Another big model moved onto another shipmate

Another boat moved onto another shipmate

An Unusual Model - I don't think its a model of a genuine lightship but different just the same - Tried doing some research but cant find anything at all about a real one

Clovelly-class fleet tender Clovelly-class fleet tender RMAS Harlech Class overview Builders • James W. Cook & Company, Ltd., Wivenhoe • J.S. Doig Ltd.,Grimsby • Richard Dunston (Hessle) Ltd., Hessle, East Yorkshire • Gregson Ltd., Blyth • C.D. Holmes & Co., Beverley, East Yorkshire • John Lewis & Sons, Ltd., Aberdeen • Issac Plimbott & Sons, Northwich Operators • Royal Maritime Auxiliary Service • Royal Navy Built 1967–1982 In commission 1972–2008 Completed 32 General characteristics Type Fleet tender Displacement 126 long tons (128 t) Length 79 ft (24 m) Beam 21 ft (6.4 m) Height • Mast up 36 ft (11 m) • Mast down 22 ft (6.7 m) Draught Normal trim 7.5 ft (2.3 m) Depth 10 ft (3.0 m) Installed power Single Lister Blackstone 4 cylinder diesel 320 hp (240 kW) Speed 10.5 knots (19.4 km/h; 12.1 mph) Crew 7 The Clovelly-class fleet tenders, also known as the Cartmel class, are a class of Royal Maritime Auxiliary Service boats built between 1967 and 1982. The class was named after villages and small towns in Great Britain. Six of the class, Clovelly, Ilchester, Instow, Invergordon, Ironbridge and Ixworth were equipped to act as diving tenders.[1] Lydford was originally commissioned as A510 Loyal Governor, then renamed P252 Alert for service in Ulster until 1986.[2] Ships in class [edit] Name Pennant number In commission [2] Builder Cartmel A350 1967–1993 Plimbott Cawsand A351 1968–1984 Plimbott Clovelly A389 1970-1994 Plimbott Criccieth A391 1970–1992 Plimbott Cricklade A381 1970–1996 Holmes Cromarty A488 1970–1994 Lewis Denmead A363 1969–1996 Holmes Dornoch A490 1970–1997 Lewis Dunster A393 1969–2000 Dunston Elkstone A353 1970–1999 Cook Elsing A277 1970–1995 Cook Epworth A355 1969–1999 Cook Ettrick A274 1970–1995 Cook Felsted A348 1970–1997 Dunston Fintry A394 1970–1997 Lewis Fotherby A341 1969–1993 Dunston Froxfield A354 1970–1994 Dunston Fulbeck A365 1972– Holmes Glencoe A392 1970–1992 Plimbott Grasmere A402 1970— Lewis Hambledon A1769 1972–2001 Dunston Harlech A1768 1972–2001 Dunston Headcorn A1766 1971–2001 Dunston Hever A1767 1971–2002 Dunston Holmwood A1772 1972–1999 Dunston Horning A1773 1972–2001 Dunston Ilchester A308 1974–2003 Gregson Instow A309 1974–2003 Gregson Invergordon A311 1974–1978 Gregson Ironbridge A311 1978– Gregson Ixworth A318 1974—2004 Gregson Lamlash A208 1973—2001 Dunston Lechlade A211 1972–2001 Dunston Llandovery A207 1973–1996 Dunston Lydford A251 1975–1996 Plimbott Meon A87 1981–2008 Dunston Melton A83 1981–2008 Dunston Menai A84 1981–2008 Dunston Milford A91 1982–2001 Dunston

Loyal-class fleet tenders Loyal Helper The Loyal-class fleet tenders were purpose built in the late seventies by Richard Dunston[16][5] of Thorn, South Yorkshire, as training vessels for the RNXS, they were based on a proven MOD/RMAS design for supply tenders. In the RNXS version the hold was converted at the build stage[5] for extra accommodation for RNXS crew. They had interior hatches down into the converted holds, now fitted with bunks and living quarters. Externally, they are very similar to the Clovelly-class supply fleet tenders. Name Pennant number Notes Loyal Helper A157 Transferred to RMAS Supporter A158 Disposition unknown Loyal Watcher A159 Transferred to the Royal Navy and commissioned as HMS Loyal Watcher, allocated to Cambridge URNU. Decommissioned 1998. Loyal Volunteer[4][a] A160 Sold and renamed PENELOPE III [17] Loyal Mediator A161 Diving support vessel Loyal Moderator A220 Disposition unknown Loyal Factor A382 Transferred to HMS Vigilant Loyal Governor A510 Transferred to RMAS as RMAS Alert

Boats I Have moved onto other shipmates

The Fairmile D motor torpedo boat was a type of British motor torpedo boat (MTB) and motor gunboat (MGB),[1] conceived by entrepreneur Noel Macklin of Fairmile Marine and designed by naval architect Bill Holt for the Royal Navy. Nicknamed "Dog Boats", they were designed to be assembled in kit form mass-produced by the Fairmile organisation and assembled at dozens of small boatbuilding yards around Britain, to combat the known advantages of the German E-boats over previous British coastal craft designs. At 115 feet in length, they were bigger than earlier MTB or motor gunboat (MGB) designs (which were typically around 70 feet) but slower, at 30 knots compared to 40 knots. Boats Holt combined a destroyer style bow with a Fairmile style stern, working with Fairmile from 1940 to develop a structure suitable for pre-fabrication. There was a supply of Packard engines due to lend-Lease and these were arranged as two pairs in the engine room expected to give a top speed of 31 knots. 1941 Original Programme The first twelve boats were ordered on 15 March 1941, becoming MGB 601 to MGB 612. Six weeks later, another 28 boats were ordered on 27 April 1941, as MGB 613 to MGB 616, and ML 617 to ML 640, although these MLs were quickly reclassed as MGBs. The prefix for all boats (except early losses 622, 631 and 639) was reclassed from "MGB" to "MTB" in September 1943. Eight of these boats (nos. 618, 619, 620, 623, 625, 626, 627 and 631) were handed over to the Royal Norwegian Navy in 1942, manned by free Norwegian personnel and formed into the 30th MTB Flotilla under Lt. Ragnvald Tamber. After being worked up at HMS Bee shore base at Weymouth, they were based at Lerwick in the Shetland Islands, and deployed for numerous operations along the Norwegian coast.