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Maritime News Thread
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I don’t want to rain on anyone’s hopes Tabnabs but that is largely a BS story. Anyone looking for grants/planning permission/ govt. support/ PR will always boost the ‘employment’ factor. Both Govt and EI always blow a noisy trumpet for self aggrandisement. For example -
There is a lot of space available in Dublin. Why bother with investing (time & money) in building an 8 story block when the primary objective is to finance ships?......a shipping services project that may result in more than 3,500 hirings
.........could capture 5 percent of the global shipping market,
.......ISSC may buy land in the Irish capital’s north docklands and then develop the project in stages, starting with a 27,500 square-meter (296,000 square-foot) eight-story office building, the company said. A further 47,000 square meters of business space could later be developed on an adjoining site, ISSC said.
There is no reason why Dublin could not grow as a ship finance hub, the finance/legal skills already exist, as does a certain amount of ship financing (mainly leasing). However, outside of the ‘Funds’ industry most of the IFSC operations are low staff / big money number operations. Don’t hold your breath.0 -
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pedroeibar1 wrote: »Your posts (this and the preceeding ones) do you no favours. Nor does the action of those involved, from whom one would expect a more professional attitude. It certainly is no advert for any professional dive business.
I’m not going to get into a debate about the legalities, but unless they had permission from the Receiver of the wreck those people had no legal right to do what they did. They committed an offence under section 56 of the Merchant Shipping (Salvage and Wreck) Act, 1993 and are are open to arrest and prosecution for their action even though they handed over what they removed. It is a pity they had not been caught on board - try telling the Gardai ‘But we were going to give it back’ and see how far that would get them.
Those people are immature idiots and used a sad situation to garner cheap publicity and crappy PR for their dive business from gobdaws on Facebook. A big thumbs down from me.
I think its worth your while taking a look at the photos associated with the article I linked to, showing photos of the dive team,. and ask yourself what uniform the person in the middle is wearing.
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Back then men were men.
http://www.telegraph.co.uk/news/obituaries/military-obituaries/naval-obituaries/10236118/Kenneth-Dancy.htmlThe plight of Flying Enterprise, which kept the media on both sides of the Atlantic gripped for two weeks, began on Christmas Day 1951 when the 6,700-ton New York-registered Liberty Ship sailed into the worst storm to hit the Atlantic in 35 years. It was en route for New York from Hamburg with a cargo said to consist of pig iron, coffee and furniture. On board were 40 crew and 9 passengers.
The ship was 300 miles off the southwest coast of Ireland when, on December 27, it developed a stress fracture across the deckhouse and down one side; one of its holds filled with water and it began to list badly. Its captain, 37-year-old Danish-born Kurt Carlsen, radioed for help and two US Navy vessels rushed to the scene. The crew and passengers jumped into the freezing seas and all but one were rescued. But Carlsen refused to abandon ship.
On New Year’s Day, the newspapers featured a grainy photograph, snapped from a British Navy observation plane, of Carlsen, alone on the afterdeck, clinging to a railing and waving, as the ship, its port decks awash and its starboard propeller out of water, seemed about to be swallowed by the mountainous seas. Even so , Carlsen radioed that he was happily dining on currant buns, beer and Rhine wine. He was “a little tired”, he admitted, but otherwise everything was “fine and dandy”.
On January 2, the Turmoil, a state-of-the-art tugboat which had been busy towing another storm-hit vessel to safety, set off from Falmouth to try to rendezvous with Flying Enterprise. A new storm began to blow up as the tugboat set out, but by January 4 it had drawn up alongside the stricken cargo vessel.
Several attempts were made to throw a line to Carlsen as he leant perilously over the rail – but to no avail. Then, as the tug edged as close as possible, the 27-year old Dancy, not wearing a life jacket, jumped the gap between the two vessels, taking the tow line with him. The headline writers went wild and newsreel reports of “Dancy’s leap” were soon drawing crowds into the cinemas.
With the line attached, the two vessels set out for Falmouth, followed by a small flotilla, while an army of reporters and photographers converged on the Cornish town to report their arrival.
But Flying Enterprise’s ordeal was not over. Early in the morning on January 10, 40 miles short of Falmouth, the tow line snapped amid worsening weather, while the ship began rolling so badly her superstructure barely showed above the waves.
A few hours later her stern plummeted, her bows pointed skywards, and just 39 minutes before she succumbed, Carlsen and Dancy hauled themselves up the funnel and jumped into the sea . The two men were picked up by Turmoil.
Carlsen had become an international hero. He was feted in London and greeted with a ticker-tape parade on 5th Avenue in New York . On a smaller scale Dancy, too, was given due recognition. In his home town of Tunbridge Wells 20,000 people turned out to give him a hero’s welcome .
But the story of the Flying Enterprise left a lot of questions unanswered – such as why Carlsen had decided to stay on board at such enormous risk to his own life .
In 2002 a Danish television documentary speculated that the ship had not been carrying pig-iron as claimed, but zirconium rods (zirconium is a metal of vital importance in nuclear technology), suggesting that it was intended for use in the world’s first nuclear submarine, USS Nautilus. The documentary reported that, despite the intervening years, information about the cargo remains classified. The loss of the rods, it claimed, had put the launch of Nautilus back by a year.
