Thai Police vessel 1011 photographed 26 August 2016 in Hua Hin Thailand. Sadly I cant find any details about her. She was one of a number of Thai Navy and police vessels stationed just off shore on guard duty during our stay
Mgarr harbour photographed late afternoon on 6 April 2017 during my day trip from Malta to explore the island.
A regular ferry service from Mgarr to Malta was first recorded in 1241. At that time Mgarr was a shallow harbour affording anchorage to small craft and quite exposed from the south west to the south east. It did not have a breakwater but only a small jetty used by passengers to board and descend from the boats and by the fishermen to unload their catches. The jetty is still there just below the Gleneagles bar where I had a beer and took this picture whilst waiting for my ferry to arrive. This bar, once a landmark of the harbour recognisable with its unique sloping roof, was originally the harbour's barrakka, a cabin for the shelter of passengers waiting for the passage boats. It was raised next to a still standing osteria, a tavern, by Grandmaster Antonio Manuel de Vilhena in 1732.
The problem of a more sheltered port was first taken under serious consideration in 1841. In April of that year, the Government began the construction of a small breakwater some hundred meters to the west of the existing jetty. During the following decades it was lengthened several times and it was last extended in 1906 although it still offered little shelter and could not be used by steamers.
The problem was finally tackled in the late 1920's and on the 23rd June 1929, the official launching of the first caisson for a proper breakwater took place. Construction went until 1935 although steamers were in 1932 able to berth alongside for the first time and to discharge passengers and cargo directly onto the quay that extended 137m into the sea.
In 1969, the Government authorised the extension of the existing 137m breakwater and the building of two modern breakwaters. The new facilities also included a ro-ro berth. The main south breakwater extends about 490m into the sea and from the north it extends 175m. This project enlarged the Mgarr Harbour to an area of over 121,400 square metres (30 acres).
In the early 1990's a small yacht marina was established .
The harbour has seen its share of tragedies. During the second World War, German planes destroyed the bar known as 'Il-Barraka'. The 'Royal Lady' ferry was also sunk in the harbour.
One of the worst tragedies occurred on 30th October 1948 when 23 men lost their lives in the channel between the two islands when the vessel they were travelling gave way to the turbulent sea and was overturned.
In 1957 one of the heaviest storms to hit the island resulted in the shipwreck of the Ferry 'Bancinu' which broke off from its moorings and was wrecked. The night-watchman trapped on the ship sadly drowned when caught below deck,
Mgarr now has a new Harbour Terminal which includes underground parking and new berthing facilities and there are also plans to offer berthing facility for Cruise Liners near the south breakwater. The number of passengers passing through Mgarr has increased from a few thousands a year in mid-1950s to over three million during the beginning of the twenty first century.
HTMS Pin Klao (413) photographed in Hua Hin Thailand on 1 August 2016.
She was originally built for the US Navy as the USS Hemminger (DE 746) a Cannon Class Escort Destroyer built during World War II. She was launched on 12 September 1943 by the Western Pipe & Steel Company in San Francisco, California and commissioned into the fleet on 30 May 1944.
She reached Pearl Harbour in August 1944 to train submarines, patrol between Pearl and Eniwetok and undertake hunter killer and anti-submarine operations.
In April 1945 she escorted a resupply convoy to Okinawa and during May and June 1945 she acted as a screen for a carrier group. In September 1945 she was detatched from the Pacific Fleet and undertook training operations out of Green Cove Florida before being put into reserve on 17 June 1946.Recomissioned on 1 December 1950 she undertook local operations along the US coastline with reserve training visits to Europe and South America.
She we decommissioned at New York Naval Shipyard on 21 February 1959 and then loaned to the Royal Thai Navy on 22 July 1959.
Displacement is 1,260t and she is 93m long with a 11.23m beam and 3.56m draft.
Propulsion =4 × GM Mod. 16-278A diesel engines with electric drive, 6,000 shp (4,474 kW), 2 screws.
Speed =21 knots and a range of 10,800 nm at 12 kn.
Complement = 15 officers and 201 enlisted.
