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Woollahra Library Local History Centre
Information Sheet Woollahra Library Local History 5 Centre Shipwrecks of the South Head region Port Jackson has been known as a safe haven for sailors since 1788, when Captain Arthur Phillip declared it ‘the finest harbour in the world’. Even so, Sydney has not been free of maritime accidents - ranging from mishaps to tragedies. A few of the more notable incidents are described below. Negotiating the Heads The coastline outside the Port Jackson Heads can be treacherous in bad weather, and finding the entrance to the Harbour may be surprisingly difficult. The tragedy of the Edward Lombe – and other early accidents at The Heads On 25th August 1834, Captain Stroyan of the Edward Lombe battled big seas and gale- force winds off Sydney’s Heads for a full day, unable to locate the Harbour’s entrance in the murky conditions. After dark, Stroyan navigated the Edward Lombe through the Heads, guided by the faintly visible beam from the Macquarie Lighthouse – but without the benefit of a harbour pilot’s local knowledge. In the continuing gale, the barque was driven onto Middle Head, quickly breaking up on the rocky shore. Seven of the crew drowned, including the Captain, as did five of her passengers. After daybreak, local mariner Captain Swan, assisted by several Watsons Bay pilots, rescued seventeen survivors from the craft’s remains. The Edward Lombe was not the first vessel to be wrecked near the harbour’s entrance, but it was Sydney’s first major shipping disaster, and had various consequences. The Signal Station was re-built and equipped for night signalling, pilots were made available 24 hours per day, and Sydney residents were greatly moved by the tragedy – especially by the plight of one of the survivors who had lost both husband and brother, as well as all her possessions. -
Armed Sloop Welcome Crew Training Manual
HMAS WELCOME ARMED SLOOP WELCOME CREW TRAINING MANUAL Discovery Center ~ Great Lakes 13268 S. West Bayshore Drive Traverse City, Michigan 49684 231-946-2647 [email protected] (c) Maritime Heritage Alliance 2011 1 1770's WELCOME History of the 1770's British Armed Sloop, WELCOME About mid 1700’s John Askin came over from Ireland to fight for the British in the American Colonies during the French and Indian War (in Europe known as the Seven Years War). When the war ended he had an opportunity to go back to Ireland, but stayed here and set up his own business. He and a partner formed a trading company that eventually went bankrupt and Askin spent over 10 years paying off his debt. He then formed a new company called the Southwest Fur Trading Company; his territory was from Montreal on the east to Minnesota on the west including all of the Northern Great Lakes. He had three boats built: Welcome, Felicity and Archange. Welcome is believed to be the first vessel he had constructed for his fur trade. Felicity and Archange were named after his daughter and wife. The origin of Welcome’s name is not known. He had two wives, a European wife in Detroit and an Indian wife up in the Straits. His wife in Detroit knew about the Indian wife and had accepted this and in turn she also made sure that all the children of his Indian wife received schooling. Felicity married a man by the name of Brush (Brush Street in Detroit is named after him). -
The Norwich Gun Industry
