them ever since.

Production in 1905 and 1906 were all single-cylinder models with 26.84 cubic inches (440 cc) engines. In February 1907 a prototype model with a 45-degree V-Twin engine was displayed at the Chicago Automobile Show. Although shown and advertised, very few V-Twin models were built between 1907 and 1910. These first V-Twins displaced 53.68 cubic inches (880 cc) and produced about 7 horsepower (5.2 kW). This gave about double the power of the first singles. Top speed was about 60 mph (100 km/h). Production jumped from 450 motorcycles in 1908 to 1,149 machines in 1909.

Harley-Davidson works in 1911By 1911, some 150 makes of motorcycles had already been built in the United States – although just a handful would survive the 1910s.

In 1911, an improved V-Twin model was introduced. The new engine had mechanically operated intake valves, as opposed to the "automatic" intake valves used on earlier V-Twins that opened by engine vacuum. With a displacement of 49.48 cubic inches (811 cc), the 1911 V-Twin was smaller than earlier twins, but gave better performance. After 1913 the majority of bikes produced by Harley-Davidson would be V-Twin models.

By 1913, the yellow brick factory had been demolished and on the site a new 5-story structure of reinforced concrete and red brick had been built. Begun in 1910, the red brick factory with its many additions would take up two blocks along Juneau Avenue and around the corner on 38th Street. Despite the competition, Harley-Davidson was already pulling ahead of Indian and would dominate motorcycle racing after 1914. Production that year swelled to 16,284 machines.

World War IIn 1917, the United States entered World War I and the military demanded motorcycles for the war effort. Harleys had already been used by the military in the Pancho Villa Expedition but World War I was the first time the motorcycle had been adopted for combat service.[citation needed] Harley-Davidson provided about 15,000 machines to the military forces during World War I.

1920s

Harley-Davidson 1000 cc HT 1923By 1920, Harley-Davidson was the largest motorcycle manufacturer in the world. Their motorcycles were sold by dealers in 67 countries. Production was 28,189 machines.

In 1921, a Harley-Davidson, ridden by Otto Walker, was the first motorcycle ever to win a race at an average speed of over 100 mph (160 km/h).

During the 1920s, several improvements were put in place, such as a new 74 cubic inch (1,200 cc) V-Twin, introduced in 1922, and the "Teardrop" gas tank in 1925. A front brake was added in 1928 although notably only on the J/JD models.

In the late summer of 1929, Harley-Davidson introduced its 45 cubic inches (737 cc) flathead V-Twin to compete with the Indian 101 Scout and the Excelsior Super X.[19] This was the "D" model, produced from 1929 to 1931.[20] Riders of Indian motorcycles derisively referred to this model as the "three cylinder Harley" because the generator was upright and parallel to the front cylinder. The 2.745 in (69.7 mm) bore and 3.8125 in (96.8 mm) stroke would continue in most versions of the 750 engine; exceptions include the XA and the XR-750.

FBI Stolen motorcycles

steelhorseshades.com/FBI_Stolen_MC_database.html

Motorcycles VIN Decoder

steelhorseshades.com/VIN_Decoder.html

United States Marine Corp Eagle, Globe, and Anchor

The Eagle, Globe, and Anchor is the official emblem and insignia of the United States Marine Corps. The current emblem traces its roots in the designs and ornaments of the early Continental Marines as well as the British Royal Marines. The present emblem, adopted in 1966, differs from the emblem of 1868 only by a change in the eagle. Before that time many devices, ornaments, and distinguishing marks followed one another as official badges of the Corps.

History

Early insignia, seen today on modern uniform buttons

American Civil War era insignia In 1776, the device consisted of a fouled anchor (tangled in its rope) of silver or pewter. Changes were made in 1798, 1821, and 1824. In 1834, it was prescribed that a brass eagle be worn on the hat, the eagle to measure 3.5 inches (89 mm) from wingtip to wingtip. An eagle clutching a fouled anchor with thirteen six-pointed stars above was used on uniform buttons starting in 1804. This same insignia is used today on the buttons of Marine dress and service uniforms, with the six-pointed stars changed to five-pointed stars.

During the early years numerous distinguishing marks were prescribed, including "black cockades", "scarlet plumes", and "yellow bands and tassels". In 1859, the first version of the present color scheme for the officer's dress uniform insignia appeared on an elaborate device of solid white metal and yellow metal. The design included a United States shield, half wreath, a bugle, and the letter "M."

In 1868, the Commandant, Brigadier General Jacob Zeilin, appointed a board "to decide and report upon the various devices of cap ornaments of the Marine Corps." On November 13, 1868, the board recommended the modern insignia. It was approved by the Commandant four days later, and by the Secretary of the Navy on November 19, 1868.

Design and symbolism

Eagle, Globe, and Anchor for the dress uniform: officer (left) & enlisted (right)

The emblem recommended by the 1868 board consisted of a globe (showing the continents of the Western Hemisphere) intersected by a fouled anchor, and surmounted by a spread eagle. On the emblem itself, there is a ribbon, clasped in the eagle's beak, bearing the Latin motto "Semper Fidelis" (Always Faithful). The uniform ornaments omit the motto ribbon.

The general design of the emblem was probably derived from the Royal Marines' "Globe and Laurel." The globe on the U.S. Marine emblem signifies continuing historical service in any part of the world. The eagle represents the United States. The anchor, which dates back to the founding of the Corps in 1775, acknowledges the naval tradition of the Marines and their continual service under the command of the Department of the Navy.

There are some differences between the uniform ornaments for enlisted Marines and officers. The enlisted Marines ornament is a single piece of gold-colored metal. The Officers ornament is slightly larger, and is of silver with gold additions: The Globe and Eagle are silver; the continents on the globe are gold; the anchor is gold; the rope fouling the anchor is silver. Also, the anchor is of slightly different design, the rope is of a different type and is coiled differently, and the eagle's stance is different. Finally, the island of Cuba is represented in the stylized map of the Americas on the enlisted ornament Globe, but not on the Officers ornament. This has no political significance: on the Officers ornament, the continents are represented by gold metal appliqué, and Cuba would be a very small separate bit of metal that could easily fall off.

The globe signifies USMC service around the world. The Eagle represents America and the Anchor represents the naval traditions of the Corps, which date back to its founding in 1775 and its continued service under the Department of the Navy. It is also said that the emblem represents the three areas the Marines serve “On Land, In Air and Sea”.

Current emblem and seal

United States Marine Corps seal In 1954, the Commandant, General Lemuel C. Shepherd, Jr., requested the design of an official seal for the Corps.

The new seal included the traditional Eagle, Globe, and Anchor emblem in gold, with the Globe and anchor rope in silver. The eagle is depicted with wings displayed, standing upon the western hemisphere of the terrestrial globe, and holding in his beak a white ribbon bearing the Marine Corps motto "Semper Fidelis" (Always Faithful) with the hemisphere superimposed on a fouled anchor. An American Bald Eagle replaced the crested eagle depicted on the 1868 emblem.

The emblem is displayed on a scarlet background encircled with a Navy blue band bearing the phrases "Department of the Navy" above and "United States Marine Corps" below in white letters, the whole edged in a gold rope rim.

President Eisenhower approved the design on June 22, 1954. The emblem as shown on the seal was adopted in 1955 as the official Marine Corps emblem.

Using one image as a displacement map for another one.

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Husna and her family have been in Ongonyo camp since the floods struck her home in Kenya’s Tana river County in April. Her baby, Esha, whom she delivered in a nearby hospital is doing well but her 3-year-old son Abubakar is not feeling well. She came at the mobile clinic, run by Kenya Red Cross with EU humanitarian support. “We came from far away on a motorcycle. Life is difficult. Everything, things such as milk, cost money. We did receive plastic sheets, cooking pots and some food. We will stay here because there is still flood water in our village. There is no house, nowhere to go back to and nothing to do.” Husna and her husband were growing crops but everything has been destroyed. Husna’s son was given antibiotics by the clinical officer.

©2018 European Union (photographer: Anouk Delafortrie)

Some background:

The Bentley 4½ Litre was a British car based on a rolling chassis built by Bentley Motors. Walter Owen Bentley replaced the Bentley 3 Litre with a more powerful car by increasing its engine displacement to 4.4 L (270 cu in).

Bentley buyers used their cars for personal transport and arranged for their new chassis to be fitted with various body styles, mostly saloons or tourers. However, the publicity brought by their competition programme was invaluable for marketing Bentley's cars.

The Bentley's tanks - radiator, oil and petrol - had quick release filler caps that opened with one stroke of a lever. This saved time during pit stops. The 4½ was equipped with a canvas top stretched over a lightweight Weymann body. The hood structure was very light but with high wind resistance (24 Hours Le Mans rules between 1924 and 1928 dictated a certain number of laps for which the hood had to be closed). The steering wheel measured about 45 cm (18 in) in diameter and was wrapped with solid braided rope for improved grip. Brakes were conventional, consisting of 17-inch (430 mm) drum brakes finned for improved cooling and operated by rod. Semi-elliptic leaf springs were used at front and rear.

Building the kit and its display box:

I normally do not build large scale kits, except for some anime character figures, and I especially stay away from car models because I find it very hard to come close to the impression of the real thing. But this one was a personal thing, and I got motivated enough to tackle this challenge that caused some sweat and shivers. Another reason for the tension was the fact that it was intended as a present - and I normally do not build models for others, be it as a gift or on a contract work basis.

The background is that a colleage of mine will retire soon, an illustrator and a big oldtimer enthusiast at the same time. I was not able to hunt down a model of the vintage car he actually owns, but I remembered that he frequently takes part with his club at a local car exhibition, called the "Classic Days" at a location called Schloss Dyck. There he had had the opportunity some time ago to take a ride in a Bentley 4.5 litre "Blower", and I saw the fascinationn in his eyes when he recounted the events. We also talked about car models, and I mentioned the 1:24 Heller kit of the car. So, as a "farewell" gift, I decided to tackle this souvenir project, since the Bentley drive obviously meant a lot to him, and it's a quite personal gift, for a highly respected, artistic person.

Since this was to be a gift for a non-modeler, I also had to make sure that the car model could later be safely stored, transported and displayed, so some kind of base or display bon on top was a must - and I think I found a nice solution, even with integrated lighting!

As already mentioned, the model is the 1:24 Heller kit from 1978, in this case the more recent Revell re-boxing. While the kit remained unchanged (even the Heller brand is still part of the molds!), the benefit of this version is a very nice and thin decal sheet which covers some of the more delicate detail areas like gauges on the dashboard or the protective wire mesh for the headlights.

I had huge respect for the kit - I have actually built less than 10 car models in my 40+ years of kit building. So the work started with detail picture research, esp. of the engine and from the cockpit, and I organized appropriate paints (see below).

Work started slowly with the wheels, then the engine followed, the steerable front suspension, the chassis, the cabin section and finally the engine cowling and the mudguards with the finished wheels. Since I lack experience with cars I stuck close to the instructions and really took my time, because the whole thing went together only step by step, with painting and esp. drying intermissions. Much less quickly than my normal tempo with more familiar topics.

The kit remained basically OOB, and I must say that I am impressed how well it went together. The car kits I remember were less cooperative - but the Heller Bentley was actually a pleasant, yet challenging, build. Some issues I had were the chrome parts, which had to be attached with superglue, and their attachment points to the sprues (the same green plastic is used for the chrome parts, too - a different materiallike silver or light grey would have made life easier!) could only hardly be hidden with paint.