[2] MTB 631 was captured by the Germans in March 1943 and replaced by MTB 653. The last eight of the programme (boats nos. 633 to 640) were chosen for Mediterranean operations; they were worked up at HMS Bee at Weymouth before proceeding to Milford Haven, where they were formed into a new 32nd MTB Flotilla under the command of Lt. P. E. Stewart Gould; they were fitted with extra temporary fuel tanks bolted to the upper deck (raising their fuel capacity by 3,000 gallons to 8,000 gallons of 100 octane petrol for the long passage to the Mediterranean), and proceeded in groups to Gibraltar in March/April 1943. Name Ship Builder Delivered Fate MGB 601 Tough Bros, Teddington Wharf, Manor Road, Teddington 9 March 1941 Sunk in action on 24 July 1942 in the Dover Strait. MGB 602 Kris Cruisers (1934), Riverside Yard, Ferryll Road, Isleworth August 1942 To Sea Cadet Corps in October 1945; sold 21 February 1956. MGB 603 Tough Bros, Teddington Wharf, Manor Road, Teddington 25 July 1942 For disposal October 1945. MGB 604 A. M. Dickie & Sons, Bangor, Gwynedd 24 July 1942 For disposal October 1945. MGB 605 William Osbourne, Littlehampton 16 June 1942 Sunk 17 February 1945 in collision with a wreck off Ostend. MGB 606 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford 7 July 1942 Sunk in action on 3/4 November 1943 off the Dutch coast. MGB 607 James A. Silver, Rosneath, Dumbartonshire June 1942 For disposal October 1945. MGB 608 James A. Silver, Rosneath, Dumbartonshire August 1942 For disposal in January 1946. MGB 609 William King, Burnham-on-Crouch 9 June 1942 To Sea Cadet Corps in October 1945; sold ca. 1952. MGB 610 Woodnutt & Co., St Helens, Isle of Wight 30 June 1942 To Sea Cadet Corps at Falmouth in April 1946; to Weymouth August 1950; for disposal in January 1964. MGB 611' Brooke Marine, Oulton Broad, Lowestoft 15 September 1942 Sold for disposal in 1946. MGB 612 S. B. Hall, Galmpton, Brixham 10 July 1942 To Sea Cadet Corps in December 1945; for disposal in July 1948. MGB 613 S. B. Hall, Galmpton, Brixham 9 September 1942 For disposal in October 1946. MGB 614 Woodnutt & Co., St Helens, Isle of Wight 6 August 1942 For disposal in November 1945. MGB 615 A. M. Dickie & Sons, Tarbert, Argyllshire 24 July 1942 For disposal October 1945. MGB 616 William Osbourne, Littlehampton 19 August 1942 To Sea Cadet Corps at Exeter in 1947; for disposal in 1955. MGB 617 William Osbourne, Littlehampton 8 October 1942 To Sea Scouts in 1946; sold 7 July 1953. MGB 618 P. K. Harris & Sons, New Quay Dry Docks, Appledore, Torridge 27 June 1942 To Royal Norwegian Navy June 1942 to 1944; for disposal in January 1946. MGB 619 Dorset Yacht Company, Lake Road, Hamworthy, Poole 23 August 1942 To Royal Norwegian Navy August 1942 to July 1944; for disposal in October 1945. MGB 620 A. M. Dickie & Sons, Bangor, Gwynedd 6 September 1942 To Royal Norwegian Navy November 1942 to August 1943; for disposal in March 1946. MGB 621 James A. Silver, Rosneath, Dumbartonshire October 1942 To Sea Cadet Corps in April 1946, sold on 10 February 1955. MGB 622 Brooke Marine, Oulton Broad, Lowestoft 10 November 1942 Sunk 10 March 1943 by German destroyers off Terschelling. MGB 623 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford 27 August 1942 To Royal Norwegian Navy 1942 to 1944; for disposal in May 1947. MGB 624 Dorset Yacht Company, Lake Road, Hamworthy, Poole 19 October 1942 To Sea Cadet Corps at Aberystwyth in December 1945; for disposal in May 1964. MGB 625 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire 4 September 1942 To Royal Norwegian Navy 1942; lost 1944 in Scottish waters. MGB 626 Tough Bros, Teddington Wharf, Manor Road, Teddington 24 July 1941 To Royal Norwegian Navy in June 1942; lost 22 November 1943 by explosion off Lerwick. MGB 627 P. K. Harris & Sons, New Quay Dry Docks, Appledore, Torridge 7 October 1942 To Royal Norwegian Navy September 1942 to 1944; for disposal in April 1945. MGB 628 J. W. & A. Upham, Brixham, Devon November 1942 For disposal in October 1945. MGB 629 A. M. Dickie & Sons, Tarbert, Argyllshire 1 December 1942 For disposal in October 1945. MGB 630 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire 5 November 1942 To Sea Cadet Corps 1945; sold by 1949. MGB 631 William King, Burnham-on-Crouch August 1942 To Royal Norwegian Navy in 1942; stranded 14 March 1943 on Norwegian coast and captured by Germans. MGB 632 Kris Cruisers (1934), Riverside Yard, Ferryll Road, Isleworth December 1942 For disposal in October 1945. MGB 633 Dorset Yacht Company, Lake Road, Hamworthy, Poole 23 November 1942 Lost on 30 January 1946 on passage from Malta to Alexandria. MGB 634 William Osbourne, Littlehampton 27 November 1942 Lost on 30 January 1946 on passage from Malta to Alexandria. MGB 635 Boat Construction Co., Falmouth November 1942 Damaged in 1944 and reported in July 1945 as sunk as target off Malta. MGB 636 James A. Silver, Rosneath, Dumbartonshire January 1943 Sunk in error by MGB 658 in action off Elba. MGB 637 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire January 1943 Lost on 30 January 1946 on passage from Malta to Alexandria. MGB 638 A. M. Dickie & Sons, Bangor, Gwynedd 14 December 1942 Lost on 30 January 1946 on passage from Malta to Alexandria. MGB 639 Brooke Marine, Oulton Broad, Lowestoft 9 March 1943 Sunk 28 April 1943 by Italian torpedo boat Sagittario off Pantellaria. MGB 640 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford 1 November 1942 Sunk by mines 26/27 June 1944 off Vada, Italy. 