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Got some nice tones in this cylinder pinhole.
Harman direct positive paper rated iso 3 exposed for highlights (60secs f200) developed in paper chemical 1:40 for 6minutes 20degc
HMAS PARRAMATTA (D55).
With a displacement of 750 tons, HMAS Parramatta had an overall length of 246 feet (75 m), and a beam of 24 feet 3.75 inches (7.4105 m).
HMAS Parramatta was paid off from service on 20 April 1928 and handed over to the Cockatoo Island Dockyard for dismantling.
On 2 February 1934, Parramatta and Swan were being towed down the Hawkesbury River for final breaking in Sydney, when gale conditions caused both hulls to break their tows; Swan foundered and sank, while Parramatta ran aground in mangroves opposite Milson Island.
In 1973, the bow and stern sections of Parramatta were salvaged, with the stern established as a memorial on the south bank of the Parramatta River in Parramatta, New South Wales, and the bow later placed outside the Royal Australian Navy Heritage Centre, at the northern tip of the naval base at Garden Island, New South Wales, Australia.
Date Taken: March 12, 2017
Basic Details:
Operator: Phil. Touristers, Inc.
Fleet Number: 568
Classification: Air-Conditioned City Operation Bus
Seating Configuration: 2x2 & Side-Facing Seats
Seating Capacity: 47 Passengers
Body:
Coachbuilder: Sta. Rosa Motor Works, Inc.
Body Model: Sta. Rosa DaewooBus BS120S
Chassis:
Chassis Model: Daewoo BS120S
Layout: Rear-Longitudinally-Mounted Engine Rear-Wheel Drive
Suspension: Air-Suspension
Engine:
Engine Model: Doosan DL08K
Cylinder Displacement: 7.6 Liters
Cylinder Configuration: Straight-6
Engine Aspiration: Turbo-Intercooler
Max. Power Output: 305 hp @ 2,200 rpm
Peak Torque Output: 1,423 N.m @ 1,200 rpm
Transmission:
Type: Automatic Transmission
Gears: 6-Speed Forward, 1-Speed Reverse
* Some parts of the specifications may be subjected for verification and may be changed without prior notice...
Our Official Facebook Fan Page: Philippine Bus Enthusiasts Society (PhilBES)
My little 6 pound puppy Ozzie, kicked out Scout my 70lb 14-1/2 yr old lab out of her bed. I guess we've figured out who is king of the castle.
Love how the seagull isn't fazed at all by the large bear's activity right close to him. He knows there's a meal waiting for him, LOL
RNLB Lucy Lavers (ON 832) is a Liverpool class single engine lifeboat which was also equipped with a sail, as was favoured by the RNLI for all single engine Liverpool class lifeboat. To stabiliser the lifeboat when under sail she was also fitted with a drop keel. The installed engine was a 35 hp Weyburn petrol engine. She was built for the RNLI by Groves and Gutteridge at Cowes, Isle of Wight, being laid down in 1939 and finished in 1940. The lifeboat is 35 ft. 6in. long and has a beam of 10 ft. 3in. and a draft of only 2 ft. 3.5in. She has a displacement of 6 tons. With a light double diagonal mahogany hull and shallow draft, Lucy Lavers was designed for carriage launching and was well-suited for working in shallow waters, close to beaches.
Lucy Lavers arrived in Aldeburgh in 1940 and was almost immediately commandeered, along with Aldeburgh's 41ft. Watson class No.1 lifeboat RNLB Abdy Beauclerk (ON 751) by the Royal Navy. Both boats were summoned to Ramsgate and arrived at the port on 31st. May. Along with 18 other RNLI lifeboats and 700 private vessels, Lucy Lavers was needed for Operation Dynamo, the evacuation of the British Expeditionary Force and the French Army from Dunkirk.
Records show that she was towed to Dunkirk on 2nd. June by the Golden Sunbeam, Lucy Lavers was the only single- screw Liverpool type lifeboat to take part in the evacuation. More details survive about the experiences of other lifeboats at Dunkirk, and these go some way to explaining what would have happened to Lucy Lavers. Most of the lifeboats were requisitioned by the Royal Navy, with the exception of those which sailed direct from Ramsgate and Margate. There was clearly some appreciation for the qualities of the lifeboats, one Naval Officer remarked “I took the Great Yarmouth and Gorleston lifeboat across to Dunkirk on two nights. Her performance was a revelation and a delight.” Former coxswain of 27 years at Wells-next-the-Sea David Cox remembers Lucy Lavers well, she served as relief boat for east coast stations when she retired from Aldeburgh.
‘I was always told Lucy never went on the beach because, if she had, they’d have had trouble trying to get her off, consequently, she went alongside the big mole (breakwater) with all these troops on. She’d take them off the mole and out to the destroyers. She did a good job.’
Returning to Aldeburgh the station records show that during the rest of the Second World War, Lucy Lavers along with Abdy Beauclerk were called out on many occasions. Most of these 'shouts' were in response to reports of aircraft crashed into the sea. Both Lifeboats spent long hours searching exhaustively for survivors but on most occasions all they found was wreckage or patches of oil. The lifeboats at Aldeburgh were responsible for saving a total of 107 lives during the war period.
The Lucy Lavers served at Aldeburgh for 19 years, during which she and her crew undertook 30 operations which saved 7 lives. During her service in the RNLI’s reserve fleet at Wells-next-the-Sea, Sheringham, and Rhyl, she undertook a further 52 missions, saving 37 lives.
In 1968 she was finally sold by the RNLI and began a career as a pilot boat in the port of Saint Helier, Jersey. She was also renamed L’esperance and eventually became a private fishing boat. In 1986 the lifeboat was given a new role when she was bought by The Dive and Ski club of St. Helier. During this period she spend most of her time around the island of Sark. In 1997 she was finally retired and her engine canopy and some of her remaining fixtures and fittings were stripped out and used in the restoration of Howard D (ON 797), an ex-Saint Helier lifeboat.
As of 2000, Lucy Lavers whereabouts were unknown but following some keen detective work by two lifeboat enthusiasts David Hewitt and Graeme Peart from Norfolk, who had been looking for the Lucy Lavers for some time, she was found in 2006 at Husband's Yard, Marchwood, near Southampton.
Apon visiting the boatyard David and Graeme found Husband’s Yard was no longer in existence, it seemed likely that Lucy Lavers had been scrapped, or burned on site, when the yard closed. A couple of years later David noticed in the Lifeboat Enthusiasts' Society handbook that this may not have been the end of her story after all. The Dunkirk Little Ships Association had managed to grab hold of her right at the last minute before she was burned!' he says. 'They said she’d been allocated to a boat-building college down on the south coast somewhere. Another year went by and we got an email asking if we’d like to have her. So we bought her for £1.