The second of four boys, Kenneth Roger Dancy was born in North London on December 1 1924. His father was a businessman and the family later moved to a small village in Kent where Kenneth’s parents ran a sub-post office and general store.
He attended grammar school in north London until 1938, then the Skinners’ Grammar School, Tunbridge Wells, until 1941, when he joined the Merchant Navy as a Navigation Apprentice. He served on his first ship, Blackheath, for two years, and took part in convoys around the globe, winning an impressive clutch of campaign medals.
On one occasion, in the English Channel, when both the ship in front of his and the one behind were torpedoed, he reckoned he had survived because the U-boat crew were reloading their torpedo tubes as his ship passed. On another occasion in the Indian Ocean his ship was attacked by a Japanese submarine, but he was off-watch and slept through the action.
Dancy obtained his Master’s Certificate in 1950 and for some years was captain of a large tanker. He was on leave from his ship when the first mate of the Turmoil was taken ill, and he was asked to take his place to help in the rescue of Flying Enterprise. He had never been on a tug before.
In 1956, he married Petronella van den Tempel, a Dutch woman, and two years later he gave up sailing and settled in the Netherlands, where he worked for Phillips Radio and latterly for IBM.
Kenneth Dancy’s wife and two sons survive him. Captain Carlsen died in 1989.
Kenneth Dancy, born December 1 1924, died August 3 20130 -
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Join Date:Posts: 14646
Never let a woman drive:
:pac:
(Sound contains swearing and NSFW)0 -
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what happened here? was it deliberately moved or what??Never let a woman drive:
:pac:
(Sound contains swearing and NSFW)0 -
Never let a woman drive:
:pac:
(Sound contains swearing and NSFW)
... as the dole scroungers laugh on, dirty eejits0 -
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Join Date:Posts: 14646
This kind of **** makes me want to say all sorts of nasty **** about these morons. As if life isn't hard enough for the average sailor...
**** you and your allahu akbar :mad:0 -
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This kind of **** makes me want to say all sorts of nasty **** about these morons. As if life isn't hard enough for the average sailor...
**** you and your allahu akbar :mad:
thats the day you would love sailors armed with a 50cal sniper rifle;)0 -
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Couple of good photos that Fergal linked to over on Sailing & Boating of the Astrid being raised.
They righted her, and put her on a barge yesterday, and next step is the MCIB tomorrow. After that the intention is to bring her to the UK where insurers will inspect her. Damage appears limited to the keel from the bow back 15 feet, and again at the midpoint, but I have seen worse repaired.
SDC13612 by seamuscor, on Flickr0 -
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Cookie_Monster wrote: »doesn't take the weed and algae long
Indeed, that side is quite clean compared to the side that was uppermost.
SDC13602 by seamuscor, on Flickr0 -
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LinkyDockwise, a wholly-owned subsidiary of Royal Boskalis Westminster N.V. (Boskalis) has been awarded the contract to load and transport the Concordia wreck from Isola del Giglio onboard the Dockwise Vanguard. The contract was awarded by Costa Crociere S.p.A. (the client).
Following the successful parbuckling of the Concordia, and in anticipation of the pending refloat, Dockwise and the client have been in discussion to seek a safe solution to remove the Concordia wreck from Isola del Giglio in Italy. In a unique operation the Concordia can be loaded as a whole onto the Dockwise Vanguard and safely transported to a location where she can be scrapped. The client has yet to make a decision in agreement with the local authorities on the final destination. Alternatives under review include scrapping the vessel in Italy.
As part of the contract, certain modifications will be made to the Dockwise Vanguard to accommodate the loading of the Concordia in her current state. The operation is planned to take place around mid-2014 and contract value of the work scope as described amounts to approximately USD 30 million.
The Dockwise Vanguard is the world's largest semi-submersible ship uniquely positioned to lift and transport extremely heavy cargoes in a dry and safe manner. The ship was initially designed to transport offshore oil and gas structures, but can also carry other vessels and act as an offshore dry dock facility. The Dockwise Vanguard has an open and flat stern and bow-less deck measuring 275 meters by 70 meters allowing the vessel to transport cargo longer and wider than the deck dimensions. When the ballast tanks are flooded, the ship deck submerges below the surface, allowing her to handle deep draught cargoes. Once the Dockwise Vanguard is semi-submersed, the floating Concordia will be brought in position above the deck and as the ballast tanks are emptied, the entire ship including the Concordia is brought above the water line allowing her to transport the cargo in a safe and swift manner.
Boskalis, through its wholly-owned subsidiary SMIT Salvage, also provided emergency response services in the first months following the Concordia accident. SMIT Salvage, together with its local partner Tito Neri, successfully removed the bunker fuel from the ship and acted as caretaker from mid-January through to mid-March in 2012.
Boskalis views this project as strategically important demonstrating the opportunities for combining maritime services and assets across the breadth of the company. Furthermore, the use of the Dockwise Vanguard for this extreme salvage operation shows the versatility of the vessel. The recently announced transportation of a FPSO, a recent successful dry docking operation and this salvage transport contract award demonstrate the potential of the vessel.0 -
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https://www.youtube.com/watch?v=0S5PwQJJuJA
https://www.youtube.com/watch?v=buS4mfEX3w0
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