1941 Supplemental Programme A further 60 boats were ordered in November 1941, numbered from 641 up to 700, of which 16 ordered on 18 November had the prefix of "MGB" (numbers 641 to 648, 657 to 663, and 674), and 44 ordered on 28 November originally had the prefix of "ML" (numbers 649 to 656, 664 to 673, and 675 to 700), although the MLs were quickly reclassed as MGBs. All of these (except early losses) were reclassed as "MTB" in September 1943. However, from No. 697 onwards, the boats were classified as combined "MTB"/"MGB"s. As with the final eight boats of the preceding programme, 24 boats were chosen for Mediterranean operations; they were worked up at HMS Bee at Weymouth before proceeding to Milford Haven, where they were formed into three new flotillas as follows (with initial flotilla commanders in parentheses): • 19th MGB Flotilla (under Lt E.M. ("Mickey") Thorpe): boats nos. 641 to 648 inclusive. • 33rd MTB Flotilla (under Lt-Cmdr Ronald R. W. Ashby): boats nos. 649, 651, 654, 655, 656, 665, 667 and 670. • 20th MGB Flotilla (under Lt-Cmdr Norman H. Hughes): boats nos. 657 to 663 inclusive, plus 674 (although 674 only joined later). As before, they were fitted with extra temporary fuel tanks bolted to the upper deck (raising their fuel capacity by 3,000 gallons to 8,000 gallons of 100 octane petrol for the long passage to the Mediterranean), and proceeded in groups to Gibraltar in March/April 1943. Motor Gun Boats Name Ship builder Delivered Fate MGB 641 Thomson & Balfour, Victoria Saw Mills, Bo'ness 29 December 1942 Sunk in action on 14/15 July 1943 by shore batteries in the Strait of Messina. MGB 642 P. K. Harris & Sons, New Quay Dry Docks, Appledore, Torridge 7 March 1943 Lost on 30 January 1946 on passage from Malta to Alexandria. MGB 643 Woodnutt & Co., St Helens, Isle of Wight 22 December 1942 Lost on 30 January 1946 on passage from Malta to Alexandria. MGB 644 Tough Bros, Teddington Wharf, Manor Road, Teddington December 1942 Mined 26 June 1943 off Sicily and scuttled. MGB 645 S. B. Hall, Galmpton, Brixham December 1942 For disposal in August 1945. MGB 646 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton 19 November 1942 For disposal in August 1945. MGB 647 A. M. Dickie & Sons, Bangor, Gwynedd 24 February 1943 Scuttled in September 1946 off Malta. MGB 648 Dorset Yacht Company, Lake Road, Hamworthy, Poole 10 January 1943 Bombed 14 June 1943 in Central Mediterranean. MGB 649 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton 7 January 1943 For disposal in September 1945 in the Mediterranean. MGB 650 Boat Construction Co., Falmouth January 1943 To Royal Air Force in 1945 as Long Range Rescue Craft LRRC 020. MGB 651 Tough Bros, Teddington Wharf, Manor Road, Teddington January 1943 For disposal in September 1945 in the Mediterranean. MGB 652 S. B. Hall, Galmpton, Brixham 25 January 1943 For disposal in October 1945 in the Mediterranean. MGB 653 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire March 1943 To Royal Norwegian Navy 1943 to 1944; for disposal in December 1945. MGB 654 Lady Bee, Shoreham-by-Sea, Sussex 19 February 1943 Damaged 1944 and for disposal in January 1945. MGB 655 William Osbourne, Littlehampton January 1943 Mined on 22 March 1945 in the Mediterranean. MGB 656 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford 24 December 1942 For disposal in September 1945 in the Mediterranean. MGB 657 Woodnutt & Co., St Helens, Isle of Wight 9 February 1943 Constructive total loss by mine 11/12 September 1943 in the Mediterranean; broken up in December 1944. MGB 658 J. W. & A. Upham, Brixham, Devon April 1943 Lost on 30 January 1946 on passage from Malta to Alexandria. MGB 659 Boat Construction Co., Falmouth May 1943 Lost on 30 January 1946 on passage from Malta to Alexandria. MGB 660 Brooke Marine, Oulton Broad, Lowestoft 21 April 1943 For disposal in February 1946. MGB 661 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire May 1943 For disposal in June 1946. MGB 662 Dorset Yacht Company, Lake Road, Hamworthy, Poole 8 April 1943 For disposal in February 1946. MGB 663 William Osbourne, Littlehampton 8 March 1943 Mined on 10 October 1944 in the Adriatic. MGB 674 (a) Tough Bros, Teddington Wharf, Manor Road, Teddington 6 May 1943 For disposal in June 1946. Note: (a) 674 was the final boat ordered as a MGB, and is thus shown out of numerical sequence. Name Ship builder Delivered Fate MTB 664 A. M. Dickie & Sons, Tarbert, Argyllshire 1 April 1943 To Royal Air Force in 1944 as Long Range Rescue Craft, renumbered LRRC 021 in 1945. MTB 665 P. K. Harris & Sons, New Quay Dry Docks, Appledore, Torridge 5 May 1943 Sunk in action on 15 August 1943 by shore batteries in the Strait of Messina. MTB 666 Dorset Yacht Company, Lake Road, Hamworthy, Poole 10 June 1943 Sunk in action off Ijmuiden on 4/5 July 1944. MTB 667 William King, Burnham-on-Crouch 28 December 1942 For disposal in September 1945 to July 1946 in the Mediterranean. MTB 668 Thomson & Balfour, Victoria Saw Mills, Bo'ness 26 March 1943 To Sea Cadet Corps in December 1945. MTB 669 Lady Bee, Shoreham-by-Sea, Sussex 29 April 1943 Sunk 26 October 1943 in action off Norway. MTB 670 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford 7 March 1943 Lost on 30 January 1946 on passage from Malta to Alexandria. MTB 671 A. M. Dickie & Sons, Bangor, Gwynedd 16 May 1943 Sunk in action on 24 April 1944 off Cape Barfleur. MTB 672 James A. Silver, Rosneath, Dumbartonshire April 1943 For disposal in October 1945. MTB 673 Tough Bros, Teddington Wharf, Manor Road, Teddington June 1943 To Royal Air Force in 1945 as Long Range Rescue Craft LRRC 022. MTB 675 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire July 1943 To Royal Air Force