Armament was originally
Pin Klao leads four other Royal Thai Naval Vessels during a training exercise
An assortment of fishing vessels photographed in Ban Phe, Thailand on 21 August 2015.
Ban Phe is about 126 miles South of Bangkok and is Rayong’s major fishing community and offers a wide range of fresh and preserved seafood.
We took a very slow tourist ferry from here to Ko Samet where we spent the day.
The ferry had two decks and initially I sat upstairs but even though the sea was calm the vessel wallowed at the slightest wave, seemed top heavy and about to capsize at any moment.
It didn't and at no time did the crew seems alarmed but I was glad to get back to dry land.
Padgate Station photographed on a cold 13 January 2017.
It is located close to the village of Padgate on the line between Warrington and Manchester.
It was built by the Cheshire Lines Railway Company to their traditional design and was opened on 1 September 1873, today it is unmanned although still in use.
Artemis photographed in Liverpool Docks on 24 October 2014.
She was built in Germany in 1984 by HusumerSchiffswert and is 67.82m long with a 15.6m beam and 6.44m maximum draft.
GT = 1,987, DWT = 2,250 & NT = 1,553.
Over the years she has had a number of names including Barra Supplier (until 1995), Olympic Supplier (until 2006), Norseman (until 2008) & Ocean Supplier (until 2013).
Maximum bollard pull is 157t
Maximum speed is 16.5 knots.
She has a 487m2 deck area that can accommodate 1130t of cargo.
REG - CY
IMO - 8321591
Call Sign - 5BVJ3
Off-Shore Supply Ship
Built -HusumerSchiffswert, DE
L 67.82m W 15.6m
GT - 1987
Year - 1984
Liverpool, 24 October 2014
HTC Alfa photographed in Liverpool. Its a real shame that the view of this particular dock is now obscured by the enormous steel beam which is now a permanent resident here.
She was built by Taizhou Sanfu Engineering Limited in 2013 as Yard Number sf110101 and is 189.99m long with a 32.19m beam and 12.81m draft.
GT = 32,967 & DWT = 56,601.
Hold capacity is 71,634m3.
She has a MAN B&W 6S50MC-C8 marine diesel engine (12,889bhp/ 9,480kW) giving a service speed of 14.2 knots.
MMSI – 538004711
REG - MH, Majuro
IMO - 9635614
Call Sign - V7YQ7
Genaral Cargo Ship
Built – Taizhou Sanfu Ship Engineering, Taizhou, CN
Yard No. – sf110101
L 189.99m W 32.29m
Year - 2013
Pocklington Canal in Yorkshire photographed on 15 January 2015.
The top photograph is of one of the bridges crossing the canal. This carries Church Lane which connects the villages of Melbourne and Thornton over the canal. The other pictures were taken from the bridge.
From the bridge looking East.
From the bridge looking West.
The first proposals to build a canal to Pocklington were made in 1765 when there were plans for a canal from the Humber Estuary to Wholsea with two branches from there, one to Weighton and the other to Pocklington.
A second assessment of the project was made in 1767 and a third in 1771 at which time the Pocklington Branch had been dropped. In 1777 a new plan for a canal from the River Derwent to Pocklington was considered and approved but no further action was taken.
Further debate occurred in 1801 and a number of routes were surveyed but again the plan was dropped
Finally, in 1812 Earl Fitzwilliam employed George Leather Jr. to survey a proposed route. At the time, both Leather and his father were working for the Earl on a navigation and drainage scheme for the upper River Derwent.
The suggested route started at Sutton Lock on the River Derwent but Leather found this route to be problematic and proposed an alternative route. He started surveying in 1813 but became il, and the work was not completed until June 1814.
A Bill was put before Parliament which became an Act on 25 May 1815. This authorised the newly formed Pocklington Canal Company to raise £32,000 by issuing shares and £10,000 by subscriptions from the shareholders or by mortgaging the works. A management committee was elected at a shareholders meeting held on 19 June 1815 and all the money had been pledged by 7 July 1815. Leather acted as engineer during the construction work
The canal was started from the Derwent end, so that sections could be brought into use as they were completed. Bad weather prevented Leather from completing the work by the end of 1817 as originally planned and the canal eventually fully opened on 30 July 1818.