Lucy Lavers was taken to Rescue Wooden Boats at Stiffkey, Norfolk in 2013. Having been stripped back to little more than a bare hull, the majority of her original mahogany hull remains. Lovingly and expertly restored over the next 2 to 3 years, Lucy Lavers now resides in Wells-next-the-Sea, Norfolk looking better than ever. She is listed on the National Register of Historic Vessels by National Historic Ships, her certificate number is 2206.
In early May 2015 Lucy Lavers left Wells-next-the-Sea, Norfolk, calling at Lowestoft, Southwold, Aldeburgh, Levington, Harwich and finally Ramsgate. Here she joined the flotilla of other 'Dunkirk Little Ships, and crossed the Channel to Dunkirk in convoy with them to mark the 75th. anniversary of Operation Dynamo.
Class: Liverpool class
Type: Motor lifeboat
Official Number: ON 832
Length: 35 ft. 6 in. (10.82 m) overall
Beam: 10 ft. 3 in. (3.12 m)
Draught: 2 ft. 3.5 in. (0.699 m)
Depth: 4 ft. 4 in. (1.32 m)
Tonnage: Displacement of 6 tons 10cwt
Installed power: 35hp Weyburn petrol engine
Speed:7.42 knots (8.5 mph - 13.74 km/h)
Notes: Fitted with mast and carried two oars
Laid down: 1939
Acquired: 1940
Builder: Groves & Gutteridge, Cowes, Isle of Wight
In service: 1940 to 1968
Station : Aldeburgh No. 2
Stations - relief: Wells-next-the-Sea, Sheringham and Rhyl
Other name: L'Esperance, pilot boat in the Channel Island port of St. Helier, Jersey.
Ship Specifications:
Displacement - 101,400 long tons
Length - Waterline: 1,040 feet, Overall: 1,092 feet
Beam - Waterline: 134 feet, Overall: 252 feet
Draft - 37 feet
Propulsion - Two Westinghouse A4W nuclear reactors, 4 steam turbines, 4 screws, 2 rudders
Performance - 30+ knots
Range - unlimited, nuclear fuel service life of 20-25 years
Armor - classified
Armament - 2 Evolved Sea Sparrow launchers, 2 Rolling Airframe launchers, 2 Phalanx CIWS
Aviation Facilities - 4 steam catapults, 4 lifts, 3 arresting cables
Aircraft - Up to 90 fixed wing aircraft and helicopters (SH-60s, F/A-18 Es and Fs, F-35Cs, E-2s, C-2s, EA-18Gs, CMV-22Bs)
Compliment - Ship’s Company: 3,532, Air Wing: 2,480
Model Specifications
Scale - 1/240
Pieces - 7,805
Dimensions - Inches: 54.8 x 16.3 x 13.0, Centimeters - 139.1 x 41.4 x 33.0
Weight - 26.3 lbs, 11.93 kg
Features - all 4 aviation lifts raise and lower, all 8 hangar shutters slide open and shut, cats’ 1,2, and 4 jet blast shields raise and lower, the deck can be removed to access the fully detailed hangar
A white-tailed eagle (dansk: havørn) being chased by some hooded crows. Seen on Kalvebod Fælled, just south of Copenhagen against the backdrop of the Avedøre power station.
Ship Specifications:
Displacement - 101,400 long tons
Length - Waterline: 1,040 feet, Overall: 1,092 feet
Beam - Waterline: 134 feet, Overall: 252 feet
Draft - 37 feet
Propulsion - Two Westinghouse A4W nuclear reactors, 4 steam turbines, 4 screws, 2 rudders
Performance - 30+ knots
Range - unlimited, nuclear fuel service life of 20-25 years
Armor - classified
Armament - 2 Evolved Sea Sparrow launchers, 2 Rolling Airframe launchers, 2 Phalanx CIWS
Aviation Facilities - 4 steam catapults, 4 lifts, 3 arresting cables
Aircraft - Up to 90 fixed wing aircraft and helicopters (SH-60s, F/A-18 Es and Fs, F-35Cs, E-2s, C-2s, EA-18Gs, CMV-22Bs)
Compliment - Ship’s Company: 3,532, Air Wing: 2,480
Model Specifications
Scale - 1/240
Pieces - 7,805
Dimensions - Inches: 54.8 x 16.3 x 13.0, Centimeters - 139.1 x 41.4 x 33.0
Weight - 26.3 lbs, 11.93 kg
Features - all 4 aviation lifts raise and lower, all 8 hangar shutters slide open and shut, cats’ 1,2, and 4 jet blast shields raise and lower, the deck can be removed to access the fully detailed hangar
From Wikipedia, the free encyclopedia
History
Nazi Germany
Name: Admiral Graf Spee
Namesake: Maximilian von Spee
Builder: Reichsmarinewerft, Wilhelmshaven
Laid down: 1 October 1932
Launched: 30 June 1934
Commissioned: 6 January 1936
Fate: Scuttled, 17 December 1939
General characteristics
Class and type: Deutschland-class cruiser
Displacement:
14,890 t (14,650 long tons; 16,410 short tons) (design)
16,020 long tons (16,280 t) (full load)
Length: 186 m (610 ft 3 in)
Beam: 21.65 m (71 ft 0 in)
Draft: 7.34 m (24 ft 1 in)
Installed power: 52,050 bhp (38,810 kW)
Propulsion: 2 propellers; 8 × diesel engines
Speed: 28.5 knots (52.8 km/h; 32.8 mph)
Range: 16,300 nautical miles (30,200 km; 18,800 mi) at 18.69 knots (34.61 km/h; 21.51 mph)
Complement:
As built:
33 officers
586 enlisted
After 1935:
30 officers
921–1,040 enlisted
Sensors and
processing systems:
1939:
FMG 39 G(gO)
Armament:
As built:
6 × 28 cm (11 in) in triple turrets
8 × 15 cm (5.9 in) in single turrets
8 × 53.3 cm (21.0 in) torpedo tubes
Armor:
Main turrets: 140 mm (5.5 in)
Belt: 80 mm (3.1 in)
Main deck: 17–45 mm (0.67–1.77 in)
Aircraft carried: 2 × Arado Ar 196 floatplanes
Aviation facilities: 1 × catapult
Admiral Graf Spee was a Deutschland-class "Panzerschiff" (armored ship), nicknamed a "pocket battleship" by the British, which served with the Kriegsmarine of Nazi Germany during World War II. The two sister-ships of her class, Deutschland and Admiral Scheer, were reclassified as heavy cruisers in 1940. The vessel was named after Admiral Maximilian von Spee, commander of the East Asia Squadron that fought the battles of Coronel and the Falkland Islands, where he was killed in action, in World War I. She was laid down at the Reichsmarinewerft shipyard in Wilhelmshaven in October 1932 and completed by January 1936. The ship was nominally under the 10,000 long tons (10,000 t) limitation on warship size imposed by the Treaty of Versailles, though with a full load displacement of 16,020 long tons (16,280 t), she significantly exceeded it. Armed with six 28 cm (11 in) guns in two triple gun turrets, Admiral Graf Spee and her sisters were designed to outgun any cruiser fast enough to catch them. Their top speed of 28 knots (52 km/h; 32 mph) left only the few battlecruisers in the Anglo-French navies fast enough and powerful enough to sink them.[1]
The ship conducted five non-intervention patrols during the Spanish Civil War in 1936–1938, and participated in the Coronation Review of King George VI in May 1937. Admiral Graf Spee was deployed to the South Atlantic in the weeks before the outbreak of World War II, to be positioned in merchant sea lanes once war was declared. Between September and December 1939, the ship sank nine ships totaling 50,089 gross register tons (GRT), before being confronted by three British cruisers at the Battle of the River Plate on 13 December. Admiral Graf Spee inflicted heavy damage on the British ships, but she too was damaged, and was forced to put into port at Montevideo. Convinced by false reports of superior British naval forces approaching his ship, Hans Langsdorff, the commander of the ship, ordered the vessel to be scuttled. The ship was partially broken up in situ, though part of the ship remains visible above the surface of the water.