salzer_40_47 2/14/05 3:17 PM Page 40 The Norwich Gun Industry Dick Salzer New England and, especially, Connecticut have been and remain the center of the American gun industry ever since the days of the American Revolution. Gun makers orig- inally were attracted to Connecticut because of that state’s many assets—year-round water power, a skilled industrial labor base, good ports and rail lines, and proximity to the major population centers of New York and Boston—all of these contributed to that centralization. These factors were especially prevalent at Norwich. The City of Norwich was founded in 1659. By the time of the American Revolution, it had grown to become one of the 10 largest cities in the Colonies.1 It was richly endowed with all of those assets desirable in a manufacturing site, not the least of which was the confluence of the Shetucket and Yantic Rivers, which merged at Norwich to form the navi- gable Thames River. As a large city by the standards of the breadth of the Norwich arms industry during its golden day, it offered sources of capital, a diverse population of years. skilled workers, support industries, and easy access to the This presentation will focus largely on the period New York and Boston markets through its sheltered port starting in the 1840’s when conditions were exactly right and rail lines. for the incubation of the arms industry. This period The first record of arms making in Norwich was a con- includes names like Allen and Thurber, Smith and Wesson tract for 200 muskets of the Charleville pattern, placed with (and thereby Winchester), Manhattan, Christopher Brand, Nathan and Henry Cobb in 1798.2 These muskets were deliv- Thomas Bacon, Hopkins and Allen, and others. -
Your Career Guide
ROYAL NAVAL RESERVE Your career guide YOUR ROLE | THE PEOPLE YOU’LL MEET | THE PLACES YOU’LL GO WELCOME For most people, the demands of a job and family life are enough. However, some have ambitions that go beyond the everyday. You may be one of them. In which case, you’re exactly the kind of person we’re looking for in the Royal Naval Reserve (RNR). The Royal Naval Reserve is a part-time force of civilian volunteers, who provide the Royal Navy with the additional trained people it needs at times of tension, humanitarian crisis, or conflict. As a Reservist, you’ll have to meet the same fitness and academic requirements, wear the same uniform, do much of the same training and, when needed, be deployed in the same places and situations as the regulars. Plus, you’ll be paid for the training and active service that you do. Serving with the Royal Naval Reserve is a unique way of life that attracts people from all backgrounds. For some, it’s a stepping stone to a Royal Navy career; for others, a chance to develop skills, knowledge and personal qualities that will help them in their civilian work. Many join simply because they want to be part of the Royal Navy but know they can’t commit to joining full-time. Taking on a vital military role alongside your existing family and work commitments requires a great deal of dedication, energy and enthusiasm. In return, we offer fantastic opportunities for adventure, travel, personal development and friendships that can last a lifetime. -
Catalogue 96 In
Jean-Louis Boglio Maritime Books P.O. Box 424 Cygnet, ABN 50 378 355 979 Tasmania 7112, Phone: +61 (0)3 6203 0101 Australia [email protected] Catalogue 96 ~ August 2021 4. ABERDEEN & COMMONWEALTH LINE PORT SAID and SUEZ CANAL Aberdeen & Commonwealth Line. London. 1931. September 1931 edition. 4 PP with 2 house flags and illustrated front (a Scottish terrier). Covers lightly soiled and worn, o/wise near fine. 21.6 x 14. Brief history and description of the crossing. 72201 $20 1. ABERDEEN & COMMONWEALTH LINE 5. ADELAIDE STEAMSHIP ADEN - The Barren Rocks T.S.M.V. MANOORA Aberdeen & Commonwealth Line. London. 1947. December The Adelaide Steamship 1947 edition. 12 PP with 3 b/w photos. Stapled soft cover with Company Ltd. Adelaide. c. title and House-Flag. Booklet with vertical crease, o/wise near 1935. Folded poster (36.5 x fine. Oblong: 14 x 20.5. Covers the history, the dhows, 50.4 cms). Recto: “Luxurious products and trade. 72203 $20 Twin Screw Motor Liner Manoora” (10,860 Tons) with 1 colour illustration “T.S.M.V. Manoora at sea” and 17 b/w photos of 2. ABERDEEN & accommodation. Verso: COMMONWEALTH LINE TSMV Manoora EMBARKATION and Accommodation Plan Baggage Notice T.S.S. (decks A, B, C, D, & E). “Esperance Bay” Light wear and 3 small Aberdeen & Commonwealth closed tears repaired with Line. London. 1934. March acid-free clear tape, o/wise 1934 edition. Sailing from near fine. Scarce. Folded Southampton on 10 October size: 19 x 16. Arrived 1934. 4 PP with 1 Sydney 23/05/1935 illustration at back (a (maiden voyage). -