The plastic itself turned out to be relatively soft, too - while it made cleaning easy, this caused in the end some directional issues which had to be "professionally hidden": Once the cabin had been mounted to the frame and work on the cowling started, I recognized that the frame in front of the cabin was not straight anymore - I guess due to the engine block which sits deep between the front beams. While this was not really recognizable, the engine covers would not fit anymore, leaving small but unpleasant gaps.

The engine is OOB not über-detailed, and I actually only wanted to open the left half of the cocling for the diorama. However, with this flaw I eventually decided to open both sides, what resulted in having the cowling covers sawn into two parts each and arranging them in open positions. Quite fiddly, and I also replaced the OOB leather straps that normally hold the cowling covers closed with textured adhesive tape, for a more voluminous look. The engine also received some additional cables and hoses - nothing fancy, though, but better than the quite bleak OOB offering.

Some minor details were added in the cabin: a floor mat (made from paper, it looks like being made from cocos fibre) covers the area in front of the seats and the steering wheel was wrapped with cord - a detail that many Bentleys with race history shared, for a better grip for the driver.

Overall, the car model was painted with pure Humbrol 239 (British Racing Green) enamel paint, except for the passenger section. Here I found Revell's instructions to be a bit contradictive, because I do not believe in a fully painted car, esp. on this specific Le Mans race car. I even found a picture of the real car as an exhibition piece, and it rather shows a faux leather or vinyl cladding of the passenger compartment - in a similar dark green tone, but rather matt, with only a little shine, and with a lighter color due to the rougher surface. So I rather tried to emulate this look, which would also make the model IMHO look more interesting.

As a fopundation I used a mix of Humbrol 239 and 75 (Bronze Green), on top of which I later dry-brushed Revell 363 (Dark Green). The effect and the gloss level looked better than expected - I feared a rather worn/used look - and I eventually did not apply and clear varnish to this area. In fact, no varnish was applied to the whole model because the finish looked quite convincing!

The frame and the engine were slightly weathered with a black ink wash, and once the model was assembled I added some oil stains to the engine and the lower hull, and applied dust and dirt through mineral artist pigments to the wheels with their soft vinyl tires and the whole lower car body. I wanted the car to look basically clean and in good shape, just like a museum piece, but having been driven enthusiastically along some dusty country roads (see below). And this worked out quite well!

Since I wanted a safe store for the model I tried to find a suitable display box and found an almost perfect solution in SYNAS from Ikea. The sturdy SYNAS box (it's actually sold as a toy/Children's lamp!?) had very good dimensions for what I had in mind. Unfortunately it is only available in white, but for its price I would not argue. As a bonus it even comes with integrated LED lighting in the floor, as a rim of lights along the side walls. I tried to exploit this through a display base that would leave a 1cm gap all around, so that light could be reflected upwards and from the clear side walls and the lid onto the model.

The base was created with old school methods: a piece of MDF wood, on top of which I added a piece of cobblestone street and grass embankment, trying to capture the rural atmosphere around Schloss Dyck. Due to the large scale of the model I sculpted a light side slope under the pavement (a Tamiya print with a light 3D effect), created with plaster and fine carpenter putty. The embankment was sculpted with plaster, too.

The cobblestone cardboard was simply glued to the surface, trimmed down, and then a fairing of the base's sides was added, thin balsa wood.

Next came the grass - again classic methods. First, the surface was soaked with a mix of water, white glue and brown dispersion paint, and fine sand rinsed over the surfaces. Once dry, another mix of water, white glue and more paint was applied, into which foamed plastic turf of different colors and sizes was dusted. After anothetr drying period this area was sprayed with contact glue and grass fibres were applied - unfortunately a little more than expected. However, the result still looks good.

At the border to the street, the area was covered with mineral pigments, simulating mud and dust, and on the right side I tried to add a puddle, made from Humbrol Clearfix and glue. For some more ambiance I scratched a typical German "local sight" roadsign from cardboard and wood, and I also added a pair of "Classic Days" posters to the mast. Once in place I finally added some higher grass bushels (brush fibres) and sticks (dried moss), sealing everything in place with acralic varnish from the rattle can.

In order to motivate the Bentley's open cowling, I tried to set an engine failure into scene: with the car abandoned during the Classic Days' demo races along the local country roads, parked at the side of the street, and with a puddle of engine below and a small trail of oil behind the car (created with Tamiya "Smoke", perfect stuff for this task!). A hay bale, actually accessory stuff for toy tractors and in fact a square piece of wood, covered with straw chips, subtly hint at this occasion.

Finally, for safe transport, the model was attached to the base with thin wire, the base glued to the light box' floor with double-sided adhesive tape and finally enclosed.

Quite a lot of work, the car model alone took four patient weeks to fully materialize, and the base in the SYNAS box took another two weeks, even though work proceeded partly in parallel. However, I am positively surprised how well this build turned out - the Heller kit was better/easier to assemble than expected, and many problems along the way could be solved with patience and creative solutions.

Nov. 12, 2022

Philadelphia

Development in Philly is out of control, worsening conditions for working class people & the environment. Hundreds of community activists took to the streets to set the tone for Philly's 2023 election: anyone running for mayor or city council better have policy solutions for ensuring long-term, working class residents have a place in this city and that Philly is truly tackling and prepared for the climate crisis.

The march was organized by community groups fighting for land justice across our city, including Philly Thrive, Sunrise Movement, VietLead, Save UCTownhomes, Save the Meadows, Cobbs Creek EJ, and more!

By Federico Alvarado & Manuel Sanchez on 24th Street, Mission District, San Francisco, California

According to a recent report by Handicap International (HI), the use of explosive weapons has dramatically affected the lives of more than 5.1 million Syrians. Many of them are displaced inside Syria, where 57% of public hospitals are only partially functioning or completely out of service. The war wounded and disabled especially struggle to find the needed long-term therapeutic services.

Many victims who managed to cross the border looking for safety in neighbouring countries are being provided with the treatment for their war injuries and disabilities through partners, like Handicap International.

Location : Beddawi camp, Lebanon

Photo credit: HI/Frederik Buyckx Dec 2014

This picture is taken against the sun.

I arrived 2 days after typhoon strike!!

An old man who is too fragile to flee his village although he fears further attacks. August 2007 (c) UNHCR / Nicolas Rost

Designer: Dickies

Builder: Dickies of Tarbert, Scotland

Year: 1936

Location Devon

Length on deck: 44'

Beam: 11'4

Draft: 6'

Tonnage(TM): 17.8 Displacement

£110,000

Full Specification

An exceptional and rare boat which combines all the features regarded as classic and representative of the great period of wooden yacht construction and presented in very fine condition.

Length on deck: 44’

Beam: 11’4”

Draft: 6’

Tonnage: 17.8 tons displacement.

Designed and built by Dickies of Tarbert on the west coast of Scotland. Of the three Dickie brothers one took over the old family firm in Tarbert, another moved south across the water to Bangor in N Wales and a third brother was apprenticed to the great William Fife in his drawing office. At the time, Dickies was held in the same high regard as Alfred Mylne and the now great William Fife’s yard.

The design is a proper long keeled, sea-worthy hull inspired by the Scottish fishing boat type with a full canoe stern, sharp almost vertical stem, good free-board and full mid-ships sections.

The mid-ships wheel-house is a wonderful construction built in to the step in the deck, multi-faceted forward, cabin entrance each side and a shallow coach-roof running aft to a lovely deep well-sheltered little cock-pit.

All deck fittings are in bronze and original but she has also been intelligently modernised with modern nav lights and equipment to bring her up to expected modern standards.

Built in the Tarbert yard in 1936, the yard must have been delighted to land this high spec order and she was undoubtedly a very expensive yacht indeed.

Tunnag has passed through our hands several times in the last 35 years so we are quite familiar with her. For the last few years she has been in local ownership here in Dartmouth, the owner first apprenticed to Moodys as a boat builder and later building high tech one-off race yachts in his own yard so well qualified to bring a quality boat up to top condition. They are justifiably proud of the yacht but as time goes on they are finding that a smaller yacht with more sail would suit them better now.

Construction.

The construction is robust, almost fishing boat strength planked in proper old 1 ¼” Burma teak, and finished varnished in the topsides from new, anti-fouled below the w/l. Even much of the inside of the hull is varnished!

The frames are grown oak all through at approx 3’ centres, doubled in futtocks, side pinned with single steam bent oak intermediates.

The long oak keel carries an external iron ballast keel over most of the length and especially reaching right forward to the rise of the stem so that any contact with a hard surface would be taken on the iron, not the wood – a thoughtful touch.

In present ownership the keel bolts have been inspected.

Sea-cocks removed, stripped and any dubious replaced.

The strap floors are in massive angle shape wrought iron which does not rust like mild steel even if it is galvanised, side bolted to the frames which avoids the problem of corrosion of bolts through the planking.

In present ownership most of the floors have been removed from the boat, epoxy tarred and replaced on a bedding compound with new bronze bolts through the frames – an exceptional and essential job with most boats of this vintage.

The topsides are raised forward from the mid-ships step in the deck to give increased head-room in the forward accommodation and fitted with 3 large bronze port holes each side.

Interestingly, there is a small port hole each side mid-ships in the topsides to give some light and air to the engine room.

The wheel-house and after coaming are all teak with bronze port holes.

The coach-roof deck is sheathed probably originally with canvas and painted with cream non-slip deck paint between varnished teak margins. The after cabin entrance from the cock-pit has a sliding hatch and twin full length doors to the cock-pit.

Fastenings:

The planking is fastened to the main frames with bronze dumps and to the steamed intermediates with copper nails. Close study shows the Scottish way of clenching the nails rather than riveting over roves.

Deck.

The deck is yacht laid in solid teak which means the planking is swept round the shape of the hull and joggled into a king plank forward and aft.

Traditionally caulked and payed, the deck was originally secret fastened and has been largely refastened with screws from above, dowled over.

The rudder stock head projects through the aft deck with a removable bronze cap to take an emergency tiller.

Steering is by traditional spoked teak wheel and cables to a quadrant on the stock under the aft deck.

In present ownership new cables and tubes fitted.

Cast bronze stanchion posts all round carry 2 stainless steel guard wires. A modern stainless steel pulpit and push-pit have been added for safety. The step in the deck edge in way of the gate either side has a cast bronze cap with the yacht’s name – a lovely touch.

Hefty mooring cleats fitted either side forward and aft and a cruciform cleat mid-ships by the step in the deck, essential to take a mid-ships spring when berthing and so often missing on yachts.

To back up the cleats she has a massive oak Sampson post on the fore deck and the aft deck and even each side at the break in the deck.

A very substantial bronze fabrication over the stem spreads the loads of the chain over the twin chain rollers.

A modern electric windlass may look slightly out of place but like other details on this yacht makes her far more practical for regular use. A CQR anchor when hauled in stows neatly on the chain roller removing the necessity to lift a heavy anchor over the pulpit.

Small thoughtful details like the twin bronze fairleads on the capping both sides saves damage to the capping by mooring lines.

In present ownership the deck seams have been raked out, the seams repayed with butyl rubber compound and the decks coated with Semco, a wood protector and water-proofing product which has the advantage of sealing the seams against any possible leaks.

Rig.

A bermudian ketch rig on varnished spruce masts and spars gives a useful sail area of around 200 square feet with the headsail on a roller furler, a 2-reef mainsail and a small mizzen.

Stainless steel standing rigging to internal bronze chain plates.

In present ownership the masts have been stripped and revarnished, the standing and running rigging have all been replaced and new blocks fitted.

Sails.