in May 1945 as Long Range Rescue Craft LRRC 023. MTB 676 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton 13 May 1943 To Royal Air Force in June 1945 as Long Range Rescue Craft LRRC 024. MTB 677 S. B. Hall, Galmpton, Brixham May 1943 To Royal Air Force in June 1945 as Long Range Rescue Craft LRRC 025. MTB 678 Boat Construction Co., Falmouth July 1943 To Royal Air Force in June 1945 as Long Range Rescue Craft LRRC 026. MTB 679 A. M. Dickie & Sons, Bangor, Gwynedd July 1943 To Royal Air Force in June 1945 as Long Range Rescue Craft LRRC 027. MTB 680 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton April 1943 To Royal Air Force in June 1945 as Long Range Rescue Craft LRRC 028. MTB 681 Brooke Marine, Oulton Broad, Lowestoft 20 July 1943 Sunk in action on 10 June 1944 off the Dutch coast. MTB 682 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford May 1943 To Royal Air Force in 1945 as Long Range Rescue Craft LRRC 029. MTB 683 James A. Silver, Rosneath, Dumbartonshire July 1943 To Royal Air Force in May 1945 as Long Range Rescue Craft LRRC 030. MTB 684 Woodnutt & Co., St Helens, Isle of Wight 28 April 1943 To Royal Air Force in 1945 as Long Range Rescue Craft LRRC 031. MTB 685 Dorset Yacht Company, Lake Road, Hamworthy, Poole July 1943 For disposal in April 1949. MTB 686 William Osbourne, Littlehampton 9 June 1943 Lost on 22 November 1943 by fire at Lerwick. MTB 687 P. K. Harris & Sons, New Quay Dry Docks, Appledore, Torridge 31 July 1943 Paid off on 24 October 1944 for transfer to Royal Air Force as Long Range Rescue Craft LRRC 032. MTB 688 A. M. Dickie & Sons, Tarbert, Argyllshire July 1943 To Royal Norwegian Navy from August 1943 to 1944; to Royal Air Force in 1945 as Long Range Rescue Craft LRRC 034. MTB 689 S. B. Hall, Galmpton, Brixham July 1943 To Royal Air Force in June 1945 as Long Range Rescue Craft LRRC 033. MTB 690 Boat Construction Co., Falmouth 15 September 1943 Lost 18 January 1945 in collision with a wreck in the North Sea. MTB 691 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire August 1943 To Royal Air Force in May 1945 as Long Range Rescue Craft LRRC 035. MTB 692 Lady Bee, Shoreham-by-Sea, Sussex July 1943 To Royal Air Force in 1945 as Long Range Rescue Craft LRRC 036. MTB 693 William King, Burnham-on-Crouch May 1943 To Royal Air Force in May 1945 as Long Range Rescue Craft LRRC 037. MTB 694 Thomson & Balfour, Victoria Saw Mills, Bo'ness 26 July 1943 To Royal Air Force in May 1945 as Long Range Rescue Craft LRRC 038. MTB 695 Brooke Marine, Oulton Broad, Lowestoft 30 October 1943 To Royal Air Force in 1945 as Long Range Rescue Craft LRRC 039. MTB 696 Kris Cruisers (1934), Riverside Yard, Ferryll Road, Isleworth 15 April 1943 For disposal in October 1945. MTB 697 Woodnutt & Co., St Helens, Isle of Wight July 1943 Mined on 18 April 1945 in the Adriatic. MTB 698 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford July 1943 Lost on 30 January 1946 on passage from Malta to Alexandria. MTB 699 Dorset Yacht Company, Lake Road, Hamworthy, Poole October 1943 For disposal October 1945 to July 1946 in the Mediterranean. MTB 700 William Osbourne, Littlehampton July 1943 Lost on 30 January 1946 on passage from Malta to Alexandria. 1942 Original Programme [edit] Another 23 boats were ordered on 7 April 1942 as MTB 701 to MTB 723. Motor Torpedo Boats Name Ship builder Delivered Fate MTB 701 J. W. & A. Upham, Brixham, Devon October 1943 To Sea Cadet Corps at Bideford in 1946. MTB 702 P. K. Harris & Sons, New Quay Dry Docks, Appledore, Torridge 31 October 1943 To Ship Target Trials in 1946. MTB 703 Tough Bros, Teddington Wharf, Manor Road, Teddington 8 October 1943 For disposal in September 1945 to July 1946 in the Mediterranean. MTB 704 William Osbourne, Littlehampton November 1943 To Royal Norwegian Navy in December 1944; for disposal in 1946. MTB 705 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton 7 August 1943 Mined on 23 March 1945 in the Adriatic. MTB 706 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton October 1943 For disposal in September 1945 to July 1946 in the Mediterranean. MTB 707 Boat Construction Co., Falmouth November 1943 Lost 18 April 1944 in collision with L'Escarmouche to north of Ireland. MTB 708 S. B. Hall, Galmpton, Brixham November 1943 Scuttled on 5 May 1944 after being bombed in error by Allied aircraft in the Channel. MTB 709 A. M. Dickie & Sons, Tarbert, Argyllshire February 1944 To Royal Norwegian Navy 1944 to 1945; for disposal in January 1947. MTB 710 William Osbourne, Littlehampton 18 September 1943 Mined on 10 April 1945 in the Adriatic. MTB 711 Brooke Marine, Oulton Broad, Lowestoft 2 April 1944 To Royal Norwegian Navy 1944 to 1946 as Hauk; for disposal in 1947. MTB 712 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford 10 February 1944 To Royal Norwegian Navy 1944 to July 1945; constructive total loss by grounding in Scottish waters 25 January 1945; for disposal in July 1945. MTB 713 Dorset Yacht Company, Lake Road, Hamworthy, Poole 10 December 1943 To Royal Norwegian Navy 1944; sold in Norway in 1946. MTB 714 A. M. Dickie & Sons, Bangor, Gwynedd October 1943 To Sea Cadet Corps in April 1946; sold 18 November 1955. MTB 715 Woodnutt & Co., St Helens, Isle of Wight 9 December 1943 To Royal Norwegian Navy 1944; lost on 19 May 1`945 by explosion at Fosnavaag, Norway. MTB 716 James A. Silver, Rosneath, Dumbartonshire April 1944 To Royal Norwegian Navy 1944; sold in Norway in 1946. MTB 717 A. M. Dickie & Sons, Bangor, Gwynedd 1 February 1944 To Royal Norwegian Navy 1944; sold in Norway in 1946. MTB 718 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire March 1944 To Sea Cadet Corps on the Tyne in 1946. MTB 719 Lady Bee, Shoreham-by-Sea, Sussex February 1944 To Royal Norwegian Navy 1944; sold in Norway in 1946. MTB 720 William King, Burnham-on-Crouch November 1943 To Royal Norwegian Navy 1944; sold in Norway in 1946. MTB 721 Cardnell Brothers, Maylandsea, Althorne, near Chelmsford 15 October 1943 To Royal Norwegian Navy 1944; sold in Norway in 1946. MTB 722 Thomson & Balfour, Victoria Saw Mills, Bo'ness March 1944 To Royal Norwegian Navy 1944; sold in Norway in 1946. MTB 723 P. K. Harris & Sons, New Quay Dry Docks, Appledore, Torridge 27 April 1944 To Royal Norwegian Navy 1944; sold in Norway in 1946. 