Design
Admiral Graf Spee was 186 meters (610 ft) long overall and had a beam of 21.65 m (71.0 ft) and a maximum draft of 7.34 m (24.1 ft). The ship had a design displacement of 14,890 t (14,650 long tons; 16,410 short tons) and a full load displacement of 16,020 long tons (16,280 t),[2] though the ship was officially stated to be within the 10,000 long tons (10,000 t) limit of the Treaty of Versailles.[3] Admiral Graf Spee was powered by four sets of MAN 9-cylinder double-acting two-stroke diesel engines.[2] The ship's top speed was 28.5 knots (52.8 km/h; 32.8 mph), at 54,000 shaft horsepower (40,000 kW). At a cruising speed of 18.69 knots (34.61 km/h; 21.51 mph), the ship had a range of 16,300 nautical miles (30,200 km; 18,800 mi).[4] As designed, her standard complement consisted of 33 officers and 586 enlisted men, though after 1935 this was significantly increased to 30 officers and 921–1,040 sailors.[2]
Admiral Graf Spee's primary armament was six 28 cm (11.0 in) SK C/28 guns mounted in two triple gun turrets, one forward and one aft of the superstructure. The ship carried a secondary battery of eight 15 cm (5.9 in) SK C/28 guns in single turrets grouped amidships. Her anti-aircraft battery originally consisted of three 8.8 cm (3.5 in) L/45 guns, though in 1935 these were replaced with six 8.8 cm L/78 guns. In 1938, the 8.8 cm guns were removed, and six 10.5 cm (4.1 in) L/65 guns, four 3.7 cm (1.5 in) guns, and ten 2 cm (0.79 in) guns were installed in their place.[2] The ship also carried a pair of quadruple 53.3 cm (21.0 in) deck-mounted torpedo launchers placed on her stern. The ship was equipped with two Arado Ar 196 seaplanes and one catapult. Admiral Graf Spee's armored belt was 60 to 80 mm (2.4 to 3.1 in) thick; her upper deck was 17 mm (0.67 in) thick while the main armored deck was 17 to 45 mm (0.67 to 1.77 in) thick. The main battery turrets had 140 mm (5.5 in) thick faces and 80 mm thick sides.[2] Radar consisted of a FMG G(gO) "Seetakt" set;[5][a] Admiral Graf Spee was the first German warship to be equipped with radar equipment.[6]
Service history
Admiral Graf Spee was ordered by the Reichsmarine from the Reichsmarinewerft shipyard in Wilhelmshaven.[2] Ordered as Ersatz Braunschweig, Admiral Graf Spee replaced the reserve battleship Braunschweig. Her keel was laid on 1 October 1932,[7] under construction number 125.[2] The ship was launched on 30 June 1934; at her launching, she was christened by the daughter of Admiral Maximilian von Spee, the ship's namesake.[8] She was completed slightly over a year and a half later on 6 January 1936, the day she was commissioned into the German fleet.[9]
Admiral Graf Spee spent the first three months of her career conducting extensive sea trials to ready the ship for service. The ship's first commander was Kapitän zur See (KzS) Conrad Patzig; he was replaced in 1937 by KzS Walter Warzecha.[8] After joining the fleet, Admiral Graf Spee became the flagship of the German Navy.[10] In the summer of 1936, following the outbreak of the Spanish Civil War, she deployed to the Atlantic to participate in non-intervention patrols off the Republican-held coast of Spain. Between August 1936 and May 1937, the ship conducted three patrols off Spain.[11] On the return voyage from Spain, Admiral Graf Spee stopped in Great Britain to represent Germany in the Coronation Review at Spithead for King George VI on 20 May.[10]
After the conclusion of the Review, Admiral Graf Spee returned to Spain for a fourth non-intervention patrol. Following fleet manoeuvres and a brief visit to Sweden, the ship conducted a fifth and final patrol in February 1938.[11] In 1938, KzS Hans Langsdorff took command of the vessel;[8] she conducted a series of goodwill visits to various foreign ports throughout the year.[11] These included cruises into the Atlantic, where she stopped in Tangier and Vigo.[12] She also participated in extensive fleet manoeuvres in German waters. She was part of the celebrations for the reintegration of the port of Memel into Germany,[11] and a fleet review in honour of Admiral Miklós Horthy, the Regent of Hungary. Between 18 April and 17 May 1939, she conducted another cruise into the Atlantic, stopping in the ports of Ceuta and Lisbon.[12] On 21 August 1939, Admiral Graf Spee departed Wilhelmshaven, bound for the South Atlantic.[10]
World War II
Following the outbreak of war between Germany and the Allies in September 1939, Adolf Hitler ordered the German Navy to begin commerce raiding against Allied merchant traffic. Hitler nevertheless delayed issuing the order until it became clear that Britain would not countenance a peace treaty following the conquest of Poland. The Admiral Graf Spee was instructed to strictly adhere to prize rules, which required raiders to stop and search ships for contraband before sinking them, and to ensure that their crews are safely evacuated. Langsdorff was ordered to avoid combat, even with inferior opponents, and to frequently change position.[13] On 1 September, the cruiser rendezvoused with her supply ship Altmark southwest of the Canary Islands. While replenishing his fuel supplies, Langsdorff ordered superfluous equipment transferred to the Altmark; this included several of the ship's boats, flammable paint, and two of her ten 2 cm anti-aircraft guns, which were installed on the tanker.[14]
On 11 September, while still transferring supplies from Altmark, Admiral Graf Spee's Arado floatplane spotted the British heavy cruiser HMS Cumberland approaching the two German ships. Langsdorff ordered both vessels to depart at high speed, successfully evading the British cruiser.[14] On 26 September, the ship finally received orders authorizing attacks on Allied merchant shipping. Four days later Admiral Graf Spee's Arado located Booth Steam Ship Co's cargo ship Clement off the coast of Brazil. The cargo ship transmitted an "RRR" signal ("I am under attack by a raider") before the cruiser ordered her to stop. Admiral Graf Spee took Clement's captain and chief engineer prisoner but let the rest of her crew to abandon ship in the lifeboats.[15] The cruiser then fired 30 rounds from her 28 cm and 15 cm guns and two torpedoes at the cargo ship, which broke up and sank.[16] Langsdorff ordered a distress signal sent to the naval station in Pernambuco to ensure the rescue of the ship's crew. The British Admiralty immediately issued a warning to merchant shipping that a German surface raider was in the area.[17] The British crew later reached the Brazilian coast in their lifeboats.[15]