A very good, clean suit of cream sails in polyester comprising:

Mainsail – not new but in very good condition

Mizzen – not new but in very usable condition

Genoa on roller furling gear – as new condition

Jib – in excellent condition

New small, loose-footed, boomless mizzen serves to weather-cock the boat at anchor – Dart Sails, 2014

Sail covers to main and mizzen.

New runing rig.

Engine.

Gardner 3LW 47hp 3-cylinder diesel engine installed new in 1965.

Gardner U2 2:1 gearbox with usual Gardner wheel control at the helm and separate throttle lever.

Conventional centre-line shaft carried in a plummer block with conventional inboard stuffing box and a new outer shaft bearing in 2002.

New double greasers to plummer blocks

3-blade prop.

This Gardner is a superb machine, slow revving, quiet, smooth and very reassuring with the reputation for a very long life and almost infinitely rebuildable – a proper marine diesel engine.

Max speed 8.5knts

Fuel consumption approx 5 litres per hour at her most economic cruising speed of 7 knts.

In present ownership the engine has had a thorough service – seals and impellors renewed etc.

The owner before last who bought the yacht through Wooden Ships, a skilled engineer, did a major rebuild on this engine and like all Gardners it has given total and reliable service.

Tanks

Diesel: 110 gallons in 2 stainless steel tanks, one each side of the engine room.

New twin Racor filters fitted with change-over valve. All pipe-work renewed.

Engine room in pristine condition with steel chequer plate floors, all exceptionally clean with very good access all round.

Water: 200 gallons fresh water in 2 tanks.

New pressurised water system with new calorifier tank in the engine room heated by the engine cooling water and with 240v immersion heater.

In present ownership the plumbing and hot water system have all been replaced.

New water filtration pump and tap at the galley sink.

Electrics

The yacht operates on a 24v circuit with 12v supply to certain instruments.

240v supply from shore power or generator.

Generator. Hyundi 3.6kw remote start diesel generator mounted in a varnished teak box on deck behind the wheel-house to give as silent and odour-free operation as possible.

The generator is coupled to a Victron 3KW inverter mounted in a stainless tray in the engine room with 4 x 110amp/hr batteries.

55amp engine belt driven alternator fitted new in 2013 charges the batteries

4 x 12v domestic batteries

4 x 12v engine start batteries

2 x 12v windlass batteries

Sterling battery management system

240v ring main with shore power connection

In present ownership the yacht has been largely rewired and new electrical panel fitted.

Accommodation.

The interior of this yacht is exceptional, all very original and panelled in polished teak. The teak in the bulkhead panels and the door panels is carefully chosen to give matching grain pattern in every one as was the way with all the best classic yachts.

The interior of the yacht is divided into 4 areas – a fore peak cabin with full length single berth to stbd and up and down smaller berths to port.

Bulkhead to chain locker forward. Fore peak entrance hatch over.

All panelled in varnished teak with white painted deck-head.

Bulkhead door to the next aft compartment with galley surface to starboard and gimballed Taylors 041 2-burner, grill and oven gas cooker in a lined recess to port.

The galley has been recently refitted and is a clean modern area with an L-shaped white formica surface with a twin sink, hot/cold tap, salt water tap and chromed Patay manual fresh water pump. Sink drains overboard.

Cup racks above. Cave locker in the work surface.

12v/240v Waeco fridge under the work surface

In present ownership the galley has been rebuilt, new fridge and cooker fitted.

Aft again into the magnificent saloon cabin, all varnished teak joinery with shelves and glass fronted lockers each side.

Port side dinette with buttoned light brown leather upholstery and varnished table, drops down to make a double berth.

Settee berth to stbd with fabric covered cushions. Back rest lifts and suspends as a Pullman berth.

6’ head-room. White painted deck-head. Varnished teak sole boards. Classic gimballed chrome lights on the bulkheads. Lots of stowage under the settees.

Main mast against the forward bulkhead.

Centre-line steps up to the wheel-house with the engine room below. All varnished teak wheel-house. Step up to exit door either side. Traditional spoked teak wheel. All nav instruments well displayed and visible. Seating aft.

Aft port corner of wheel-house, winding stair down to the saloon cabin.

Electrical switch-board hidden behind a small door as you go down the steps, easily reached from the wheel-house.

Lobby at the bottom of the companionway.

Heads compartment to stbd with Jabsco sea toilet, shower with teak grating in the tray, lockers under the side deck.

In present ownership the heads has been refitted and a new sea-toilet installed.

Door to engine room on the centre-line between heads and companionway.

Bulkhead door to the aft cabin. Single berth to port, tight double berth to stbd.

Centre-line companionway up to the aft cock-pit.

Webasto hot air diesel fired central heating sited in the engine room, new 2013

Inventory.

Navigation. Ground tackle.

Constellation binnacle compass at the helm Muir 24v windlass

Navman chart plotter. New Lewmar Delta anchor

New Lowrance Elite 5 sounder Min 80 meters chain.

Fixed Sailor VHF radio. Long anchor warp.

Sailor radio receiver

Neco auto-pilot on the wheel. Warps and fenders.

This is one of those boats you cannot just walk past, a boat which attracts attention wherever she goes, a classic in every sense of that over-used word yet still a very practical and usable boat.

After the work done in present ownership the next owner will take over a wonderful yacht and the continuing pleasure in the conservation of our maritime heritage.

wwww.nonstandardstudio.wordpress.com

Designer: Dickies

Builder: Dickies of Tarbert, Scotland

Year: 1936

Location Devon

Length on deck: 44'

Beam: 11'4

Draft: 6'

Tonnage(TM): 17.8 Displacement

£110,000

Full Specification

An exceptional and rare boat which combines all the features regarded as classic and representative of the great period of wooden yacht construction and presented in very fine condition.

Length on deck: 44’

Beam: 11’4”

Draft: 6’

Tonnage: 17.8 tons displacement.

Designed and built by Dickies of Tarbert on the west coast of Scotland. Of the three Dickie brothers one took over the old family firm in Tarbert, another moved south across the water to Bangor in N Wales and a third brother was apprenticed to the great William Fife in his drawing office. At the time, Dickies was held in the same high regard as Alfred Mylne and the now great William Fife’s yard.

The design is a proper long keeled, sea-worthy hull inspired by the Scottish fishing boat type with a full canoe stern, sharp almost vertical stem, good free-board and full mid-ships sections.

The mid-ships wheel-house is a wonderful construction built in to the step in the deck, multi-faceted forward, cabin entrance each side and a shallow coach-roof running aft to a lovely deep well-sheltered little cock-pit.

All deck fittings are in bronze and original but she has also been intelligently modernised with modern nav lights and equipment to bring her up to expected modern standards.

Built in the Tarbert yard in 1936, the yard must have been delighted to land this high spec order and she was undoubtedly a very expensive yacht indeed.

Tunnag has passed through our hands several times in the last 35 years so we are quite familiar with her. For the last few years she has been in local ownership here in Dartmouth, the owner first apprenticed to Moodys as a boat builder and later building high tech one-off race yachts in his own yard so well qualified to bring a quality boat up to top condition. They are justifiably proud of the yacht but as time goes on they are finding that a smaller yacht with more sail would suit them better now.

Construction.

The construction is robust, almost fishing boat strength planked in proper old 1 ¼” Burma teak, and finished varnished in the topsides from new, anti-fouled below the w/l. Even much of the inside of the hull is varnished!

The frames are grown oak all through at approx 3’ centres, doubled in futtocks, side pinned with single steam bent oak intermediates.

The long oak keel carries an external iron ballast keel over most of the length and especially reaching right forward to the rise of the stem so that any contact with a hard surface would be taken on the iron, not the wood – a thoughtful touch.

In present ownership the keel bolts have been inspected.

Sea-cocks removed, stripped and any dubious replaced.

The strap floors are in massive angle shape wrought iron which does not rust like mild steel even if it is galvanised, side bolted to the frames which avoids the problem of corrosion of bolts through the planking.

In present ownership most of the floors have been removed from the boat, epoxy tarred and replaced on a bedding compound with new bronze bolts through the frames – an exceptional and essential job with most boats of this vintage.

The topsides are raised forward from the mid-ships step in the deck to give increased head-room in the forward accommodation and fitted with 3 large bronze port holes each side.

Interestingly, there is a small port hole each side mid-ships in the topsides to give some light and air to the engine room.

The wheel-house and after coaming are all teak with bronze port holes.

The coach-roof deck is sheathed probably originally with canvas and painted with cream non-slip deck paint between varnished teak margins. The after cabin entrance from the cock-pit has a sliding hatch and twin full length doors to the cock-pit.

Fastenings:

The planking is fastened to the main frames with bronze dumps and to the steamed intermediates with copper nails. Close study shows the Scottish way of clenching the nails rather than riveting over roves.

Deck.

The deck is yacht laid in solid teak which means the planking is swept round the shape of the hull and joggled into a king plank forward and aft.

Traditionally caulked and payed, the deck was originally secret fastened and has been largely refastened with screws from above, dowled over.

The rudder stock head projects through the aft deck with a removable bronze cap to take an emergency tiller.

Steering is by traditional spoked teak wheel and cables to a quadrant on the stock under the aft deck.

In present ownership new cables and tubes fitted.

Cast bronze stanchion posts all round carry 2 stainless steel guard wires. A modern stainless steel pulpit and push-pit have been added for safety. The step in the deck edge in way of the gate either side has a cast bronze cap with the yacht’s name – a lovely touch.

Hefty mooring cleats fitted either side forward and aft and a cruciform cleat mid-ships by the step in the deck, essential to take a mid-ships spring when berthing and so often missing on yachts.

To back up the cleats she has a massive oak Sampson post on the fore deck and the aft deck and even each side at the break in the deck.

A very substantial bronze fabrication over the stem spreads the loads of the chain over the twin chain rollers.

A modern electric windlass may look slightly out of place but like other details on this yacht makes her far more practical for regular use. A CQR anchor when hauled in stows neatly on the chain roller removing the necessity to lift a heavy anchor over the pulpit.

Small thoughtful details like the twin bronze fairleads on the capping both sides saves damage to the capping by mooring lines.

In present ownership the deck seams have been raked out, the seams repayed with butyl rubber compound and the decks coated with Semco, a wood protector and water-proofing product which has the advantage of sealing the seams against any possible leaks.

Rig.

A bermudian ketch rig on varnished spruce masts and spars gives a useful sail area of around 200 square feet with the headsail on a roller furler, a 2-reef mainsail and a small mizzen.

Stainless steel standing rigging to internal bronze chain plates.

In present ownership the masts have been stripped and revarnished, the standing and running rigging have all been replaced and new blocks fitted.

Sails.

A very good, clean suit of cream sails in polyester comprising:

Mainsail – not new but in very good condition

Mizzen – not new but in very usable condition

Genoa on roller furling gear – as new condition

Jib – in excellent condition

New small, loose-footed, boomless mizzen serves to weather-cock the boat at anchor – Dart Sails, 2014

Sail covers to main and mizzen.

New runing rig.

Engine.

Gardner 3LW 47hp 3-cylinder diesel engine installed new in 1965.

Gardner U2 2:1 gearbox with usual Gardner wheel control at the helm and separate throttle lever.

Conventional centre-line shaft carried in a plummer block with conventional inboard stuffing box and a new outer shaft bearing in 2002.

New double greasers to plummer blocks

3-blade prop.

This Gardner is a superb machine, slow revving, quiet, smooth and very reassuring with the reputation for a very long life and almost infinitely rebuildable – a proper marine diesel engine.