1942 Supplemental Programme Another 48 boats were ordered on 30 August 1942 as MTB 724 to MTB 771. Name Ship Builder Delivered Fate MTB 724 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford 7 September 1943 To Sea Cadet Corps at Norwich in December 1945; sold 24 July 1954. MTB 725 Boat Construction Co., Falmouth March 1944 To Sea Cadet Corps at Pwllheli in October 1945; sold 12 September 1951. MTB 726 A. M. Dickie & Sons, Bangor, Gwynedd 2 March 1944 To Royal Canadian Navy from March 1944 to May 1945; to Sea Cadet Corps at Wisbech in July 1946; sold by 1950. MTB 727 S. B. Hall, Galmpton, Brixham 27 February 1944 To Royal Canadian Navy from February 1944 to June 1945; to Sea Cadet Corps at Twickenham in 1946; sold 20 December 1951. MTB 728 William Osbourne, Littlehampton 21 December 1943 To Sea Cadet Corps at Cardigan in 1946; sold 1948. MTB 729 Brooke Marine, Oulton Broad, Lowestoft July 1944 Sold on 21 September 1947. MTB 730 Woodnutt & Co., St Helens, Isle of Wight 28 April 1944 To Sea Cadet Corps in April 1946; sold 27 May 1958. MTB 731 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire July 1944 Became MTB 3001 in 1949, then MASB 3001 in 1953; to Sea Cadet Corps at Birkenhead in October 1957. MTB 732 Dorset Yacht Company, Lake Road, Hamworthy, Poole 17 April 1944 Sunk in error on 28 May 1944 by La Combattante in action in the Channel. MTB 733 Lady Bee, Shoreham-by-Sea, Sussex 8 June 1944 To Sea Cadet Corps at Plymouth in March 1946. MTB 734 Thomson & Balfour, Victoria Saw Mills, Bo'ness 30 May 1944 Bombed in error on 26 June 1944 by Allied aircraft off Normandy and scuttled. MTB 735 Tough Bros, Teddington Wharf, Manor Road, Teddington 26 February 1944 To Royal Canadian Navy from February 1944 to May 1944; to Sea Cadet Corps at Ellesmere in January 1946; sold 14 June 1956. MTB 736 Tough Bros, Teddington Wharf, Manor Road, Teddington April 1944 To Royal Canadian Navy from April 1944 to May 1944; to Sea Cadet Corps at Fraserburgh in July 1946. MTB 737 J, S. Doig (Grimsby), Grimsby Docks May 1944 Lent to Brighton Nautical Training College in 1945. MTB 738 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton 15 December 1943 To Sea Cadet Corps at Ipswich in January 1946; sold 25 April 1958. MTB 739 Herbert Woods, Broads Haven, Potter Heigham, Great Yarmouth 27 April 1944 Became MTB 3039 in 1949; for disposal in April 1952. MTB 740 Collins Pleasurecraft Co., Oulton Broad, near Lowestoft 8 August 1944 To Sea Cadet Corps at Norwich in 1946. MTB 741 A. M. Dickie & Sons, Tarbert, Argyllshire July 1944 To Sea Cadet Corps at Goole in 1946; sold 26 November 1957. MTB 742 John Sadd & Sons, Maldon, Essex April 1944 To Sea Cadet Corps at Parkeston in February 1946. MTB 743 Aldous Successors, Brightlingsea, Essex 13 April 1944 To Royal Canadian Navy from March 1944 to May 1944; lent to Sea Scouts in 1946; sold 23 January 1957. MTB 744 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton March 1944 To Royal Canadian Navy from March 1944 to May 1944; to Royal Air Force in 1945 as Long Range Rescue Craft LRRC 040. MTB 745 Austins of East Ham, London E.6 29 January 1944 To Royal Canadian Navy from January 1944 to May 1944; to Ship Target Trials 1946; for disposal in 1946. MTB 746 James A. Silver, Rosneath, Dumbartonshire 19 May 1944 To Royal Canadian Navy from May 1944 to May 1945; to Sea Cadet Corps at Gloucester in December 1946; sold 1953. MTB 747 Sussex Shipbuilding Co., Shoreham-by-Sea June 1944 To Sea Cadet Corps in March 1946; sold 19 February 1958. MTB 748 William Osbourne, Littlehampton 19 February 1944 To Royal Canadian Navy from February 1944 to May 1945; to Sea Cadet Corps at Barnes in March 1945; sold 20 May 1955. MTB 749 William Osbourne, Littlehampton 4 April 1944 To Ship Target Trials in 1946. MTB 750 A. M. Dickie & Sons, Bangor, Gwynedd May 1944 Became MTB 3002 in 1949, then MASB 3002 in 1953; to Sea Cadet Corps in 1956; sold 1967. MTB 751 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford 25 May 1944 To Sea Cadet Corps at Poplar in October 1945; sold 23 January 1957. MTB 752 Dorset Yacht Company, Lake Road, Hamworthy, Poole June 1944 To Sea Cadet Corps in October 1945. MTB 753 Boat Construction Co., Falmouth July 1944 To Sea Cadet Corps at Bermondsey in November 1945; sold 22 October 1956. MTB 754 Solent Shipyards, Bursledon Bridge, Sarisbury Green, Hants December 1944 To Sea Cadet Corps at Connah's Quay in May 1946; sold 17 September 1954. MTB 755 J. W. & A. Upham, Brixham, Devon September 1943 To Sea Cadet Corps at Scarborough; sold 13 October 1955. MTB 756 Herbert Woods, Broads Haven, Potter Heigham, Great Yarmouth 31 July 1944 To Sea Cadet Corps at Kingston-upon-Hull in January 1946; sold 8 November 1954. MTB 757 P. K. Harris & Sons, New Quay Dry Docks, Appledore, Torridge 29 June 1944 To Sea Cadet Corps at Worcester in January 1946; sold 25 January 1952. MTB 758 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire October 1944 Became MTB 5031 in 1949, then sold 14 June 1956. MTB 759 Woodnutt & Co., St Helens, Isle of Wight July 1944 To Sea Cadet Corps at Barnstaple in April 1946; sold 25 November 1954. MTB 760 S. B. Hall, Galmpton, Brixham September 1944 To Sea Cadet Corps at Bristol in April 1946; sold 18 September 1958. MTB 761 Aldous Successors, Brightlingsea, Essex 9 August 1944 To Sea Cadet Corps at Chelmsford in January 1946; sold 25 March 1963. MTB 762 Brooke Marine, Oulton Broad, Lowestoft 6 October 1944 For disposal in October 1945. MTB 763 Cardnell Brothers, Maylandsea, Althorne, near Chelmsford June 1944 To Sea Cadet Corps at Stockton-on-Tees in January 1946; sold 17 May 1956. MTB 764 James A. Silver, Rosneath, Dumbartonshire September 1944 For disposal in May 1946. MTB 765 H. T. Percival, Yacht Station, Horning, Suffolk 30 October 1944 To Sea Cadet Corps at Sunbury-on-Thames in December 1945; sold 22 February 1955. MTB 766 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford 10 August 1944 To Sea Cadet Corps at Clydebank in 1946; sold 10 February 1955. MTB 767 Boat Construction Co., Falmouth 19 December 1944 For disposal in January 1947. MTB 768 Thomson & Balfour, Victoria Saw Mills, Bo'ness 26 August 1944 To Sea Cadet Corps at Newark in December 1945; sold 30 November 1955. MTB 769 William King, Burnham-on-Crouch June 1944 To Sea Cadet Corps at Fareham in 1946; sold 24 April 1956. MTB 770 Leo A. Robinson, Oulton Broad, near Lowestoft 11 December 1944 To Sea Cadet Corps at Cleethorpes in April 1946; sold 26 November 1957. MTB 771 A. M. Dickie & Sons, Bangor, Gwynedd 5 August 1944 To Sea Cadet Corps at Southend-on-Sea in 1946; sold 25 November 1954. 1943 Programme Finally, 58 more were ordered on 26 March 1943 as MTB 772 to MTB 800, and MTB 5001 to MTB 5029 (although MTB 5027 was cancelled, the only Fairmile order not to be built). Name Ship Builder Delivered Fate MTB 772 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton 12 July 1944 To Sea Cadet Corps at Chelsea in January 1946; sold 29 April 1955. MTB 773 Austins of East Ham, London E.6 29 June 1944 To Ship Target Trials 1946; for disposal in October 1947. MTB 774 Sussex Shipbuilding Co., Shoreham-by-Sea November 1944 Sold 1948. MTB 775 S. B. Hall, Galmpton, Brixham August 1944 To Sea Cadet Corps in December 1945; sold 17 September 1954. MTB 776 Lady Bee, Shoreham-by-Sea, Sussex August 1944 Lost by fire and explosion on 14 February 1945 at Ostend. MTB 777 A. M. Dickie & Sons, Bangor, Gwynedd 21 October 1944 To Sea Cadet Corps at Peterborough in 1946; sold 15 November 1951. MTB 778 Dorset Yacht Company, Lake Road, Hamworthy, Poole November 1944 To Sea Cadet Corps at Purfleet in 1946; sold 25 July 1955. MTB 779 Woodnutt & Co., St Helens, Isle of Wight 16 October 1944 Became MTB 5032 in 1949; sold 16 January 1955. MTB 780 Kris Cruisers (1934), Riverside Yard, Ferryll Road, Isleworth 11 January 1945 Became MTB 5001 in 1949; sold 16 January 23 October 1957. MTB 781 J, S. Doig (Grimsby), Grimsby Docks November 1944 To Sea Cadet Corps at Penarth in April 1946; sold 22 July 1952. MTB 782 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford 25 October 1944 Mined 29 Decewmber 1944 off the Schelde MTB 783 Cardnell Brothers, Maylandsea, Althorne, near Chelmsford July 1945 Sold 1947. MTB 784 Tough Bros, Teddington Wharf, Manor Road, Teddington 29 September 1944 Sold 7 January 1948. MTB 785 Brooke Marine, Oulton Broad, Lowestoft 13 March 1945 Became MTB 5033 in 1949; sold 17 October 1955. MTB 786 Solent Shipyards, Bursledon Bridge, Sarisbury Green, Hants 12 July 1945 Sold 1949. MTB 787 William Osbourne, Littlehampton June 1944 Became MTB 5034 in 1949; sold 17 June 1949. MTB 788 P. K. Harris & Sons, New Quay Dry Docks, Appledore, Torridge 17 February 1945 Lent to Sea Scouts in 1946; sold 18 June 1955. MTB 789 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton 17 October 1944 Lost by fire and explosion on 14 February 1945 at Ostend. MTB 790 Boat Construction Co., Falmouth July 1945 Became MTB 5003 (2nd of that number) in 1949; sold 25 November 1953. MTB 791 Thomson & Balfour, Victoria Saw Mills, Bo'ness 4 November 1944 Lost by fire and explosion on 14 February 1945 at Ostend. MTB 792 Tough Bros, Teddington Wharf, Manor Road, Teddington 1 March 1945 Sold 7 January 1948. MTB 793 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire 5 March 1945 Became MTB 5035 in 1949, then sold 25 April 1958. MTB 794 Herbert Woods, Broads Haven, Potter Heigham, Great Yarmouth 22 December 1944 Became MTB 5036 in 1949, then sold 24 April 1958. MTB 795 William Osbourne, Littlehampton August 1944 Became MTB 5037 in 1949; for disposal in 1952. MTB 796 John Sadd & Sons, Maldon, Essex 31 October 1944 Lent to Sea Scouts in 1946; sold July 1954. MTB 797 A. M. Dickie & Sons, Tarbert, Argyllshire January 1945 To Royal Canadian Navy from December 1944 to May 1945; for disposal in 1947. MTB 798 Austins of East Ham, London E.6 16 October 1944 Lost by fire and explosion on 14 February 1945 at Ostend. MTB 799 H. T. Percival, Yacht Station, Horning, Suffolk June 1945 To Royal Air Force in July 1945 as Long Range Rescue Craft LRRC 001. MTB 800 Dorset Yacht Company, Lake Road, Hamworthy, Poole July 1945 To Royal Air Force in July 1945 as Long Range Rescue Craft LRRC 002. MTB 5001 Woodnutt & Co., St Helens, Isle of Wight 18 December 1944 Sunk 6/7 April 1945 in action in the North Sea. MTB 5002 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford December 1944 Sold 1957. MTB 5003 James A. Silver, Rosneath, Dumbartonshire July 1945 Sold on 8 March 1948. MTB 5004 James A. Silver, Rosneath, Dumbartonshire