On 5 October, the British and French navies formed eight groups to hunt down Admiral Graf Spee in the South Atlantic. The British aircraft carriers HMS Hermes, Eagle, and Ark Royal, the French aircraft carrier Béarn, the British battlecruiser Renown, and French battleships Dunkerque and Strasbourg, and 16 cruisers were committed to the hunt.[18] Force G, commanded by Commodore Henry Harwood and assigned to the east coast of South America, comprised the cruisers Cumberland and Exeter. Force G was reinforced by the light cruisers Ajax and Achilles; Harwood detached Cumberland to patrol the area off the Falkland Islands while his other three cruisers patrolled off the River Plate.[19]
On the same day as the formation of the Anglo-French hunter groups, Admiral Graf Spee captured the steamer Newton Beech. Two days later, she encountered and sank the merchant ship Ashlea. On 8 October, the following day, she sank Newton Beech,[20] which Langsdorff had been using to house prisoners.[21] Newton Beech was too slow to keep up with Admiral Graf Spee, and so the prisoners were transferred to the cruiser. On 10 October, she captured the steamer Huntsman, the captain of which had not sent a distress signal until the last minute, as he had mistakenly identified Admiral Graf Spee as a French warship. Unable to accommodate the crew from Huntsman, Admiral Graf Spee sent the ship to a rendezvous location with a prize crew. On 15 October, Admiral Graf Spee rendezvoused with Altmark to refuel and transfer prisoners; the following morning, the prize Huntsman joined the two ships. The prisoners aboard Huntsman were transferred to Altmark and Langsdorff then sank Huntsman on the night of 17 October.[22]
Admiral Graf Spee before the war
On 22 October, Admiral Graf Spee encountered and sank the steamer Trevanion.[23] At the end of October, Langsdorff sailed his ship into the Indian Ocean south of Madagascar. The purpose of that foray was to divert Allied warships away from the South Atlantic, and to confuse the Allies about his intentions. By this time, Admiral Graf Spee had cruised for almost 30,000 nautical miles (56,000 km; 35,000 mi) and needed an engine overhaul.[24] On 15 November, the ship sank the tanker Africa Shell, and the following day, she stopped an unidentified Dutch steamer, though did not sink her. Admiral Graf Spee returned to the Atlantic between 17 and 26 November to refuel from Altmark.[25] While replenishing supplies, the crew of Admiral Graf Spee built a dummy gun turret on her bridge and erected a dummy second funnel behind the aircraft catapult to alter her silhouette significantly in a bid to confuse allied shipping as to her true identity.[26]
Admiral Graf Spee's Arado floatplane located the merchant ship Doric Star: Langsdorff fired a shot across her bow to stop the ship.[27] Doric Star was able to send out a distress signal before she was sunk, which prompted Harwood to take his three cruisers to the mouth of the River Plate, which he estimated would be Langsdorff's next target. On the night of 5 December, Admiral Graf Spee sank the steamer Tairoa. The next day, she met with Altmark and transferred 140 prisoners from Doric Star and Tairoa. Admiral Graf Spee encountered her last victim on the evening of 7 December: the freighter Streonshalh. The prize crew recovered secret documents containing shipping route information.[28] Based on that information, Langsdorff decided to head for the seas off Montevideo. On 12 December, the ship's Arado 196 broke down and could not be repaired, depriving Graf Spee of her aerial reconnaissance.[29] The ship's disguise was removed, so it would not hinder the ship in battle.[30]
Battle of the River Plate
At 05:30 on the morning of 13 December 1939, lookouts spotted a pair of masts off the ship's starboard bow. Langsdorff assumed this to be the escort for a convoy mentioned in the documents recovered from Tairoa. At 05:52, however, the ship was identified as HMS Exeter; she was accompanied by a pair of smaller warships, initially thought to be destroyers but quickly identified as Leander-class cruisers. Langsdorff decided not to flee from the British ships, and so ordered his ship to battle stations and to close at maximum speed.[30] At 06:08, the British spotted Admiral Graf Spee; Commodore Harwood divided his forces up to split the fire of Admiral Graf Spee's 28 cm guns.[31] The German ship opened fire with her main battery at Exeter and her secondary guns at the flagship Ajax at 06:17. At 06:20, Exeter returned fire, followed by Ajax at 06:21 and Achilles at 06:24. In the span of thirty minutes, Admiral Graf Spee had hit Exeter three times, disabling her two forward turrets, destroying her bridge and her aircraft catapult, and starting major fires. Ajax and Achilles moved closer to Admiral Graf Spee to relieve the pressure on Exeter.[32]
Langsdorff thought the two light cruisers were making a torpedo attack, and turned away under a smokescreen.[32] The respite allowed Exeter to withdraw from the action; by now, only one of her gun turrets was still in action, and she had suffered 61 dead and 23 wounded crew members.[31] At around 07:00, Exeter returned to the engagement, firing from her stern turret. Admiral Graf Spee fired on her again, scored more hits, and forced Exeter to withdraw again, this time with a list to port. At 07:25, Admiral Graf Spee scored a hit on Ajax that disabled her aft turrets.[32] Both sides broke off the action, Admiral Graf Spee retreating into the River Plate estuary, while Harwood's battered cruisers remained outside to observe any possible breakout attempts. In the course of the engagement, Admiral Graf Spee had been hit approximately 70 times; 36 men were killed and 60 more were wounded,[33] including Langsdorff, who had been wounded twice by splinters while standing on the open bridge.[32]
Scuttling