Max speed 8.5knts

Fuel consumption approx 5 litres per hour at her most economic cruising speed of 7 knts.

In present ownership the engine has had a thorough service – seals and impellors renewed etc.

The owner before last who bought the yacht through Wooden Ships, a skilled engineer, did a major rebuild on this engine and like all Gardners it has given total and reliable service.

Tanks

Diesel: 110 gallons in 2 stainless steel tanks, one each side of the engine room.

New twin Racor filters fitted with change-over valve. All pipe-work renewed.

Engine room in pristine condition with steel chequer plate floors, all exceptionally clean with very good access all round.

Water: 200 gallons fresh water in 2 tanks.

New pressurised water system with new calorifier tank in the engine room heated by the engine cooling water and with 240v immersion heater.

In present ownership the plumbing and hot water system have all been replaced.

New water filtration pump and tap at the galley sink.

Electrics

The yacht operates on a 24v circuit with 12v supply to certain instruments.

240v supply from shore power or generator.

Generator. Hyundi 3.6kw remote start diesel generator mounted in a varnished teak box on deck behind the wheel-house to give as silent and odour-free operation as possible.

The generator is coupled to a Victron 3KW inverter mounted in a stainless tray in the engine room with 4 x 110amp/hr batteries.

55amp engine belt driven alternator fitted new in 2013 charges the batteries

4 x 12v domestic batteries

4 x 12v engine start batteries

2 x 12v windlass batteries

Sterling battery management system

240v ring main with shore power connection

In present ownership the yacht has been largely rewired and new electrical panel fitted.

Accommodation.

The interior of this yacht is exceptional, all very original and panelled in polished teak. The teak in the bulkhead panels and the door panels is carefully chosen to give matching grain pattern in every one as was the way with all the best classic yachts.

The interior of the yacht is divided into 4 areas – a fore peak cabin with full length single berth to stbd and up and down smaller berths to port.

Bulkhead to chain locker forward. Fore peak entrance hatch over.

All panelled in varnished teak with white painted deck-head.

Bulkhead door to the next aft compartment with galley surface to starboard and gimballed Taylors 041 2-burner, grill and oven gas cooker in a lined recess to port.

The galley has been recently refitted and is a clean modern area with an L-shaped white formica surface with a twin sink, hot/cold tap, salt water tap and chromed Patay manual fresh water pump. Sink drains overboard.

Cup racks above. Cave locker in the work surface.

12v/240v Waeco fridge under the work surface

In present ownership the galley has been rebuilt, new fridge and cooker fitted.

Aft again into the magnificent saloon cabin, all varnished teak joinery with shelves and glass fronted lockers each side.

Port side dinette with buttoned light brown leather upholstery and varnished table, drops down to make a double berth.

Settee berth to stbd with fabric covered cushions. Back rest lifts and suspends as a Pullman berth.

6’ head-room. White painted deck-head. Varnished teak sole boards. Classic gimballed chrome lights on the bulkheads. Lots of stowage under the settees.

Main mast against the forward bulkhead.

Centre-line steps up to the wheel-house with the engine room below. All varnished teak wheel-house. Step up to exit door either side. Traditional spoked teak wheel. All nav instruments well displayed and visible. Seating aft.

Aft port corner of wheel-house, winding stair down to the saloon cabin.

Electrical switch-board hidden behind a small door as you go down the steps, easily reached from the wheel-house.

Lobby at the bottom of the companionway.

Heads compartment to stbd with Jabsco sea toilet, shower with teak grating in the tray, lockers under the side deck.

In present ownership the heads has been refitted and a new sea-toilet installed.

Door to engine room on the centre-line between heads and companionway.

Bulkhead door to the aft cabin. Single berth to port, tight double berth to stbd.

Centre-line companionway up to the aft cock-pit.

Webasto hot air diesel fired central heating sited in the engine room, new 2013

Inventory.

Navigation. Ground tackle.

Constellation binnacle compass at the helm Muir 24v windlass

Navman chart plotter. New Lewmar Delta anchor

New Lowrance Elite 5 sounder Min 80 meters chain.

Fixed Sailor VHF radio. Long anchor warp.

Sailor radio receiver

Neco auto-pilot on the wheel. Warps and fenders.

This is one of those boats you cannot just walk past, a boat which attracts attention wherever she goes, a classic in every sense of that over-used word yet still a very practical and usable boat.

After the work done in present ownership the next owner will take over a wonderful yacht and the continuing pleasure in the conservation of our maritime heritage.

The European Commission calls on all parties to the conflict in Syria to avoid purposefully and indiscriminately targeting civilians and civilian facilities.

12-year-old Mohamad’s left leg had to be amputated after he was injured in a bombing in Syria. Now living in Azraq camp in the north of Jordan, he has been fitted with a prosthesis by Handicap International and has regular sessions with a physiotherapist.

Photo credit: HI/Frederik Buyckx Dec 2014

What's the difference?

Distance is a scalar, a quantity which only has a magnitude (number). Displacement is a vector, a quantity which has magnitude and direction. The distance traveled (red dots) might have been 5 m, but my total displacement (black line, x, x₁-x₀), is only 2.5 m, south. That direction designation is key, because displacement is a vector.

*numbers just made up*

Designer: Dickies

Builder: Dickies of Tarbert, Scotland

Year: 1936

Location Devon

Length on deck: 44'

Beam: 11'4

Draft: 6'

Tonnage(TM): 17.8 Displacement

£110,000

Full Specification

An exceptional and rare boat which combines all the features regarded as classic and representative of the great period of wooden yacht construction and presented in very fine condition.

Length on deck: 44’

Beam: 11’4”

Draft: 6’

Tonnage: 17.8 tons displacement.

Designed and built by Dickies of Tarbert on the west coast of Scotland. Of the three Dickie brothers one took over the old family firm in Tarbert, another moved south across the water to Bangor in N Wales and a third brother was apprenticed to the great William Fife in his drawing office. At the time, Dickies was held in the same high regard as Alfred Mylne and the now great William Fife’s yard.

The design is a proper long keeled, sea-worthy hull inspired by the Scottish fishing boat type with a full canoe stern, sharp almost vertical stem, good free-board and full mid-ships sections.

The mid-ships wheel-house is a wonderful construction built in to the step in the deck, multi-faceted forward, cabin entrance each side and a shallow coach-roof running aft to a lovely deep well-sheltered little cock-pit.

All deck fittings are in bronze and original but she has also been intelligently modernised with modern nav lights and equipment to bring her up to expected modern standards.

Built in the Tarbert yard in 1936, the yard must have been delighted to land this high spec order and she was undoubtedly a very expensive yacht indeed.

Tunnag has passed through our hands several times in the last 35 years so we are quite familiar with her. For the last few years she has been in local ownership here in Dartmouth, the owner first apprenticed to Moodys as a boat builder and later building high tech one-off race yachts in his own yard so well qualified to bring a quality boat up to top condition. They are justifiably proud of the yacht but as time goes on they are finding that a smaller yacht with more sail would suit them better now.

Construction.

The construction is robust, almost fishing boat strength planked in proper old 1 ¼” Burma teak, and finished varnished in the topsides from new, anti-fouled below the w/l. Even much of the inside of the hull is varnished!

The frames are grown oak all through at approx 3’ centres, doubled in futtocks, side pinned with single steam bent oak intermediates.

The long oak keel carries an external iron ballast keel over most of the length and especially reaching right forward to the rise of the stem so that any contact with a hard surface would be taken on the iron, not the wood – a thoughtful touch.

In present ownership the keel bolts have been inspected.

Sea-cocks removed, stripped and any dubious replaced.

The strap floors are in massive angle shape wrought iron which does not rust like mild steel even if it is galvanised, side bolted to the frames which avoids the problem of corrosion of bolts through the planking.

In present ownership most of the floors have been removed from the boat, epoxy tarred and replaced on a bedding compound with new bronze bolts through the frames – an exceptional and essential job with most boats of this vintage.

The topsides are raised forward from the mid-ships step in the deck to give increased head-room in the forward accommodation and fitted with 3 large bronze port holes each side.

Interestingly, there is a small port hole each side mid-ships in the topsides to give some light and air to the engine room.

The wheel-house and after coaming are all teak with bronze port holes.

The coach-roof deck is sheathed probably originally with canvas and painted with cream non-slip deck paint between varnished teak margins. The after cabin entrance from the cock-pit has a sliding hatch and twin full length doors to the cock-pit.

Fastenings:

The planking is fastened to the main frames with bronze dumps and to the steamed intermediates with copper nails. Close study shows the Scottish way of clenching the nails rather than riveting over roves.

Deck.

The deck is yacht laid in solid teak which means the planking is swept round the shape of the hull and joggled into a king plank forward and aft.

Traditionally caulked and payed, the deck was originally secret fastened and has been largely refastened with screws from above, dowled over.

The rudder stock head projects through the aft deck with a removable bronze cap to take an emergency tiller.

Steering is by traditional spoked teak wheel and cables to a quadrant on the stock under the aft deck.

In present ownership new cables and tubes fitted.

Cast bronze stanchion posts all round carry 2 stainless steel guard wires. A modern stainless steel pulpit and push-pit have been added for safety. The step in the deck edge in way of the gate either side has a cast bronze cap with the yacht’s name – a lovely touch.

Hefty mooring cleats fitted either side forward and aft and a cruciform cleat mid-ships by the step in the deck, essential to take a mid-ships spring when berthing and so often missing on yachts.

To back up the cleats she has a massive oak Sampson post on the fore deck and the aft deck and even each side at the break in the deck.

A very substantial bronze fabrication over the stem spreads the loads of the chain over the twin chain rollers.

A modern electric windlass may look slightly out of place but like other details on this yacht makes her far more practical for regular use. A CQR anchor when hauled in stows neatly on the chain roller removing the necessity to lift a heavy anchor over the pulpit.

Small thoughtful details like the twin bronze fairleads on the capping both sides saves damage to the capping by mooring lines.

In present ownership the deck seams have been raked out, the seams repayed with butyl rubber compound and the decks coated with Semco, a wood protector and water-proofing product which has the advantage of sealing the seams against any possible leaks.

Rig.

A bermudian ketch rig on varnished spruce masts and spars gives a useful sail area of around 200 square feet with the headsail on a roller furler, a 2-reef mainsail and a small mizzen.

Stainless steel standing rigging to internal bronze chain plates.

In present ownership the masts have been stripped and revarnished, the standing and running rigging have all been replaced and new blocks fitted.

Sails.

A very good, clean suit of cream sails in polyester comprising:

Mainsail – not new but in very good condition

Mizzen – not new but in very usable condition

Genoa on roller furling gear – as new condition

Jib – in excellent condition

New small, loose-footed, boomless mizzen serves to weather-cock the boat at anchor – Dart Sails, 2014

Sail covers to main and mizzen.

New runing rig.

Engine.

Gardner 3LW 47hp 3-cylinder diesel engine installed new in 1965.

Gardner U2 2:1 gearbox with usual Gardner wheel control at the helm and separate throttle lever.

Conventional centre-line shaft carried in a plummer block with conventional inboard stuffing box and a new outer shaft bearing in 2002.

New double greasers to plummer blocks

3-blade prop.

This Gardner is a superb machine, slow revving, quiet, smooth and very reassuring with the reputation for a very long life and almost infinitely rebuildable – a proper marine diesel engine.

Max speed 8.5knts

Fuel consumption approx 5 litres per hour at her most economic cruising speed of 7 knts.

In present ownership the engine has had a thorough service – seals and impellors renewed etc.