The canal was sized to allow vessels known as Humber Keels which operated on the River Derwent to use it.
The Humber Keel was a type of sail craft used for inshore and inland cargo transport on the Humber Estuary and surrounding rivers and waterways during the late 19th and early 20th centuries. Keels were constructed to a variety of sizes. They had strongly built hulls with a bluff bow, were steered by a tiller, and were designed to work in shallow waters so that they could be used on the inland waterways connected to the River Humber. By the 19th century most of the hulls were built of oak, and the design was later copied by steel replacements. In the 20th century, steam and diesel engines replaced sail and with grants available to convert sailing vessels to mechanical power all of the sailing keels had disappeared by 1949. One advantage of the design was the ability to sail very close to the wind which was essential on the narrow waterways on which they plied. They were also very manoeuvrable and a single person could handle one on narrow and quiet waters. Stability was aided by a huge pair of leeboards since the vessels did not have a central keel and the small topsail was used when they were navigating the canals and rivers.
The canal rises by around 31m as it travels the 9.5 miles from the River Derwent to Pocklington. Pocklington Beck supplies most of the water for the canal. The paddle gear on the locks was fitted with fixed handles when the canal opened but these were replaced by removable ones after incidents where the locks were emptied by unauthorised people. A house was built for the lock-keeper and collector of tolls and Mark Swann was appointed to the post. The house was located close to the top lock.
Tolls raised just £623 in 1820 as there was competition from goods travelling by road. However in 1822 a packet boat was bought as a joint venture by several tradesmen and a weekly service to Hull began. Traffic consisted of coal, lime, manure and general merchandise travelling up the canal to Pocklington, while corn, flour and timber traveled in the opposite direction. Traffic rose gradually during the 1820s, and in 1830 a dividend of 3 per cent was paid to shareholders. Average receipts from tolls were around £1,400 per year, which allowed the dividend to be around 3 per cent until the late 1840s.
In 1848 the York and North Midland Railway bought the canal for £17,980. To minimise costs little more than token maintenance was carried out by the railway company. In May 1850, Swann, who had been collecting tolls since the canal opened, was dismissed. (When I read this I felt quite sad, the poor guy had worked and lived on the canal for 32 years. I hope he was okay and found somewhere else to live and work although with the downturn in traffic he was probably not surprised and hopefully was prepared). Locks were repaired in 1851, after which the railway company received a suggestion from landowners that the canal should become a drainage ditch, with a tramway running along the bank for the carriage of goods. Although the idea was well received, no further action was taken. When the York and North Midland Railway was taken over by the North Eastern Railway in 1854 the new owners of the canal followed a similar policy of low maintenance. Traffic declined from 5,721 tons in 1858 to 901 tons in 1892, by which time most boats terminated at Melbourne near to where I took my photograph and could only be partially loaded due to the channel being badly silted.
Despite the difficulties, trade on the canal continued until 1932 and the canal remained passable until 1934.
Padgate Rectory photographed on 15 January 2017. This building which was built in 1840 sits just to the North of the church. The building was originally T shaped but has clearly had a number of additions over the last 177 years which although probably required to enable the building to function do not look great. At the time of writing a new replacement vicarage/rectory is being built on land next door which will probably lead to the sale of this building
Padgate Rectory’s Coachhouse also photographed on 15 January 2017. This was also presumably built in 1840 at the same time of the rectory. It is located in the grounds of the original rectory just inside the perimeter wall and close to the road.
The building has two floors, the upper was probably a hayloft/store The ground floor was split in two, the large gates formed the entance to where the coach would be kept, the smaller door opened into a stable with two stalls for horses. On the rear of the building is a chimney stack. I like this building, you do not see many coach houses.
Print photographed in a pub on the Isle of Wight in 2015. Looking at the type of warship depicted in the present I think that the print dates to the early part of the 20th Century, possibly a bit earlier.
My interest in ships and the sea started back in 2006 when I worked for a couple of years on the banks of the River Mersey. I have since been on a couple of cruises around the Med and in the Far East and have started to take more interest in researching and photographing some of the ships and other vessels seen on my travels.