As a result of battle damage and casualties, Langsdorff decided to put into Montevideo, where repairs could be effected and the wounded men could be evacuated from the ship.[33] Most of the hits scored by the British cruisers caused only minor structural and superficial damage but the oil purification plant, which was required to prepare the diesel fuel for the engines, was destroyed. Her desalination plant and galley were also destroyed, which would have increased the difficulty of a return to Germany. A hit in the bow would also have negatively affected her seaworthiness in the heavy seas of the North Atlantic. Admiral Graf Spee had fired much of her ammunition in the engagement with Harwood's cruisers.[34]
After arriving in port, the wounded crewmen were taken to local hospitals and the dead were buried with full military honours. Captive Allied seamen still aboard the ship were released. Repairs necessary to make the ship seaworthy were expected to take up to two weeks.[35] British naval intelligence worked to convince Langsdorff that vastly superior forces were concentrating to destroy his ship, if he attempted to break out of the harbour. The Admiralty broadcast a series of signals, on frequencies known to be intercepted by German intelligence. The closest heavy units—the carrier Ark Royal and battlecruiser Renown—were some 2,500 nmi (4,600 km; 2,900 mi) away, much too far to intervene in the situation. Believing the British reports, Langsdorff discussed his options with commanders in Berlin. These were either to break out and seek refuge in Buenos Aires, where the Argentine government would intern the ship, or to scuttle the ship in the Plate estuary.[33]
Langsdorff was unwilling to risk the lives of his crew, so he decided to scuttle the ship. He knew that although Uruguay was neutral, the government was on friendly terms with Britain and if he allowed his ship to be interned, the Uruguayan Navy would allow British intelligence officers access to the ship.[34] Under Article 17 of the Hague Convention, neutrality restrictions limited Admiral Graf Spee to a period of 72 hours for repairs in Montevideo, before she would be interned for the duration of the war.[36][37] On 17 December 1939, Langsdorff ordered the destruction of all important equipment aboard the ship. The ship's remaining ammunition supply was dispersed throughout the ship, in preparation for scuttling. On 18 December, the ship, with only Langsdorff and 40 other men aboard, moved into the outer roadstead to be scuttled.[38] A crowd of 20,000 watched as the scuttling charges were set; the crew was taken off by an Argentine tug and the ship was scuttled at 20:55.[37][39] The multiple explosions from the munitions sent jets of flame high into the air and created a large cloud of smoke that obscured the ship which burned in the shallow water for the next two days.[38]
On 20 December, in his room in a Buenos Aires hotel, Langsdorff shot himself in full dress uniform and lying on the ship's battle ensign.[38] In late January 1940, the neutral American cruiser USS Helena arrived in Montevideo and the crew was permitted to visit the wreck of Admiral Graf Spee. The Americans met the German crewmen, who were still in Montevideo.[37] In the aftermath of the scuttling, the ship's crew were taken to Argentina, where they were interned for the remainder of the war.[38]
Wreck
The wreck was partially broken up in situ in 1942–1943, though parts of the ship are still visible; the wreck lies at a depth of only 11 m (36 ft).[9] The salvage rights were purchased from the German Government by the British, for £14,000, using a Montevideo engineering company as a front. The British had been surprised by the accuracy of the shooting and expected to find a radar range finder and were not disappointed. They used the knowledge thus acquired to try to develop countermeasures, under the leadership of Fred Hoyle at the British radar project. The Admiralty complained about the large sum paid for the salvage rights.[40]
In February 2004, a salvage team began work raising the wreck of Admiral Graf Spee. The operation was in part being funded by the government of Uruguay, in part by the private sector as the wreck was a hazard to navigation. The first major section—a 27 metric tons (27 long tons; 30 short tons) gunnery range-finding telemeter—was raised on 25 February.[41] On 10 February 2006, the 2 m (6 ft 7 in), 400 kg eagle and swastika crest of Admiral Graf Spee was recovered from the stern of the ship;[42] it was stored in a Uruguayan naval warehouse following German complaints about exhibiting "Nazi paraphernalia".[43]
Handmade collage. 16 x 29 cm.
'This is My Country' a Photo book by Ingetje Tadros a book about the Discrimination against and displacement of Aboriginal Communities of Western Australia. Pls contribute to my Crowdfunding Campaign at Indiegogo www.indiegogo.com/projects/this-is-my-country-a-photobook... Pls contribute today and listen to the video which is less than 3 min.
The Book
This Is My Country will be a hard cover book of 112 pages with 70 black and white photographs and an introduction by aboriginal writer and film maker mitch torres. It will be printed in a hardbound edition on 170 gsm paper at Ofset Yapimevi in Istanbul where all of FotoEvidence's high quality books are produced.
By backing This Is My Country you will be part of creating an enduring document about the struggle for justice of Australia's First People and supporting Aboriginal communities as they fight displacement.
"Suicides have increased and many are homeless as others had no option but to move in with family members as not enough new houses where provided." In 2011, all families living at Oombulgurri were evicted from their homes after the government of Western Australia deemed the community "unviable". The Government of Western Australia has flattened the Aboriginal homelands community of Oombulgurri in 2014.
Although many refused to leave, Western Australia's Government closed the health clinic, school, police station, shop, and shut off the town’s power and water. The last residents from Oombulgurri were relocated to Wyndham, the northernmost town in the Kimberley region. (I hired a boat in Wyndham and took five people back. It was a very emotional trip for .L-R) Lorraine, Tony and Geraldine here they are walking the last 6 km's to their homeland. They had not been there since it was bulldozed down...
Oombulgurri’s residents and traditional owners have been fighting to return ever since.