The owner before last who bought the yacht through Wooden Ships, a skilled engineer, did a major rebuild on this engine and like all Gardners it has given total and reliable service.

Tanks

Diesel: 110 gallons in 2 stainless steel tanks, one each side of the engine room.

New twin Racor filters fitted with change-over valve. All pipe-work renewed.

Engine room in pristine condition with steel chequer plate floors, all exceptionally clean with very good access all round.

Water: 200 gallons fresh water in 2 tanks.

New pressurised water system with new calorifier tank in the engine room heated by the engine cooling water and with 240v immersion heater.

In present ownership the plumbing and hot water system have all been replaced.

New water filtration pump and tap at the galley sink.

Electrics

The yacht operates on a 24v circuit with 12v supply to certain instruments.

240v supply from shore power or generator.

Generator. Hyundi 3.6kw remote start diesel generator mounted in a varnished teak box on deck behind the wheel-house to give as silent and odour-free operation as possible.

The generator is coupled to a Victron 3KW inverter mounted in a stainless tray in the engine room with 4 x 110amp/hr batteries.

55amp engine belt driven alternator fitted new in 2013 charges the batteries

4 x 12v domestic batteries

4 x 12v engine start batteries

2 x 12v windlass batteries

Sterling battery management system

240v ring main with shore power connection

In present ownership the yacht has been largely rewired and new electrical panel fitted.

Accommodation.

The interior of this yacht is exceptional, all very original and panelled in polished teak. The teak in the bulkhead panels and the door panels is carefully chosen to give matching grain pattern in every one as was the way with all the best classic yachts.

The interior of the yacht is divided into 4 areas – a fore peak cabin with full length single berth to stbd and up and down smaller berths to port.

Bulkhead to chain locker forward. Fore peak entrance hatch over.

All panelled in varnished teak with white painted deck-head.

Bulkhead door to the next aft compartment with galley surface to starboard and gimballed Taylors 041 2-burner, grill and oven gas cooker in a lined recess to port.

The galley has been recently refitted and is a clean modern area with an L-shaped white formica surface with a twin sink, hot/cold tap, salt water tap and chromed Patay manual fresh water pump. Sink drains overboard.

Cup racks above. Cave locker in the work surface.

12v/240v Waeco fridge under the work surface

In present ownership the galley has been rebuilt, new fridge and cooker fitted.

Aft again into the magnificent saloon cabin, all varnished teak joinery with shelves and glass fronted lockers each side.

Port side dinette with buttoned light brown leather upholstery and varnished table, drops down to make a double berth.

Settee berth to stbd with fabric covered cushions. Back rest lifts and suspends as a Pullman berth.

6’ head-room. White painted deck-head. Varnished teak sole boards. Classic gimballed chrome lights on the bulkheads. Lots of stowage under the settees.

Main mast against the forward bulkhead.

Centre-line steps up to the wheel-house with the engine room below. All varnished teak wheel-house. Step up to exit door either side. Traditional spoked teak wheel. All nav instruments well displayed and visible. Seating aft.

Aft port corner of wheel-house, winding stair down to the saloon cabin.

Electrical switch-board hidden behind a small door as you go down the steps, easily reached from the wheel-house.

Lobby at the bottom of the companionway.

Heads compartment to stbd with Jabsco sea toilet, shower with teak grating in the tray, lockers under the side deck.

In present ownership the heads has been refitted and a new sea-toilet installed.

Door to engine room on the centre-line between heads and companionway.

Bulkhead door to the aft cabin. Single berth to port, tight double berth to stbd.

Centre-line companionway up to the aft cock-pit.

Webasto hot air diesel fired central heating sited in the engine room, new 2013

Inventory.

Navigation. Ground tackle.

Constellation binnacle compass at the helm Muir 24v windlass

Navman chart plotter. New Lewmar Delta anchor

New Lowrance Elite 5 sounder Min 80 meters chain.

Fixed Sailor VHF radio. Long anchor warp.

Sailor radio receiver

Neco auto-pilot on the wheel. Warps and fenders.

This is one of those boats you cannot just walk past, a boat which attracts attention wherever she goes, a classic in every sense of that over-used word yet still a very practical and usable boat.

After the work done in present ownership the next owner will take over a wonderful yacht and the continuing pleasure in the conservation of our maritime heritage.

Designer: Dickies

Builder: Dickies of Tarbert, Scotland

Year: 1936

Location Devon

Length on deck: 44'

Beam: 11'4

Draft: 6'

Tonnage(TM): 17.8 Displacement

£110,000

Full Specification

An exceptional and rare boat which combines all the features regarded as classic and representative of the great period of wooden yacht construction and presented in very fine condition.

Length on deck: 44’

Beam: 11’4”

Draft: 6’

Tonnage: 17.8 tons displacement.

Designed and built by Dickies of Tarbert on the west coast of Scotland. Of the three Dickie brothers one took over the old family firm in Tarbert, another moved south across the water to Bangor in N Wales and a third brother was apprenticed to the great William Fife in his drawing office. At the time, Dickies was held in the same high regard as Alfred Mylne and the now great William Fife’s yard.

The design is a proper long keeled, sea-worthy hull inspired by the Scottish fishing boat type with a full canoe stern, sharp almost vertical stem, good free-board and full mid-ships sections.

The mid-ships wheel-house is a wonderful construction built in to the step in the deck, multi-faceted forward, cabin entrance each side and a shallow coach-roof running aft to a lovely deep well-sheltered little cock-pit.

All deck fittings are in bronze and original but she has also been intelligently modernised with modern nav lights and equipment to bring her up to expected modern standards.

Built in the Tarbert yard in 1936, the yard must have been delighted to land this high spec order and she was undoubtedly a very expensive yacht indeed.

Tunnag has passed through our hands several times in the last 35 years so we are quite familiar with her. For the last few years she has been in local ownership here in Dartmouth, the owner first apprenticed to Moodys as a boat builder and later building high tech one-off race yachts in his own yard so well qualified to bring a quality boat up to top condition. They are justifiably proud of the yacht but as time goes on they are finding that a smaller yacht with more sail would suit them better now.

Construction.

The construction is robust, almost fishing boat strength planked in proper old 1 ¼” Burma teak, and finished varnished in the topsides from new, anti-fouled below the w/l. Even much of the inside of the hull is varnished!

The frames are grown oak all through at approx 3’ centres, doubled in futtocks, side pinned with single steam bent oak intermediates.

The long oak keel carries an external iron ballast keel over most of the length and especially reaching right forward to the rise of the stem so that any contact with a hard surface would be taken on the iron, not the wood – a thoughtful touch.

In present ownership the keel bolts have been inspected.

Sea-cocks removed, stripped and any dubious replaced.

The strap floors are in massive angle shape wrought iron which does not rust like mild steel even if it is galvanised, side bolted to the frames which avoids the problem of corrosion of bolts through the planking.

In present ownership most of the floors have been removed from the boat, epoxy tarred and replaced on a bedding compound with new bronze bolts through the frames – an exceptional and essential job with most boats of this vintage.

The topsides are raised forward from the mid-ships step in the deck to give increased head-room in the forward accommodation and fitted with 3 large bronze port holes each side.

Interestingly, there is a small port hole each side mid-ships in the topsides to give some light and air to the engine room.

The wheel-house and after coaming are all teak with bronze port holes.

The coach-roof deck is sheathed probably originally with canvas and painted with cream non-slip deck paint between varnished teak margins. The after cabin entrance from the cock-pit has a sliding hatch and twin full length doors to the cock-pit.

Fastenings:

The planking is fastened to the main frames with bronze dumps and to the steamed intermediates with copper nails. Close study shows the Scottish way of clenching the nails rather than riveting over roves.

Deck.

The deck is yacht laid in solid teak which means the planking is swept round the shape of the hull and joggled into a king plank forward and aft.

Traditionally caulked and payed, the deck was originally secret fastened and has been largely refastened with screws from above, dowled over.

The rudder stock head projects through the aft deck with a removable bronze cap to take an emergency tiller.

Steering is by traditional spoked teak wheel and cables to a quadrant on the stock under the aft deck.

In present ownership new cables and tubes fitted.

Cast bronze stanchion posts all round carry 2 stainless steel guard wires. A modern stainless steel pulpit and push-pit have been added for safety. The step in the deck edge in way of the gate either side has a cast bronze cap with the yacht’s name – a lovely touch.

Hefty mooring cleats fitted either side forward and aft and a cruciform cleat mid-ships by the step in the deck, essential to take a mid-ships spring when berthing and so often missing on yachts.

To back up the cleats she has a massive oak Sampson post on the fore deck and the aft deck and even each side at the break in the deck.

A very substantial bronze fabrication over the stem spreads the loads of the chain over the twin chain rollers.

A modern electric windlass may look slightly out of place but like other details on this yacht makes her far more practical for regular use. A CQR anchor when hauled in stows neatly on the chain roller removing the necessity to lift a heavy anchor over the pulpit.

Small thoughtful details like the twin bronze fairleads on the capping both sides saves damage to the capping by mooring lines.

In present ownership the deck seams have been raked out, the seams repayed with butyl rubber compound and the decks coated with Semco, a wood protector and water-proofing product which has the advantage of sealing the seams against any possible leaks.

Rig.

A bermudian ketch rig on varnished spruce masts and spars gives a useful sail area of around 200 square feet with the headsail on a roller furler, a 2-reef mainsail and a small mizzen.

Stainless steel standing rigging to internal bronze chain plates.

In present ownership the masts have been stripped and revarnished, the standing and running rigging have all been replaced and new blocks fitted.

Sails.

A very good, clean suit of cream sails in polyester comprising:

Mainsail – not new but in very good condition

Mizzen – not new but in very usable condition

Genoa on roller furling gear – as new condition

Jib – in excellent condition

New small, loose-footed, boomless mizzen serves to weather-cock the boat at anchor – Dart Sails, 2014

Sail covers to main and mizzen.

New runing rig.

Engine.

Gardner 3LW 47hp 3-cylinder diesel engine installed new in 1965.

Gardner U2 2:1 gearbox with usual Gardner wheel control at the helm and separate throttle lever.

Conventional centre-line shaft carried in a plummer block with conventional inboard stuffing box and a new outer shaft bearing in 2002.

New double greasers to plummer blocks

3-blade prop.

This Gardner is a superb machine, slow revving, quiet, smooth and very reassuring with the reputation for a very long life and almost infinitely rebuildable – a proper marine diesel engine.

Max speed 8.5knts

Fuel consumption approx 5 litres per hour at her most economic cruising speed of 7 knts.

In present ownership the engine has had a thorough service – seals and impellors renewed etc.

The owner before last who bought the yacht through Wooden Ships, a skilled engineer, did a major rebuild on this engine and like all Gardners it has given total and reliable service.

Tanks

Diesel: 110 gallons in 2 stainless steel tanks, one each side of the engine room.

New twin Racor filters fitted with change-over valve. All pipe-work renewed.

Engine room in pristine condition with steel chequer plate floors, all exceptionally clean with very good access all round.

Water: 200 gallons fresh water in 2 tanks.

New pressurised water system with new calorifier tank in the engine room heated by the engine cooling water and with 240v immersion heater.

In present ownership the plumbing and hot water system have all been replaced.

New water filtration pump and tap at the galley sink.

Electrics

The yacht operates on a 24v circuit with 12v supply to certain instruments.

240v supply from shore power or generator.

Generator. Hyundi 3.6kw remote start diesel generator mounted in a varnished teak box on deck behind the wheel-house to give as silent and odour-free operation as possible.