Download Rubino.Information.Pdf
2019R00980NBK UNITED STATES DISTRICT COURT DISTRICT OF NEW JERSEY UNITED STATES OF AMERICA : Hon. : v. : Criminal No. 21- : JOSEPH RUBINO : 21 U.S.C. §§ 841(a)(1) and (b)(1)(D) : 18 U.S.C. § 922(g)(1) I N F O R M A T I O N The defendant having waived in open court prosecution by indictment, the Acting United States Attorney for the District of New Jersey, charges: COUNT ONE (Possession with Intent to Distribute Marijuana) On or about July 24, 2019, in the District of New Jersey and elsewhere, the defendant, JOSEPH RUBINO, did knowingly and intentionally possess with intent to distribute a quantity of a mixture and substance containing a detectable amount of marijuana, a Schedule I controlled substance. In violation of Title 21, United States Code, Sections 841(a)(1) and (b)(1)(D). COUNT TWO (Possession of Firearms by a Convicted Felon) On or about July 24, 2019, in the District of New Jersey and elsewhere, the defendant, JOSEPH RUBINO, knowing that he had previously been convicted in a court of at least one crime punishable by a term of imprisonment exceeding one year, did knowingly possess in and affecting commerce firearms and ammunition, namely: 1. An Intratec Arms Model TEC-DC9 semi-automatic assault handgun, bearing serial number D062728, with a threaded barrel attachment; 2. A Cobray Arms Mac-11 9mm semi-automatic assault pistol, bearing serial number 89-0057884, with a high-capacity magazine; 3. A loaded Smith & Wesson M&P pistol, bearing serial number HLJ4405; 4. Two (2) sawed-off double-barrel shotgun barrels; 5. -
Performance Evaluation of the 19Th Century Clipper Ship Cutty Sark: a Comparative Study
Performance Evaluation of the 19th Century Clipper Ship Cutty Sark: A Comparative Study C. Tonry1, M. Patel1, C. Bailey1, W. Davies2, J. Harrap2, E. Kentley2, P. Mason2 1University of Greenwich, London, UK 2 Abstract The Cutty Sark, built in 1869 in Dumbarton, is the last intact composite tea clipper ship [1]. One of the last tea clippers built she took part in the tea races back from China. These races caught the public imagination of the day and were widely reported in newspapers [2]. They developed from a desire for 'fresh' tea and the first ship to return with the new season's tea could charge a higher price for the cargo. Clipper ships were built for speed rather than carrying capacity. The hull efficiency of the Cutty Sark and her contemporaries is currently unknown. However, with modern CFD techniques, virtual experiments can be performed to model the fluid flow past the hull and so based on the shear stress and the pressure over the surface of the hull to calculate the resistance. In order to compare the hull against other ships three other ships were selected. The Farquharson, an East Indiaman built in 1820 [3]; the Thermopylae, another composite clipper built in 1868 which famously raced the Cutty Sark in 1872 [1]; and finally the Erasmo a later Italian all-steel construction 4-masted barque built in 1903[4]. Fig. 1 shows images of these ships. As only one of these ships exists today, and she no longer sails, 3D geometries were constructed fromlines plans of the ships hulls. -
William Schaw Lindsay: Righting the Wrongs of a Radical Shipowner Michael Clark