©Ingetje Tadros, Oombulgurri, Western Australia
Displacement:2,307 metric tons light, 3,104 metric tons full, 797 metric tons deadweight
Length:127.4 m (418 ft)
Beam:31.6 m (104 ft)
Draft:14 ft (4.27 m)
Propulsion:2× General Electric LM2500 gas turbines
4 × waterjets, retractable Azimuth thruster
4 × diesel generators
Speed:40+ knots, 47 knots (54 mph; 87 km/h) sprint
Range:4,300 nmi (8,000 km; 4,900 mi) at 20 knots (37 km/h; 23 mph)
Capacity:210 tonnes
Complement:40 core crew (8 officers, 32 enlisted) plus up to 35 mission crew
Sensors and
processing systems:
Sea Giraffe 3D Surface/Air RADAR
Bridgemaster-E Navigational RADAR
AN/KAX-2 EO/IR sensor for GFC
Electronic warfare & decoys:
EDO ES-3601 ESM
4 × SRBOC rapid bloom chaff launchers
Armament:
BAE Systems Mk 110 57 mm gun
4 × .50-cal guns (2 aft, 2 forward)
Evolved SeaRAM 11 cell missile launcher
Mission modules
Aircraft carried:2 × MH-60R/S Seahawks
MQ-8 Fire Scout
USS Coronado is the 3rd ship to be named for the city of Coronado. Shortly after being commissioned, the ship was used to test the 30mm gun mission module designed for the LCS class ships.
The class was originally supposed to be fitted out with the AGM-176 Griffin missile system, but that idea has been scrapped because the Griffin requires continuous laser painting of the target, and that would limit the number of targets that can be engaged. Instead, the new plan is to use vertically launched AGM-114L Hellfire Longbow missiles. The Longbow can integrate with the installed Sea Giraffe radar. Live fire tests of the Hellfire from the ship are scheduled for some time in 2014.
Abstraction employing layered filters from Enjoyphoto, Superphoto and editing apps installed on my cameraphone.
Displacement - the act of being displaced to some amount, i.e., the anhinga was 100% displaced by the cormorant.
Just a bit of fun this morning to brighten the outlook of doing something I won't enjoy. Okay... I didn't enjoy the morning but I did get results that have made life much better.
Wasserverdrängung.
-
Beste Ansicht in der Originalgrösse/best view in large size.
-
(explore).
Ich danke meinen flickr Freunden / Thanks all my flickr friends.
PACCAR MX Engines
The PACCAR MX is a 12.9 liter displacement, in-line 6 cylinder design with 4 valves per cylinder. It features a low cam block design, which results in a compact lightweight block. The PACCAR MX offers 380 to 485 horsepower and peak torque at a stout 1,750 foot pounds for the multi torque 430hp.
PACCAR MX Engine Specification HP Torque (lb-ft)
Technical Specifications 380 1450
Displacement 12.9L 405 1450
Bore x Stroke (mm) 130x162 430 1550 / 1750
Governed Speed 2200 rpm 455 1650 B10
Design Life 1.0 M Miles 485 1650
Dry Weight 2,640 lbs.
Engine Displacement
There’s No Replacement for Displacement – Select the proper displacement
You need to understand that a customer coming out of an ISX15 equipped truck with a performance spec will have certain expectations about truck performance. Simply dropping a 13 liter block into the same application and same drivetrain can be a recipe for disappointment.
ISX15 (or any 15L) customers need to understand the differences in driving and operating of the PACCAR MX (or any other 13L). Vehicle startability and peak torque/horsepower capability are the two big differentiators between these products.
MHC Kenworth and MHC Truck Source https://mhc-trucks.com
Paccar Engines
Call 816-517-3333 or 816-912-5813
Email: sean.barnett@mhc.com
Startability
Torque at clutch engagement is a function of the engine family displacement. This applies all the way from the medium duty up through our heavy duty engines. The PACCAR MX offers up to 935 ft-lbs at clutch engagement for starting the load, while the ISX15 offers up to 1000 ft-lbs. This is the first feature which effects startability. Proper gearing and sufficient overall reduction in the drivetrain components can minimize the differences between blocks with different starting torque. More torque at engagement provides greater flexibility with large loads and steep grades. With appropriate transmission and rear axle gearing, vehicle launch events and driveability can be appropriately matched to customer expectations.
Keep in mind that maximum torque at clutch engagement represents the full fuel capability of the block. In normal driving, only a portion of this capability will typically be used to get a loaded vehicle started.
Peak Torque/Horsepower
Mechanical and thermal efficiency (load vs. power/displacement) becomes a consideration in high load cases (high GCW and /or steep grades). Peak horsepower determines how fast a truck can climb a particular grade. Peak torque (and the shape of the torque curve) determines the range of engine speeds where the truck can be operated without having to shift.
A larger displacement engine can produce equivalent mechanical output to a smaller displacement engine with less turbo boost, less pumping losses, and lower cylinder pressures. A smaller displacement block will be operating at a higher percentage of its maximum capability to produce the equivalent output for high demand applications as compared to the bigger displacement block. A larger block operating at a reduced power factor will typically be more durable and may potentially be more efficient in a high-demand application. Keep this in mind when interviewing your customer. Maximum approved GCW for the PACCAR MX engine is 140,000 lbs. for the reasons listed above.
In applications where continuous operation at high horsepower is not required (for example most 80,000 lbs. linehaul applications), a smaller displacement block can provide a lighter, less bulky power plant that may offer improved life-cycle costs in comparison to its large-displacement counterpart. It will provide plenty of torque and horsepower for typical road conditions, and will only be operating at peak torque or horsepower a small part of the time.
Select the right-sized block for the intended application. Heavier loads and extended operations on steep grades are more suitably served by a larger displacement engine.
Torque Curves
The PACCAR MX engine offers very desirable torque curves. The flat torque curves provide a wide operating RPM band for increased fuel economy and enhanced driveability. The PACCAR MX provides maximum available torque from 1100 RPM all the way up to the point of peak power output. Peak power output is then available from that point up to 1900 RPM, at which point both torque and horsepower fall off as the engine approaches governed RPM.
The wide RPM band where peak torque is available greatly enhances the driveability of the engine and allows the driver to pull the engine speed down as low as needed to minimize shifts.
MHC Kenworth and MHC Truck Source https://mhc-trucks.com
Paccar Engines
Call 816-517-3333 or 816-912-5813
Email: sean.barnett@mhc.com
Multi-Torque Engine Rating
The multi-torque rating offers additional torque while operating in the top gears of the transmission. This torque enhancement can allow the operator to hold a gear longer on a grade and avoid shifting, possibly to a less efficient operating point for the engine. The multi-torque engine works best on rolling hills (slight grades) where the driver can stay in the top two gears and utilize the extra torque.
The multi-torque rating is not recommended for most mountain routes. When the driver drops below the top two gears, torque drops to 1550 ft-lbs, which can force more shifts and longer times on the grade, potentially impacting fuel economy.
• The upper torque limit is only available in the top 2 gears.
• The higher torque limit is only available below 1350-1400 RPM.
• The goal is to encourage driving in the engine sweet spot.