The generator is coupled to a Victron 3KW inverter mounted in a stainless tray in the engine room with 4 x 110amp/hr batteries.

55amp engine belt driven alternator fitted new in 2013 charges the batteries

4 x 12v domestic batteries

4 x 12v engine start batteries

2 x 12v windlass batteries

Sterling battery management system

240v ring main with shore power connection

In present ownership the yacht has been largely rewired and new electrical panel fitted.

Accommodation.

The interior of this yacht is exceptional, all very original and panelled in polished teak. The teak in the bulkhead panels and the door panels is carefully chosen to give matching grain pattern in every one as was the way with all the best classic yachts.

The interior of the yacht is divided into 4 areas – a fore peak cabin with full length single berth to stbd and up and down smaller berths to port.

Bulkhead to chain locker forward. Fore peak entrance hatch over.

All panelled in varnished teak with white painted deck-head.

Bulkhead door to the next aft compartment with galley surface to starboard and gimballed Taylors 041 2-burner, grill and oven gas cooker in a lined recess to port.

The galley has been recently refitted and is a clean modern area with an L-shaped white formica surface with a twin sink, hot/cold tap, salt water tap and chromed Patay manual fresh water pump. Sink drains overboard.

Cup racks above. Cave locker in the work surface.

12v/240v Waeco fridge under the work surface

In present ownership the galley has been rebuilt, new fridge and cooker fitted.

Aft again into the magnificent saloon cabin, all varnished teak joinery with shelves and glass fronted lockers each side.

Port side dinette with buttoned light brown leather upholstery and varnished table, drops down to make a double berth.

Settee berth to stbd with fabric covered cushions. Back rest lifts and suspends as a Pullman berth.

6’ head-room. White painted deck-head. Varnished teak sole boards. Classic gimballed chrome lights on the bulkheads. Lots of stowage under the settees.

Main mast against the forward bulkhead.

Centre-line steps up to the wheel-house with the engine room below. All varnished teak wheel-house. Step up to exit door either side. Traditional spoked teak wheel. All nav instruments well displayed and visible. Seating aft.

Aft port corner of wheel-house, winding stair down to the saloon cabin.

Electrical switch-board hidden behind a small door as you go down the steps, easily reached from the wheel-house.

Lobby at the bottom of the companionway.

Heads compartment to stbd with Jabsco sea toilet, shower with teak grating in the tray, lockers under the side deck.

In present ownership the heads has been refitted and a new sea-toilet installed.

Door to engine room on the centre-line between heads and companionway.

Bulkhead door to the aft cabin. Single berth to port, tight double berth to stbd.

Centre-line companionway up to the aft cock-pit.

Webasto hot air diesel fired central heating sited in the engine room, new 2013

Inventory.

Navigation. Ground tackle.

Constellation binnacle compass at the helm Muir 24v windlass

Navman chart plotter. New Lewmar Delta anchor

New Lowrance Elite 5 sounder Min 80 meters chain.

Fixed Sailor VHF radio. Long anchor warp.

Sailor radio receiver

Neco auto-pilot on the wheel. Warps and fenders.

This is one of those boats you cannot just walk past, a boat which attracts attention wherever she goes, a classic in every sense of that over-used word yet still a very practical and usable boat.

After the work done in present ownership the next owner will take over a wonderful yacht and the continuing pleasure in the conservation of our maritime heritage.

Fatima, a resident of Raqqa city, checks the water tap in her house.

© European Union, 2023

Five year-old boy Noor suffers from paralysis in his right arm since he was born (Erb's palsy). The destruction of medical infrastructure, lack of access to basic services, as well as lack of medical equipment like orthopedic devices, are forcing Syrians to leave their country in search of support and help.

In Jordan’s Azraq camp, Handicap International helps Noor to get his mobility back thanks to physiotherapy sessions to strengthen his arm.

Photo credit: HI/Frederik Buyckx Dec 2014

Designer: Dickies

Builder: Dickies of Tarbert, Scotland

Year: 1936

Location Devon

Length on deck: 44'

Beam: 11'4

Draft: 6'

Tonnage(TM): 17.8 Displacement

£110,000

Full Specification

An exceptional and rare boat which combines all the features regarded as classic and representative of the great period of wooden yacht construction and presented in very fine condition.

Length on deck: 44’

Beam: 11’4”

Draft: 6’

Tonnage: 17.8 tons displacement.

Designed and built by Dickies of Tarbert on the west coast of Scotland. Of the three Dickie brothers one took over the old family firm in Tarbert, another moved south across the water to Bangor in N Wales and a third brother was apprenticed to the great William Fife in his drawing office. At the time, Dickies was held in the same high regard as Alfred Mylne and the now great William Fife’s yard.

The design is a proper long keeled, sea-worthy hull inspired by the Scottish fishing boat type with a full canoe stern, sharp almost vertical stem, good free-board and full mid-ships sections.

The mid-ships wheel-house is a wonderful construction built in to the step in the deck, multi-faceted forward, cabin entrance each side and a shallow coach-roof running aft to a lovely deep well-sheltered little cock-pit.

All deck fittings are in bronze and original but she has also been intelligently modernised with modern nav lights and equipment to bring her up to expected modern standards.

Built in the Tarbert yard in 1936, the yard must have been delighted to land this high spec order and she was undoubtedly a very expensive yacht indeed.

Tunnag has passed through our hands several times in the last 35 years so we are quite familiar with her. For the last few years she has been in local ownership here in Dartmouth, the owner first apprenticed to Moodys as a boat builder and later building high tech one-off race yachts in his own yard so well qualified to bring a quality boat up to top condition. They are justifiably proud of the yacht but as time goes on they are finding that a smaller yacht with more sail would suit them better now.

Construction.

The construction is robust, almost fishing boat strength planked in proper old 1 ¼” Burma teak, and finished varnished in the topsides from new, anti-fouled below the w/l. Even much of the inside of the hull is varnished!

The frames are grown oak all through at approx 3’ centres, doubled in futtocks, side pinned with single steam bent oak intermediates.

The long oak keel carries an external iron ballast keel over most of the length and especially reaching right forward to the rise of the stem so that any contact with a hard surface would be taken on the iron, not the wood – a thoughtful touch.

In present ownership the keel bolts have been inspected.

Sea-cocks removed, stripped and any dubious replaced.

The strap floors are in massive angle shape wrought iron which does not rust like mild steel even if it is galvanised, side bolted to the frames which avoids the problem of corrosion of bolts through the planking.

In present ownership most of the floors have been removed from the boat, epoxy tarred and replaced on a bedding compound with new bronze bolts through the frames – an exceptional and essential job with most boats of this vintage.

The topsides are raised forward from the mid-ships step in the deck to give increased head-room in the forward accommodation and fitted with 3 large bronze port holes each side.

Interestingly, there is a small port hole each side mid-ships in the topsides to give some light and air to the engine room.

The wheel-house and after coaming are all teak with bronze port holes.

The coach-roof deck is sheathed probably originally with canvas and painted with cream non-slip deck paint between varnished teak margins. The after cabin entrance from the cock-pit has a sliding hatch and twin full length doors to the cock-pit.

Fastenings:

The planking is fastened to the main frames with bronze dumps and to the steamed intermediates with copper nails. Close study shows the Scottish way of clenching the nails rather than riveting over roves.

Deck.

The deck is yacht laid in solid teak which means the planking is swept round the shape of the hull and joggled into a king plank forward and aft.

Traditionally caulked and payed, the deck was originally secret fastened and has been largely refastened with screws from above, dowled over.

The rudder stock head projects through the aft deck with a removable bronze cap to take an emergency tiller.

Steering is by traditional spoked teak wheel and cables to a quadrant on the stock under the aft deck.

In present ownership new cables and tubes fitted.

Cast bronze stanchion posts all round carry 2 stainless steel guard wires. A modern stainless steel pulpit and push-pit have been added for safety. The step in the deck edge in way of the gate either side has a cast bronze cap with the yacht’s name – a lovely touch.

Hefty mooring cleats fitted either side forward and aft and a cruciform cleat mid-ships by the step in the deck, essential to take a mid-ships spring when berthing and so often missing on yachts.

To back up the cleats she has a massive oak Sampson post on the fore deck and the aft deck and even each side at the break in the deck.

A very substantial bronze fabrication over the stem spreads the loads of the chain over the twin chain rollers.

A modern electric windlass may look slightly out of place but like other details on this yacht makes her far more practical for regular use. A CQR anchor when hauled in stows neatly on the chain roller removing the necessity to lift a heavy anchor over the pulpit.

Small thoughtful details like the twin bronze fairleads on the capping both sides saves damage to the capping by mooring lines.

In present ownership the deck seams have been raked out, the seams repayed with butyl rubber compound and the decks coated with Semco, a wood protector and water-proofing product which has the advantage of sealing the seams against any possible leaks.

Rig.

A bermudian ketch rig on varnished spruce masts and spars gives a useful sail area of around 200 square feet with the headsail on a roller furler, a 2-reef mainsail and a small mizzen.

Stainless steel standing rigging to internal bronze chain plates.

In present ownership the masts have been stripped and revarnished, the standing and running rigging have all been replaced and new blocks fitted.

Sails.

A very good, clean suit of cream sails in polyester comprising:

Mainsail – not new but in very good condition

Mizzen – not new but in very usable condition

Genoa on roller furling gear – as new condition

Jib – in excellent condition

New small, loose-footed, boomless mizzen serves to weather-cock the boat at anchor – Dart Sails, 2014

Sail covers to main and mizzen.

New runing rig.

Engine.

Gardner 3LW 47hp 3-cylinder diesel engine installed new in 1965.

Gardner U2 2:1 gearbox with usual Gardner wheel control at the helm and separate throttle lever.

Conventional centre-line shaft carried in a plummer block with conventional inboard stuffing box and a new outer shaft bearing in 2002.

New double greasers to plummer blocks

3-blade prop.

This Gardner is a superb machine, slow revving, quiet, smooth and very reassuring with the reputation for a very long life and almost infinitely rebuildable – a proper marine diesel engine.

Max speed 8.5knts

Fuel consumption approx 5 litres per hour at her most economic cruising speed of 7 knts.

In present ownership the engine has had a thorough service – seals and impellors renewed etc.

The owner before last who bought the yacht through Wooden Ships, a skilled engineer, did a major rebuild on this engine and like all Gardners it has given total and reliable service.

Tanks

Diesel: 110 gallons in 2 stainless steel tanks, one each side of the engine room.

New twin Racor filters fitted with change-over valve. All pipe-work renewed.

Engine room in pristine condition with steel chequer plate floors, all exceptionally clean with very good access all round.

Water: 200 gallons fresh water in 2 tanks.

New pressurised water system with new calorifier tank in the engine room heated by the engine cooling water and with 240v immersion heater.

In present ownership the plumbing and hot water system have all been replaced.

New water filtration pump and tap at the galley sink.

Electrics

The yacht operates on a 24v circuit with 12v supply to certain instruments.

240v supply from shore power or generator.

Generator. Hyundi 3.6kw remote start diesel generator mounted in a varnished teak box on deck behind the wheel-house to give as silent and odour-free operation as possible.

The generator is coupled to a Victron 3KW inverter mounted in a stainless tray in the engine room with 4 x 110amp/hr batteries.

55amp engine belt driven alternator fitted new in 2013 charges the batteries

4 x 12v domestic batteries

4 x 12v engine start batteries

2 x 12v windlass batteries

Sterling battery management system

240v ring main with shore power connection

In present ownership the yacht has been largely rewired and new electrical panel fitted.

Accommodation.