September 1945 To Royal Air Force in September 1945 as Long Range Rescue Craft LRRC 003; to Sea Cadet Corps at Sittingbourne in 1949; sold June 1956. MTB 5005 William Osbourne, Littlehampton 7 November 1944 Sold 28 February 1952. MTB 5006 Boat Construction Co., Falmouth August 1945 To Royal Air Force in August 1945 as Long Range Rescue Craft LRRC 004. MTB 5007 S. B. Hall, Galmpton, Brixham March 1945 Sold 17 November 1950. MTB 5008 William King, Burnham-on-Crouch June 1945 Sold 20 July 1956. MTB 5009 Lady Bee, Shoreham-by-Sea, Sussex 5 April 1945 Sold 17 March 1956. MTB 5010 A. M. Dickie & Sons, Bangor, Gwynedd January 1945 Became MTB 3050 in 1949, then MASB 3050 in 1953; sold 20 July 1955. MTB 5011 Thomson & Balfour, Victoria Saw Mills, Bo'ness 28 March 1945 To Royal Air Force in March 1945 as Long Range Rescue Craft LRRC 005. MTB 5012 Austins of East Ham, London E.6 March 1945 To Royal Air Force in March 1945 as Long Range Rescue Craft LRRC 006. MTB 5013 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton March 1945 Became MTB 3053 in 1949, then MASB 3053 in 1953; to Sea Cadet Corps in 1957; sold March 1969. MTB 5014 Woodnutt & Co., St Helens, Isle of Wight March 1945 To Royal Air Force in March 1945 as Long Range Rescue Craft LRRC 007. MTB 5015 Cardnell Brothers, Maylandsea, Althorne, near Chelmsford March 1945 Sold 23 October 1957. MTB 5016 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford March 1945 To Royal Air Force in March 1945 as Long Range Rescue Craft LRRC 008. MTB 5017 A. M. Dickie & Sons, Tarbert, Argyllshire July 1945 To Royal Air Force in July 1945 as Long Range Rescue Craft LRRC 009. MTB 5018 Alex Robertson (Yachtbuilders) & Sons, Sandbank, Argyllshire July 1945 To Royal Air Force in July 1945 as Long Range Rescue Craft LRRC 010. MTB 5019 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton 13 April 1945 To Royal Air Force in April 1945 as Long Range Rescue Craft LRRC 011. MTB 5020 John Sadd & Sons, Maldon, Essex December 1944 For disposal in December 1956; sold 18 September 1958. MTB 5021 P. K. Harris & Sons, New Quay Dry Docks, Appledore, Torridge 9 July 1945 To Royal Air Force in July 1945 as Long Range Rescue Craft LRRC 012. MTB 5022 Tough Bros, Teddington Wharf, Manor Road, Teddington 19 April 1945 To Royal Air Force in April 1945 as Long Range Rescue Craft LRRC 013. MTB 5023 S. B. Hall, Galmpton, Brixham 14 July 1945 To Royal Air Force in July 1945 as Long Range Rescue Craft LRRC 014; to Sea Cadet Corps in 1948; sold 18 September 1958. MTB 5024 A. M. Dickie & Sons, Bangor, Gwynedd 5 May 1945 To Royal Air Force in May 1945 as Long Range Rescue Craft LRRC 015. MTB 5025 Wallasea Bay Yacht Station, Wallasea Bay, near Rochford August 1945 To Royal Air Force in August 1945 as Long Range Rescue Craft LRRC 016. MTB 5026 John Sadd & Sons, Maldon, Essex 17 March 1945 To Royal Air Force in March 1945 as Long Range Rescue Craft LRRC 017. MTB 5027 Risdon Beazley, Clausentum Yard, Northam Bridge, Southampton not built Cancelled in December 1944. MTB 5028 Woodnutt & Co., St Helens, Isle of Wight May 1945 To Royal Air Force in May 1945 as Long Range Rescue Craft LRRC 018. MTB 5029 Thomson & Balfour, Victoria Saw Mills, Bo'ness 12 July 1945 To Royal Air Force in July 1945 as Long Range Rescue Craft LRRC 019. History 6-pounder (57 mm) guns with Molins autoloader were mounted on some of the D-class MTBs . Back view of the same gunMTB 459 at speed, 1944MTB 727, 1944 Unlike the Fairmile B designs (many of which were built overseas), the "Dog Boats" were only produced in component form in Britain. Some were built for the RAF Marine Branch for use in the long range air-sea rescue role for downed airmen. Altogether, 229 boats were ordered (and 228 built) between 1942 and 1945. Many versions were produced or converted from existing boats; MGB, MTB, MA/SB, LRRC and post-war FPB. Since the Fairmile D could be fitted out with a mix of armament that gave it the capabilities of both a motor gunboat and a motor torpedo boat, later-war examples were all completed with a heavy combined armament and universally classified as MTBs. By 1944, the MGB designation was largely dropped by the RN and most of the mid-war (earlier model) Type Ds which had survived were reclassified as MTBs even if they lacked torpedo armament. Mediterranean-based MGBs, however, seem to have retained their MGB pennant numbers to the end of the war. [disputed – discuss] Two captured boats were put into Kriegsmarine service. Today the D-type is a popular choice among boat modelers.[citation needed] There are no known survivors, other than two abandoned wrecks, one in Chatham, England and the other in Ellingsøy, Norway.

The Tamar lifeboat was the first to be fitted with an integrated electronic Systems and Information Management System (SIMS), allowing the crew to operate the all-weather lifeboat from the safety of their shock-absorbing seats. When crashing through the waves, the Tamar’s pioneering seat design absorbs most of the energy on impact, reducing the strain on crew members’ backs. The Tamar is designed to be launched from a slipway – her mast and aerials can be lowered to fit inside a boathouse – and she can also lie afloat. Tamar class lifeboats have gradually replaced some of our Tyne class lifeboats that have reached the end of their operational lives as part of our plans for a faster and more efficient 25-knot all-weather lifeboat fleet. Following a tradition of naming our modern lifeboats after rivers, the Tamar is named after the Tamar River, which is 50 miles long and forms a natural boundary between Devon and Cornwall.