Fuel Economy
There is not one single thing you can do to maximize your fuel economy, just as there is not one single thing you can do to guarantee success in the trucking business.
Fuel economy is the energy efficiency of a particular vehicle, and is given as a ratio of distance traveled per unit of fuel consumed
Every bit of energy produced or used by a truck comes from the fuel in the tank. The heat of the engine, the headlights, the A/C, the instrument lights are the result of converting diesel fuel into energy.
• Fuel Economy = Distance Traveled/Unit of fuel consumed (miles/gallon)
• Largest consumers of fuel: (top 3)
- Air Resistance
- Tire Rolling Resistance
- Engine / Powertrain
• Each MPH over 55 = approximately 1.6% MPG
• Extended Idling
- General Practice: 950 RPM compared to 650 RPM approximately 30% increase in fuel burned
- Winter Operations: Try to minimize idle time for heat during winter operation. With use of winter fuel, economy at idle is impacted more during cold weather.
• Fuel Type (winter vs. summer)
- Use of winter fuel can effect fuel economy approximately 3-10% vs. summer fuel.
Fuel Economy Performance
PACCAR MX provides maximum power with excellent fuel efficiency to optimize performance in virtually any application.
What is performance?
• The accomplishment of a given job measured against specific known standards of accuracy, completeness, cost and speed.
• Moving a load a longer distance in a given amount of time with the least amount of fuel consumed.
• Ability to start and maintain the load on a grade with a given drivetrain.
MHC Kenworth and MHC Truck Source https://mhc-trucks.com
Paccar Engines
Call 816-517-3333 or 816-912-5813
Email: sean.barnett@mhc.com
Following displacement from the Busway services 15211, YN15KHH has since been put onto local work with its sister vehicles, seen here covering for a P&R vehicle on the Orange route.
Displacement: 600 tons full load
Dimensions: 57 x 12 x 1.4 metres
Speed, Range: 8.5 knots, 600 miles at 10 kts.
Crew: 17 (1 officer)
Guns: 2 x 20mm; 2 x 12.7mm MG's
Radars: Decca 1226, navigation
Can carry 100 troops; 5 tanks.
From Wikipedia, the free encyclopedia
History
Name: Köln
Launched: 23 May 1928
Commissioned: January 1930
Fate: Sunk by American aircraft on 3 March 1945
General characteristics [a]
Class and type: Königsberg-class cruiser
Displacement: 7,700 long tons (7,800 t)
Length: 174 m (571 ft)
Beam: 15.3 m (50 ft)
Draft: 6.28 m (20.6 ft)
Propulsion: 3 shafts, two MAN 10-cylinder diesels, four geared turbines
Speed: 32 knots (59 km/h; 37 mph)
Range: 5,700 nmi (10,600 km; 6,600 mi) at 19 knots (35 km/h; 22 mph)
Complement:
21 officers
493 enlisted men
Armament:
9 × 15 cm SK C/25 guns
2 × 8.8 cm SK L/45 anti-aircraft guns
12 × 50 cm torpedoes
120 mines
Armor:
Belt: 50 mm (2.0 in)
Deck: 40 mm (1.6 in)
Conning tower: 100 mm (3.9 in)
Köln was a light cruiser, the third member of the Königsberg class that was operated between 1929 and March 1945, including service in World War II. She was operated by two German navies, the Reichsmarine and the Kriegsmarine. She had two sister ships, Königsberg and Karlsruhe. Köln was built by the Deutsche Werke shipyard in Kiel; she was laid down in August 1926, launched in May 1928, and commissioned into the Reichsmarine in January 1930. She was armed with a main battery of nine 15 cm SK C/25 guns in three triple turrets and had a top speed of 32 knots (59 km/h; 37 mph).
Like her sister ships, Köln served as a training ship for naval cadets in the 1930s, and joined the non-intervention patrols during the Spanish Civil War during the latter part of the decade. After the outbreak of World War II in September 1939, she conducted several operations in the North Sea, but did not encounter any British warships. She participated in the attack on Bergen during Operation Weserübung in April 1940, and she was the only member of her class to survive the operation. In 1942, she was modified to carry a Flettner Fl 282 helicopter experimentally. Later in 1942, she returned to Norway, but did not see significant action. She remained there until early 1945, when she returned to Germany; in March, she was sunk by American bombers in Wilhelmshaven. She remained on an even keel, with her gun turrets above water; this allowed her to provide gunfire support to defenders of the city until the end of the war in May 1945.
Characteristics
Line-drawing of Köln
Main article: Königsberg-class cruiser (1927)
Köln was 174 meters (571 ft) long overall and had a beam of 15.2 m (50 ft) and a maximum draft of 6.28 m (20.6 ft). She displaced 7,700 long tons (7,800 t) at full combat load. Her propulsion system consisted of four steam turbines and a pair of 10-cylinder four-stroke diesel engines. Steam for the turbines was provided by six Marine-type double-ended oil-fired boilers. The ship's propulsion system provided a top speed of 32 knots (59 km/h; 37 mph) and a range of approximately 5,700 nautical miles (10,600 km; 6,600 mi) at 19 knots (35 km/h; 22 mph). Köln had a crew of 21 officers and 493 enlisted men.[1]
The ship was armed with nine 15 cm SK C/25 guns mounted in three triple gun turrets. One was located forward, and two were placed in a superfiring pair aft. The rear gun turrets were offset to increase their arc of fire. They were supplied with 1,080 rounds of ammunition, for 120 shells per gun. The ship was also equipped with two 8.8 cm SK L/45 anti-aircraft guns in single mounts; they had 400 rounds of ammunition each. Köln also carried four triple torpedo tube mounts located amidships; they were supplied with twenty-four 50 cm (20 in) torpedoes. She was also capable of carrying 120 naval mines.[2] The ship was protected by an armored deck that was 40 mm (1.6 in) thick amidships and an armored belt that was 50 mm (2.0 in) thick. The conning tower had 100 mm (3.9 in) thick sides.[3]
Service history
Köln was ordered as "Cruiser D" under the contract name Ersatz Arcona, as a replacement for the old cruiser Arcona.[3] The keel for Köln was laid on 7 August 1926 at the Kriegsmarinewerft shipyard in Wilhelmshaven. She was launched on 23 May 1928, and commissioned into the Reichsmarine on 15 January 1930, the last member of her class to be completed.[4] She spent the year conducting sea trials and training in the Baltic Sea. In 1931, she was modified with dual 8.8 cm anti-aircraft guns to replace the original single mounts, the rear superstructure was enlarged, and a fire control system was installed aft.[5] Köln departed on a cruise into the Atlantic in early 1932 for more extensive sea trials. After returning to Germany, she took on her first crew of naval cadets for a world cruise, departing Germany in late 1932. The tour lasted a full year; she stopped in ports across the globe, including in the Atlantic, Pacific, and Indian Oceans, and the Mediterranean Sea.[6]