William Schaw Lindsay: righting the wrongs of a radical shipowner Michael Clark William Schaw Lindsay a perdu ses parents en 1825 à l’âge tendre de dix ans, il s'est enfui en mer en 1831 et il est rentré à terre âgé de vingt-cinq ans et certifié comme maître de bord. Il est devenu courtier de navires et a exploité les caprices du marché marin à la suite de l'abrogation des lois sur la navigation pour devenir armateur, établissant une compagnie de navigation spécialisée dans l'émigration vers l'Australie et affrétant des navires aux gouvernements français et britannique pendant la guerre criméenne. Élu député au parlement en 1854, il a favorisé les issues maritimes mais sa sympathie publique envers les États Confédérés pendant la guerre civile l'a mené vers des accusations que ses bateaux cassaient le blocus des États-Unis. Introduction “His family details are sketchy...”1 For a century and a half, many wrongs have been written about William Schaw Lindsay and this paper will attempt to clarify how and why he has been misrepresented. The Oxford Dictionary of National Biography claims that his family details are sketchy yet Lindsay was proud of his lowly origins and never concealed them. He was born during a gale on 19 December 1815 at the manse of his uncle, the Reverend William Schaw, in the county town of Ayr in South-West Scotland.2 Tragically, Lindsay’s father died four years later, followed by the death of his mother in 1825 and Lindsay wrote “From that moment I felt I was a child of poverty whose lot was to earn my bread by the sweat of my brow.’” 3 The childless minister and his wife willingly took Lindsay into the manse and sent him to Ayr Academy in the hope that he would become a Free Church minister like himself. -
Hornblower's Ships
Names of Ships from the Hornblower Books. Introduction Hornblower’s biographer, C S Forester, wrote eleven books covering the most active and dramatic episodes of the life of his subject. In addition, he also wrote a Hornblower “Companion” and the so called three “lost” short stories. There were some years and activities in Hornblower’s life that were not written about before the biographer’s death and therefore not recorded. However, the books and stories that were published describe not only what Hornblower did and thought about his life and career but also mentioned in varying levels of detail the people and the ships that he encountered. Hornblower of course served on many ships but also fought with and against them, captured them, sank them or protected them besides just being aware of them. Of all the ships mentioned, a handful of them would have been highly significant for him. The Indefatigable was the ship on which Midshipman and then Acting Lieutenant Hornblower mostly learnt and developed his skills as a seaman and as a fighting man. This learning continued with his experiences on the Renown as a lieutenant. His first commands, apart from prizes taken, were on the Hotspur and the Atropos. Later as a full captain, he took the Lydia round the Horn to the Pacific coast of South America and his first and only captaincy of a ship of the line was on the Sutherland. He first flew his own flag on the Nonsuch and sailed to the Baltic on her. In later years his ships were smaller as befitted the nature of the tasks that fell to him. -
The New York Sloop
The New York Sloop The most important of the sloop-rigged small-boat types used in the fisheries was the New York sloop, which had a style of hull and rig that influenced the design of both yachts and work-boats for over thirty years. The New York boats were developed sometime in the 1830's, when the centerboard had been accepted. The boats were built all about New York Bay, particularly on the Jersey shore. The model spread rapidly, and, by the end of the Civil War, the shoal centerboard sloop of the New York style had appeared all along the shores of western Long Island Sound, in northern New Jersey, and from thence southward into Delaware and Chesapeake waters. In the postwar growth of the southern fisheries, during the 1870's and 80's, this class of sloop was adopted all along the coasts of the South Atlantic states and in the Gulf of Mexico; finally, the boats appeared at San Francisco. The model did not become very popular, however, east of Cape Cod. The New York sloop was a distinctive boat—a wide, shoal centerboarder with a rather wide, square stern and a good deal of dead rise, the midsection being a wide, shallow V with a high bilge. The working sloops usually had a rather hard bilge; but in some it was very slack, and a strongly flaring side was used. Originally, the ends were plumb, and the stem often showed a slight tumble home at the cutwater. V-sterns and short overhanging counters were gradually introduced in the 1850's, particularly in the boats over 25 feet in length on deck. -