The interior of this yacht is exceptional, all very original and panelled in polished teak. The teak in the bulkhead panels and the door panels is carefully chosen to give matching grain pattern in every one as was the way with all the best classic yachts.

The interior of the yacht is divided into 4 areas – a fore peak cabin with full length single berth to stbd and up and down smaller berths to port.

Bulkhead to chain locker forward. Fore peak entrance hatch over.

All panelled in varnished teak with white painted deck-head.

Bulkhead door to the next aft compartment with galley surface to starboard and gimballed Taylors 041 2-burner, grill and oven gas cooker in a lined recess to port.

The galley has been recently refitted and is a clean modern area with an L-shaped white formica surface with a twin sink, hot/cold tap, salt water tap and chromed Patay manual fresh water pump. Sink drains overboard.

Cup racks above. Cave locker in the work surface.

12v/240v Waeco fridge under the work surface

In present ownership the galley has been rebuilt, new fridge and cooker fitted.

Aft again into the magnificent saloon cabin, all varnished teak joinery with shelves and glass fronted lockers each side.

Port side dinette with buttoned light brown leather upholstery and varnished table, drops down to make a double berth.

Settee berth to stbd with fabric covered cushions. Back rest lifts and suspends as a Pullman berth.

6’ head-room. White painted deck-head. Varnished teak sole boards. Classic gimballed chrome lights on the bulkheads. Lots of stowage under the settees.

Main mast against the forward bulkhead.

Centre-line steps up to the wheel-house with the engine room below. All varnished teak wheel-house. Step up to exit door either side. Traditional spoked teak wheel. All nav instruments well displayed and visible. Seating aft.

Aft port corner of wheel-house, winding stair down to the saloon cabin.

Electrical switch-board hidden behind a small door as you go down the steps, easily reached from the wheel-house.

Lobby at the bottom of the companionway.

Heads compartment to stbd with Jabsco sea toilet, shower with teak grating in the tray, lockers under the side deck.

In present ownership the heads has been refitted and a new sea-toilet installed.

Door to engine room on the centre-line between heads and companionway.

Bulkhead door to the aft cabin. Single berth to port, tight double berth to stbd.

Centre-line companionway up to the aft cock-pit.

Webasto hot air diesel fired central heating sited in the engine room, new 2013

Inventory.

Navigation. Ground tackle.

Constellation binnacle compass at the helm Muir 24v windlass

Navman chart plotter. New Lewmar Delta anchor

New Lowrance Elite 5 sounder Min 80 meters chain.

Fixed Sailor VHF radio. Long anchor warp.

Sailor radio receiver

Neco auto-pilot on the wheel. Warps and fenders.

This is one of those boats you cannot just walk past, a boat which attracts attention wherever she goes, a classic in every sense of that over-used word yet still a very practical and usable boat.

After the work done in present ownership the next owner will take over a wonderful yacht and the continuing pleasure in the conservation of our maritime heritage.

This image shows the destruction of part of the knee joint due to tuberculosis of the bones and joints. Some boney anomalies can be identified along the top edges of the tibia and the lower edges of the femur.

The image is part of a larger collection of radiographs held by Northumberland Archives being digitised as part of the Stannington Sanatorium Project.

Catalogue Reference: HOSP-STAN-07-01-02-0737-02 A

This image is from the collections of Northuberland Archives. Feel free to share it in the spirit of the Commons.

The Rover P6 series (named 2000, 2200, or 3500, depending on its engine displacement) is a saloon car model produced from 1963 to 1977 in Solihull.

The P6 was announced on 9th October 1963, just before the Earls Court Motor Show. It was the sixth of the "P" designated Rover designs, and the last to reach production. The vehicle was marketed first as the Rover 2000 and was a complete "clean sheet" design intended to appeal to a larger number of buyers than earlier models such as the P4 it replaced. The P5 was sold alongside the P6 until 1973.

The 2000 was advanced for the time with a de Dion tube suspension at the rear, four-wheel disc brakes (inboard on the rear), and a fully synchromesh transmission. The unibody design featured non-stressed panels bolted to a unit frame, inspired by the Citroën DS. The de Dion set-up was unique in that the "tube" was in two parts that could telescope, thereby avoiding the need for sliding splines in the drive shafts, with consequent stiction under drive or braking torque, while still keeping the wheels vertical and parallel in relation to the body.

The Rover 2000 won industry awards for safety when it was introduced and included a carefully designed "safety" interior. One innovative feature was the prism of glass on the top of the front side lights. This allowed the driver to see the front corner of the car in low light conditions, and also confirmed that they were operative.

The first P6 used a 2.0 L (1,978 cc or 120.7 cu in) engine designed specifically for the P6. Although it was announced towards the end of 1963, the car had been in "pilot production" since the beginning of the year, therefore deliveries were able to begin immediately. Original output was in the order of 104 bhp (78 kW). At the time the engine was unusual in having an overhead camshaft layout. The cylinder head had a perfectly flat surface, and the combustion chambers were cast into the piston crowns (sometimes known as a Heron head).

Rover saw Buick's compact 3.5 L (3528 cc/215 in³) V8 from the Buick Special as a way to differentiate the P6 from its chief rival, the Triumph 2000. They purchased the rights to the innovative aluminium engine, and, once improved for production by Rover's own engineers, it became an instant hit. The Rover V8 engine, as it became known, outlived its original host, the P5B, by more than thirty years.

The 3500 was introduced in April 1968 (one year after the Rover company was purchased by Triumph's owner, Leyland) and continued to be offered until 1977. The manufacturer asserted that the light metal V8 engine weighed the same as the four-cylinder unit of the Rover 2000, and the more powerful car's maximum speed of 114 mph (183 km/h) as well as its 10.5-second acceleration time from 0–60 mph (97 km/h) were considered impressive, and usefully faster than most of the cars with which, on the UK market, the car competed on price and specifications. (The glaring exception was the Jaguar 340, substantially quicker and, in terms of manufacturers' recommended prices, 15 per cent cheaper than the Rover 3500, the Jaguar representing exceptional value as a "run-out" model, shortly to be replaced by the Jaguar XJ6.)

In comparison, the Rover 3500 auto tested by Motor magazine in the issue published on 20 April 1968, achieved a maximum speed of 117mph (mean), 0–60 mph in 9.5secs, with a standing quarter-mile in 17.6secs.

The Series II, or Mark II as it was actually named by Rover, was launched in 1970. All variants carried the battery in the boot and had new exterior fixtures such as a plastic front air intake (to replace the alloy version), new bonnet pressings (with V8 blips even for the 4-cylinder-engined cars) and new rear lights. The interior of the 3500 and 2000TC versions was updated with new instrumentation with circular gauges and rotary switches. The old-style instrumentation with a linear speedometer and toggle switches continued on the 2000SC versions.

The final years of the Rover P6 coincided with production problems at British Leyland. This was highlighted in August 1975 when Drive, the magazine of the British Automobile Association awarded a trophy to a Rover 3500 as the worst new car in England. It reported that a Rover 3500 purchased in 1974 had covered 6,000 miles (9,600 kilometres) during its first six months, during which period it had consumed three engines, two gear boxes, two clutch housings and needed a complete new set of electrical cables. The car had spent 114 of its first 165 days in a workshop. The runner-up prize in this rogue's gallery was awarded to an Austin Allegro with forty faults reported over ten months, and a Triumph Stag came in third. The story was picked up and reported in other publications, not only domestically but also in Germany, at the time Europe's largest national car market and an important target export market for the company. Further evidence of poor quality control on the 3500 assembly line at the Solihull plant appeared in a report in Autocar magazine in October 1976, surveying the experiences of company car fleet managers with the model, although the report also suggested, apparently wishing to appear even-handed, that at least part of the problem might have arisen from excessively optimistic expectations of the model.

The last Rover P6 off the production line, registered VVC 700S, was built on 19 March 1977, a year after its successor – the Rover SD1 – went into production.

This car was first sent in August 1977, to the Leyland Historic Vehicle collection, then at Donington Park until 1980, when it was moved to Syon Park along with the rest of the collection, which became the British Motor Industry Heritage Trust Collection. It remained an exhibit at Syon until 1990, when the collection moved to Studley Castle (then owned by Rover) and went into storage until 1993.

In 1993, the collection then moved to its new home, The British Motor Industry Heritage Trust site at Gaydon, now known as the Heritage Motor Centre. VVC 700S was on display until 2003 when it sold at the Bonhams sale of Rover-owned items.

In 2006 the car revisited Gaydon for the first time since the sale and is still in original condition having never been restored. The car came out of the collection having only ever covered 12,300 miles (19,800 km). "Graham" as the car is affectionately known by its current owner Mark Gray, had a Corgi Vanguard model commissioned of it in 2006, which was released in 2007 to celebrate the 30th anniversary of the end of production. The car is in Wolverhampton and has been off the road for some time, but is not derelict as some reports have stated.

The Rover P6 series (named 2000, 2200, or 3500, depending on its engine displacement) is a saloon car model produced from 1963 to 1977 in Solihull.

The P6 was announced on 9th October 1963, just before the Earls Court Motor Show. It was the sixth of the "P" designated Rover designs, and the last to reach production. The vehicle was marketed first as the Rover 2000 and was a complete "clean sheet" design intended to appeal to a larger number of buyers than earlier models such as the P4 it replaced. The P5 was sold alongside the P6 until 1973.

The 2000 was advanced for the time with a de Dion tube suspension at the rear, four-wheel disc brakes (inboard on the rear), and a fully synchromesh transmission. The unibody design featured non-stressed panels bolted to a unit frame, inspired by the Citroën DS. The de Dion set-up was unique in that the "tube" was in two parts that could telescope, thereby avoiding the need for sliding splines in the drive shafts, with consequent stiction under drive or braking torque, while still keeping the wheels vertical and parallel in relation to the body.

The Rover 2000 won industry awards for safety when it was introduced and included a carefully designed "safety" interior. One innovative feature was the prism of glass on the top of the front side lights. This allowed the driver to see the front corner of the car in low light conditions, and also confirmed that they were operative.

The first P6 used a 2.0 L (1,978 cc or 120.7 cu in) engine designed specifically for the P6. Although it was announced towards the end of 1963, the car had been in "pilot production" since the beginning of the year, therefore deliveries were able to begin immediately. Original output was in the order of 104 bhp (78 kW). At the time the engine was unusual in having an overhead camshaft layout. The cylinder head had a perfectly flat surface, and the combustion chambers were cast into the piston crowns (sometimes known as a Heron head).

Rover saw Buick's compact 3.5 L (3528 cc/215 in³) V8 from the Buick Special as a way to differentiate the P6 from its chief rival, the Triumph 2000. They purchased the rights to the innovative aluminium engine, and, once improved for production by Rover's own engineers, it became an instant hit. The Rover V8 engine, as it became known, outlived its original host, the P5B, by more than thirty years.

The 3500 was introduced in April 1968 (one year after the Rover company was purchased by Triumph's owner, Leyland) and continued to be offered until 1977. The manufacturer asserted that the light metal V8 engine weighed the same as the four-cylinder unit of the Rover 2000, and the more powerful car's maximum speed of 114 mph (183 km/h) as well as its 10.5-second acceleration time from 0–60 mph (97 km/h) were considered impressive, and usefully faster than most of the cars with which, on the UK market, the car competed on price and specifications. (The glaring exception was the Jaguar 340, substantially quicker and, in terms of manufacturers' recommended prices, 15 per cent cheaper than the Rover 3500, the Jaguar representing exceptional value as a "run-out" model, shortly to be replaced by the Jaguar XJ6.)