In 1935, the ship had an aircraft catapult installed, along with cranes to handle float planes. A pole mast was also installed on the rear side of the aft funnel.[5] Köln continued to serve as a training ship until early 1936, when she was transferred to fishery protection duty. Later that year, she joined the non-intervention patrols off Spain during the Spanish Civil War. After the German heavy cruiser Deutschland was attacked by Republican bombers in the so-called "Deutschland incident", Köln transported wounded crew members from Deutschland back to Germany. Köln conducted a further four patrols off Spain before returning to fishery protection in the North Sea in 1938. Late in the year, she went into drydock for a refit in Kiel.[6]
World War II
In March 1939, Köln participated in the annexation of Memel which Germany had demanded from Lithuania. Later in the year, she joined the battleship Gneisenau and the heavy cruisers Deutschland, Admiral Scheer, and Admiral Graf Spee for a major series of maneuvers in the Atlantic.[6] In the final days of August, Köln was stationed in the western Baltic to prevent Polish vessels from fleeing after the German invasion of Poland on 1 September; she was unsuccessful in this task. She thereafter joined her sister ships in laying a series of defensive minefields.[7]
Köln joined Gneisenau and nine destroyers for a sortie into the North Sea on 7–9 October. The goal was to draw units of the Royal Navy over a U-boat line and into range of the Luftwaffe, though it failed on both counts. The British launched an air attack consisting of 12 Wellington bombers, though it too failed to hit any of the German warships.[8] On 20–22 November, Köln and the cruiser Leipzig escorted the battleships Gneisenau and Scharnhorst on the first leg of their sortie into the North Atlantic. On the 22nd, Köln and Leipzig were detached to join an unsuccessful patrol for Allied merchant ships in the Skagerrak along with Deutschland and three torpedo boats.[9] The patrol lasted until 25 November, and failed to locate any Allied freighters.[10] On 13 December, Köln, Leipzig, and Nürnberg covered the return of several destroyers that had laid an offensive minefield off Newcastle.[11]
Köln took part in Operation Weserübung, the invasion of Norway, in April 1940. She was assigned Group 3, tasked with the assault on Bergen, along with her sister Königsberg.[12] She reached the harbor unscathed, but Königsberg was not so lucky; she was badly damaged by Norwegian coastal guns. Köln nevertheless supported the German infantry ashore with her main guns. After the port was secured, she returned to Germany, along with a pair of destroyers.[7] In late 1940, she went into drydock for further modifications. A degaussing coil was installed, along with a helicopter landing platform on top of turret "Bruno".[6] She thereafter served as a testbed for the Flettner Fl 282 helicopter, a task she performed until 1942.[13]
While still conducting experiments with the FI 282 in September 1941, Köln provided gunfire support to ground troops attacking Soviet positions on Dagö in the Gulf of Riga. She also bombarded Soviet positions on Ristna.[13] She joined the battleship Tirpitz, Admiral Scheer, Nürnberg, and several destroyers and torpedo boats formed the Baltic Fleet, which was intended to block any Soviet warships from fleeing the eastern Baltic. No Soviet vessels attempted to do so, however.[14] On 13 July, the Soviet submarine Shch-322 tried to attack Köln, but the cruiser's escorts forced the Soviet submarine to break off the attack.[15]
Köln sunk in Wilhelmshaven at the end of the war
Toward the end of 1941, she was transferred to the North Sea, and went into drydock for her last major modification.[13] This consisted of the installation of a FuMO 21 radar set on the forward command center roof.[6] In July 1942, Köln departed Germany to join the growing naval presence in Norway, though she saw no major action there.[13] On 13 September, she and the heavy cruisers Admiral Scheer and Admiral Hipper and two destroyers attempted to attack Convoy PQ 18. While en route from Narvik to Altenfjord, the flotilla was attacked by the British submarine HMS Tigris, but the torpedoes passed behind the German ships.[16] The convoy was instead attacked by U-boats and long-range bombers, which sank thirteen freighters.[17] She returned to Germany in January 1943, where she was decommissioned in Kiel on 17 February. She was sent to drydock in early 1944 for an overhaul to prepare her to return to combat duty; this was completed by 1 July. The cruiser served briefly as a training ship before escorting German merchant vessels in Norway.[13] While en route from Kristiansand on 7 July, the ship laid a defensive minefield in the Skagerrak. She and three destroyers laid another minefield on 14–15 July, before steaming to Trondheim.[18]
On the night of 13–14 December,[19] Köln was attacked by British bombers in Oslofjord; several near misses caused damage to her propulsion system that required repair in Germany.[13] She departed Norway on 23 January 1945 in company with Admiral Hipper and a destroyer, and arrived in Kiel on 8 February.[20] She then proceeded to Wilhelmshaven, where she was again attacked by Allied bombers repeatedly.[13] On 30 March, B-24 Liberators from the Eighth Air Force attacked the harbor;[21] Köln was hit and sank on an even keel. Since her guns remained above water, the ship was used as an artillery battery to defend the city from advancing Allied forces. She served in this capacity until the end of the war in May. She was partially dismantled in situ after the end of the war, and finally raised in 1956 for scrapping.[22]
Taken @ Araneta Center Cubao Bus Terminal Station, Cubao, Quezon City - May 14, 2011
ALPS THE BUS, INC.
Bus number: N737 a.k.a. "Larraine"
Classification: Airconditioned Provincial Operation Bus
Coachbuilder: Santarosa Philippines Motor Works, Incorporated
Chassis: Nissan Diesel SP215NSB
Model: SR Exfoh
Engine: Nissan Diesel FE6-C
Displacement: 422.494 cu. inches (6,925 cc / 6.9 Liters)
Cylinders: Inline-6
Aspiration: Turbocharged
Power Output: 202.19 bhp (205 PS - metric hp / 150.78 kW) @ 2,800 rpm
Torque Output: 433.63 lb.ft (588 N.m) @ 1,800 rpm
Transmission: 6-Speed Forward, 1-Speed Reverse
Layout: Front-Mounted Engine Rear-Wheel Drive
Airconditioning Unit: Overhead Unit
Suspension: Leaf Spring Suspension
Seating Configuration: 3x2
Seating Capacity: 63 Passengers
* Specifications are subjected for verification and may be changed without prior notice...
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.