Following the Equator by Mark Twain</H1>
Following the Equator by Mark Twain Following the Equator by Mark Twain This etext was produced by David Widger FOLLOWING THE EQUATOR A JOURNEY AROUND THE WORLD BY MARK TWAIN SAMUEL L. CLEMENS HARTFORD, CONNECTICUT THE AMERICAN PUBLISHING COMPANY MDCCCXCVIII COPYRIGHT 1897 BY OLIVIA L. CLEMENS ALL RIGHTS RESERVED FORTIETH THOUSAND THIS BOOK page 1 / 720 Is affectionately inscribed to MY YOUNG FRIEND HARRY ROGERS WITH RECOGNITION OF WHAT HE IS, AND APPREHENSION OF WHAT HE MAY BECOME UNLESS HE FORM HIMSELF A LITTLE MORE CLOSELY UPON THE MODEL OF THE AUTHOR. THE PUDD'NHEAD MAXIMS. THESE WISDOMS ARE FOR THE LURING OF YOUTH TOWARD HIGH MORAL ALTITUDES. THE AUTHOR DID NOT GATHER THEM FROM PRACTICE, BUT FROM OBSERVATION. TO BE GOOD IS NOBLE; BUT TO SHOW OTHERS HOW TO BE GOOD IS NOBLER AND NO TROUBLE. CONTENTS CHAPTER I. The Party--Across America to Vancouver--On Board the Warrimo--Steamer Chairs-The Captain-Going Home under a Cloud--A Gritty Purser--The Brightest Passenger--Remedy for Bad Habits--The Doctor and the Lumbago --A Moral Pauper--Limited Smoking--Remittance-men. page 2 / 720 CHAPTER II. Change of Costume--Fish, Snake, and Boomerang Stories--Tests of Memory --A Brahmin Expert--General Grant's Memory--A Delicately Improper Tale CHAPTER III. Honolulu--Reminiscences of the Sandwich Islands--King Liholiho and His Royal Equipment--The Tabu--The Population of the Island--A Kanaka Diver --Cholera at Honolulu--Honolulu; Past and Present--The Leper Colony CHAPTER IV. Leaving Honolulu--Flying-fish--Approaching the Equator--Why the Ship Went Slow--The Front Yard of the Ship--Crossing the Equator--Horse Billiards or Shovel Board--The Waterbury Watch--Washing Decks--Ship Painters--The Great Meridian--The Loss of a Day--A Babe without a Birthday CHAPTER V. -
Planning Statement Mixed Use Development
PLANNING STATEMENT MIXED USE DEVELOPMENT BRUNSWICK QUAY, LIVERPOOL ON BEHALF OF MARO DEVELOPMENTS LTD JULY 2018 Roman Summer Associates Ltd Haweswater House Waterfold Business Park Bury Lancashire BL9 7BR Web www.romansummer.com Contents Page 1. Introduction 1 2. Description of the Site, Surroundings, Proposal & Planning History 4 3. Overview of Planning Policy 12 4. Planning Assessment 25 5. Conclusions 45 Appendices Appendix 1 – Pre-Application Comments from Historic England Appendix 2 – Pre-Application Comments from the LPA Appendix 3 – LPA’s EIA Screening Opinion Appendix 4 – Summary comments from Inspector and Secretary of State for 2006 Appeals BRUNSWICK QUAY, LIVERPOOL PLANNING STATEMENT JULY 2018 1.0 INTRODUCTION 1.1 This Planning Statement supports a full planning application submitted by Maro Developments Ltd that seeks permission for the erection of four interlinked blocks on the Brunswick Quay site, comprising a total of 552 mixed apartments and 669 sqm (gross) ground floor commercial falling within any combination of Class A1, A2, A3, A4 and/or D2, 307 car parking spaces, 552 cycle parking spaces, private communal piazzas / terraces and associated landscaping / boundary treatment and public realm works, all accessed via Atlantic Way. Brunswick Quay in context : ROMAN SUMMER Associates Ltd Page | 1 BRUNSWICK QUAY, LIVERPOOL PLANNING STATEMENT JULY 2018 1.2 As the photograph above demonstrates, Brunswick Quay is a vacant brownfield site that has sat empty and largely unused for many years. 1.3 The site is the subject of a chequered planning history (outlined in Section 2.0), including a proposal in 2006 for a 51 storey tower and two buildings of 10 storeys.