In comparison, the Rover 3500 auto tested by Motor magazine in the issue published on 20 April 1968, achieved a maximum speed of 117mph (mean), 0–60 mph in 9.5secs, with a standing quarter-mile in 17.6secs.

The Series II, or Mark II as it was actually named by Rover, was launched in 1970. All variants carried the battery in the boot and had new exterior fixtures such as a plastic front air intake (to replace the alloy version), new bonnet pressings (with V8 blips even for the 4-cylinder-engined cars) and new rear lights. The interior of the 3500 and 2000TC versions was updated with new instrumentation with circular gauges and rotary switches. The old-style instrumentation with a linear speedometer and toggle switches continued on the 2000SC versions.

The final years of the Rover P6 coincided with production problems at British Leyland. This was highlighted in August 1975 when Drive, the magazine of the British Automobile Association awarded a trophy to a Rover 3500 as the worst new car in England. It reported that a Rover 3500 purchased in 1974 had covered 6,000 miles (9,600 kilometres) during its first six months, during which period it had consumed three engines, two gear boxes, two clutch housings and needed a complete new set of electrical cables. The car had spent 114 of its first 165 days in a workshop. The runner-up prize in this rogue's gallery was awarded to an Austin Allegro with forty faults reported over ten months, and a Triumph Stag came in third. The story was picked up and reported in other publications, not only domestically but also in Germany, at the time Europe's largest national car market and an important target export market for the company. Further evidence of poor quality control on the 3500 assembly line at the Solihull plant appeared in a report in Autocar magazine in October 1976, surveying the experiences of company car fleet managers with the model, although the report also suggested, apparently wishing to appear even-handed, that at least part of the problem might have arisen from excessively optimistic expectations of the model.

The last Rover P6 off the production line, registered VVC 700S, was built on 19 March 1977, a year after its successor – the Rover SD1 – went into production.

This car was first sent in August 1977, to the Leyland Historic Vehicle collection, then at Donington Park until 1980, when it was moved to Syon Park along with the rest of the collection, which became the British Motor Industry Heritage Trust Collection. It remained an exhibit at Syon until 1990, when the collection moved to Studley Castle (then owned by Rover) and went into storage until 1993.

In 1993, the collection then moved to its new home, The British Motor Industry Heritage Trust site at Gaydon, now known as the Heritage Motor Centre. VVC 700S was on display until 2003 when it sold at the Bonhams sale of Rover-owned items.

In 2006 the car revisited Gaydon for the first time since the sale and is still in original condition having never been restored. The car came out of the collection having only ever covered 12,300 miles (19,800 km). "Graham" as the car is affectionately known by its current owner Mark Gray, had a Corgi Vanguard model commissioned of it in 2006, which was released in 2007 to celebrate the 30th anniversary of the end of production. The car is in Wolverhampton and has been off the road for some time, but is not derelict as some reports have stated.

Distributions are organised for the most vulnerable people who are recently displaced and had to leave with little or nothing. Abdulhakem is happy to receive the basic shelter kit as he will finally sleep on a mattress with a blanket.

© IOM Yemen, 2020. All rights reserved. Licensed to the European Union under conditions.

Or the stability of bodies in motion.

Some background:

The Bentley 4½ Litre was a British car based on a rolling chassis built by Bentley Motors. Walter Owen Bentley replaced the Bentley 3 Litre with a more powerful car by increasing its engine displacement to 4.4 L (270 cu in).

Bentley buyers used their cars for personal transport and arranged for their new chassis to be fitted with various body styles, mostly saloons or tourers. However, the publicity brought by their competition programme was invaluable for marketing Bentley's cars.

The Bentley's tanks - radiator, oil and petrol - had quick release filler caps that opened with one stroke of a lever. This saved time during pit stops. The 4½ was equipped with a canvas top stretched over a lightweight Weymann body. The hood structure was very light but with high wind resistance (24 Hours Le Mans rules between 1924 and 1928 dictated a certain number of laps for which the hood had to be closed). The steering wheel measured about 45 cm (18 in) in diameter and was wrapped with solid braided rope for improved grip. Brakes were conventional, consisting of 17-inch (430 mm) drum brakes finned for improved cooling and operated by rod. Semi-elliptic leaf springs were used at front and rear.

Building the kit and its display box:

I normally do not build large scale kits, except for some anime character figures, and I especially stay away from car models because I find it very hard to come close to the impression of the real thing. But this one was a personal thing, and I got motivated enough to tackle this challenge that caused some sweat and shivers. Another reason for the tension was the fact that it was intended as a present - and I normally do not build models for others, be it as a gift or on a contract work basis.

The background is that a colleage of mine will retire soon, an illustrator and a big oldtimer enthusiast at the same time. I was not able to hunt down a model of the vintage car he actually owns, but I remembered that he frequently takes part with his club at a local car exhibition, called the "Classic Days" at a location called Schloss Dyck. There he had had the opportunity some time ago to take a ride in a Bentley 4.5 litre "Blower", and I saw the fascinationn in his eyes when he recounted the events. We also talked about car models, and I mentioned the 1:24 Heller kit of the car. So, as a "farewell" gift, I decided to tackle this souvenir project, since the Bentley drive obviously meant a lot to him, and it's a quite personal gift, for a highly respected, artistic person.

Since this was to be a gift for a non-modeler, I also had to make sure that the car model could later be safely stored, transported and displayed, so some kind of base or display bon on top was a must - and I think I found a nice solution, even with integrated lighting!

As already mentioned, the model is the 1:24 Heller kit from 1978, in this case the more recent Revell re-boxing. While the kit remained unchanged (even the Heller brand is still part of the molds!), the benefit of this version is a very nice and thin decal sheet which covers some of the more delicate detail areas like gauges on the dashboard or the protective wire mesh for the headlights.

I had huge respect for the kit - I have actually built less than 10 car models in my 40+ years of kit building. So the work started with detail picture research, esp. of the engine and from the cockpit, and I organized appropriate paints (see below).

Work started slowly with the wheels, then the engine followed, the steerable front suspension, the chassis, the cabin section and finally the engine cowling and the mudguards with the finished wheels. Since I lack experience with cars I stuck close to the instructions and really took my time, because the whole thing went together only step by step, with painting and esp. drying intermissions. Much less quickly than my normal tempo with more familiar topics.

The kit remained basically OOB, and I must say that I am impressed how well it went together. The car kits I remember were less cooperative - but the Heller Bentley was actually a pleasant, yet challenging, build. Some issues I had were the chrome parts, which had to be attached with superglue, and their attachment points to the sprues (the same green plastic is used for the chrome parts, too - a different materiallike silver or light grey would have made life easier!) could only hardly be hidden with paint.

The plastic itself turned out to be relatively soft, too - while it made cleaning easy, this caused in the end some directional issues which had to be "professionally hidden": Once the cabin had been mounted to the frame and work on the cowling started, I recognized that the frame in front of the cabin was not straight anymore - I guess due to the engine block which sits deep between the front beams. While this was not really recognizable, the engine covers would not fit anymore, leaving small but unpleasant gaps.

The engine is OOB not über-detailed, and I actually only wanted to open the left half of the cocling for the diorama. However, with this flaw I eventually decided to open both sides, what resulted in having the cowling covers sawn into two parts each and arranging them in open positions. Quite fiddly, and I also replaced the OOB leather straps that normally hold the cowling covers closed with textured adhesive tape, for a more voluminous look. The engine also received some additional cables and hoses - nothing fancy, though, but better than the quite bleak OOB offering.

Some minor details were added in the cabin: a floor mat (made from paper, it looks like being made from cocos fibre) covers the area in front of the seats and the steering wheel was wrapped with cord - a detail that many Bentleys with race history shared, for a better grip for the driver.

Overall, the car model was painted with pure Humbrol 239 (British Racing Green) enamel paint, except for the passenger section. Here I found Revell's instructions to be a bit contradictive, because I do not believe in a fully painted car, esp. on this specific Le Mans race car. I even found a picture of the real car as an exhibition piece, and it rather shows a faux leather or vinyl cladding of the passenger compartment - in a similar dark green tone, but rather matt, with only a little shine, and with a lighter color due to the rougher surface. So I rather tried to emulate this look, which would also make the model IMHO look more interesting.

As a fopundation I used a mix of Humbrol 239 and 75 (Bronze Green), on top of which I later dry-brushed Revell 363 (Dark Green). The effect and the gloss level looked better than expected - I feared a rather worn/used look - and I eventually did not apply and clear varnish to this area. In fact, no varnish was applied to the whole model because the finish looked quite convincing!

The frame and the engine were slightly weathered with a black ink wash, and once the model was assembled I added some oil stains to the engine and the lower hull, and applied dust and dirt through mineral artist pigments to the wheels with their soft vinyl tires and the whole lower car body. I wanted the car to look basically clean and in good shape, just like a museum piece, but having been driven enthusiastically along some dusty country roads (see below). And this worked out quite well!

Since I wanted a safe store for the model I tried to find a suitable display box and found an almost perfect solution in SYNAS from Ikea. The sturdy SYNAS box (it's actually sold as a toy/Children's lamp!?) had very good dimensions for what I had in mind. Unfortunately it is only available in white, but for its price I would not argue. As a bonus it even comes with integrated LED lighting in the floor, as a rim of lights along the side walls. I tried to exploit this through a display base that would leave a 1cm gap all around, so that light could be reflected upwards and from the clear side walls and the lid onto the model.

The base was created with old school methods: a piece of MDF wood, on top of which I added a piece of cobblestone street and grass embankment, trying to capture the rural atmosphere around Schloss Dyck. Due to the large scale of the model I sculpted a light side slope under the pavement (a Tamiya print with a light 3D effect), created with plaster and fine carpenter putty. The embankment was sculpted with plaster, too.

The cobblestone cardboard was simply glued to the surface, trimmed down, and then a fairing of the base's sides was added, thin balsa wood.

Next came the grass - again classic methods. First, the surface was soaked with a mix of water, white glue and brown dispersion paint, and fine sand rinsed over the surfaces. Once dry, another mix of water, white glue and more paint was applied, into which foamed plastic turf of different colors and sizes was dusted. After anothetr drying period this area was sprayed with contact glue and grass fibres were applied - unfortunately a little more than expected. However, the result still looks good.

At the border to the street, the area was covered with mineral pigments, simulating mud and dust, and on the right side I tried to add a puddle, made from Humbrol Clearfix and glue. For some more ambiance I scratched a typical German "local sight" roadsign from cardboard and wood, and I also added a pair of "Classic Days" posters to the mast. Once in place I finally added some higher grass bushels (brush fibres) and sticks (dried moss), sealing everything in place with acralic varnish from the rattle can.

In order to motivate the Bentley's open cowling, I tried to set an engine failure into scene: with the car abandoned during the Classic Days' demo races along the local country roads, parked at the side of the street, and with a puddle of engine below and a small trail of oil behind the car (created with Tamiya "Smoke", perfect stuff for this task!). A hay bale, actually accessory stuff for toy tractors and in fact a square piece of wood, covered with straw chips, subtly hint at this occasion.

Finally, for safe transport, the model was attached to the base with thin wire, the base glued to the light box' floor with double-sided adhesive tape and finally enclosed.

Quite a lot of work, the car model alone took four patient weeks to fully materialize, and the base in the SYNAS box took another two weeks, even though work proceeded partly in parallel. However, I am positively surprised how well this build turned out - the Heller kit was better/easier to assemble than expected, and many problems along the way could be solved with patience and creative solutions.