Pat's Lady Ann Steam Boat

The Steam Drifter With the introduction of the Fifie, Scaffie and Zulu sailing fishing boats during the 1800s they all became very successful during the herring fishery, building larger sailing boats and using bigger nets. The herring industry was seasonal so these boats worked long lines during the winter and drift nets for herring in the summer. Around the North East of Scotland the herring season was for around 8-9 weeks and to extend this fishery the larger boats started to venture further afield as the herring moved from area to area. The season started during the early summer around the Shetland Isles moving down the west coast for May/June, the east coast July/August continuing down the east coast to Great Yarmouth and Lowestoft for the autumn fishery returning home the beginning of December each year. By the 1880s it was a big industry with a good product supplying large markets in Russia and the Baltic states, but it was to become even bigger with the development of steam engines for propulsion of larger vessels with the capability to return to port quickly and land freshly caught herring. Embrace INS 402 leaving Hopeman. 1907- built of steel in Govan, Glasgow for Hopeman owner – William McPherson (Daich) skipper. No other owners 1939- Requisitioned by Admiralty for naval duties 1940- grounded at Kyle of Lochalsh and became total loss whilst on naval duties. 1931 – Embrace was reported in ‘The Northern Scot’ to have made record earnings that year. The first of these steam driven boats appeared during the 1890’s and they were around 20 feet longer than the sailing boats as they needed room for the steam engine, storage of coal, larger crew accommodation and of course larger nets. They were being built in their hundreds and Hopeman was no exception with 41 steam drifters having been owned at various times by Hopeman fishermen between 1903 and 1947. A list of these drifters are included within the section “Hopeman Fishing Boats” however it is worth noting that there was only one actually built in Hopeman and that was the Laich o’ Moray INS 31 during 1909 by Daniel (Don) Main who had his boatyard at the bottom of Harbour Street. Due to her size the Laich was actually constructed between his yard and the old harbour. Built of wood with a length of 84.2 feet, breadth 19.3 feet and draft of 8.8 feet she must have been quite a sight in the village during this build. Hopeman’s first steam drifter was the SD Alpha, INS 559 and it must have been a great event for the village. She was built of steel in Glasgow for John McPherson (Jonnack) and brothers Danny & Johnny Main (Thock). The last to be built was the SD Admiration INS 99 in Lossiemouth during 1914 for Tom Bruce, L. Main & Alex Lawson. She was made of wood and had only three weeks fishing prior to the commencement of World War 1 and being requisitioned by the Royal Navy for wartime duties. Later sold to other owners but returned to Hopeman in 1932 under the ownership of Alex & Willie Lawson. Finally scrapped in 1939. During 1910, 1297 drifters went south for the English fishing and their earnings were £456,528. The Scottish fleet comprised of 707 steam drifters, 500 sailing boats and 51 motor boats. The year 1913 saw 854 steam drifters, 209 sail boats and 100 motor boats. For 1923 the Inverness registry recorded 118 steam drifters, 22 sailing boats and 25 motor boats and again in 1936 there were 81 steam drifters, 115 motor boats and no sail.—the days of sail and the Scaffie, Fifie and Zulu were over. The above photograph shows Hopeman harbour around 1934 with a considerable number of steam drifters moored following the end of the herring fishery. In the foreground are a number of Scaffie or Zulu sailing yawls with the new motor boat ‘Achieve’ (skipper Charles More) moored in the middle. The tall funnels of the drifters were commonly called “Woodbines” after the cigarettes of that name and were required to keep the coal fired boiler smoke away from the crew on deck. Drifters with a solid steel keel cut deep ruts in the rock seabed alongside the quay in Hopeman harbour when they surged fore and aft during adverse weather conditions. SEDULUS INS 3 rounding the ‘Barbers Island’ whilst manoeuvring in Hopeman harbour. Aug 19371912- built Dartmouth for Lowestoft owners and used during WW1 as a patrol vessel at Dover. 1924- purchased by Hopeman owners- John Jack, skipper & William Backie. 1937 – returned to Lowestoft owners 1949- converted to 400hp Petter diesel. 1969 – approx. scrapped in Belgium OPTIMISTIC INS 291 1907-built of steel in Govan, Glasgow for Burghead owners. D Main & D McKenzie 1914- requisitioned by admiralty during WW1 (1914-1918) as a boom defence vessel. 1925- purchased by Simon & Margaret Young along with Robert Young of Hopeman. Skipper Robert Young. Scrapped 1938. The herring industry and the migration of the herring from the Shetland Islands down the East and West coasts of the UK involved thousands of fishermen who fished the silver darlings whilst thousands of fisher girls from all of the fishing communities also followed the fleets of boats to process the fish ashore by gutting, salting and packing the herring nto barrels for shipment to the markets. Girls moved from one area to another on board the drifters and lived ashore in temporary camps where they had their own cooks and infrastructure. There were other support industries making the wooden barrels, making nets, engineers, shipwrights etc and all of those involved would spend months away from home with little or no communications. 1905 – Hopeman girls in Stromness, Orkney – all unmarried and around 18/19 years of age. A full list of their names and ‘Bye’ names are contained in the Hopeman 1805-2005 book Available on this site for sale. These steam drifters brought wealth to the village and during this era there were many large new stone houses built in Hopeman and good examples can be seen in Park St, Forsyth St and Inverugie Road. March 1910 saw the start of navigation classes at Hopeman School and the first to gain their Skippers certificates were – Wm Davidson, 7 Gordon Street ; J. Davidson, 33 Duff Street ; Alex L Main, 8 Gordon Street & Wm McPherson, 39 Duff Street. During 1911 there were seventeen men from Hopeman who gained their Skippers ticket at Lossiemouth and this trend continued for many years. Attached is a copy of the certificate gained by John McPherson (Jock Peddie) on 19th May 1914 The reverse side of this certificate it gives the following information – No of Certificate 13280 Address of Owner – 9 Coal Row, Hopeman, Moray. Date & Place of Birth – Eighteen hundred and eighty three : Hopeman This Certificate is given upon EXAMINATION passed at Lossiemouth on the 6 May 1914 Issued At the Port of Lossiemouth on the 13th August 1914 Signed W. Coulson superintendent Steam Drifter “FAVOUR” INS 530 Built of steel in 1908 by Mackie & Thomson, Govan, Glasgow for John Young (Skipper) and his brother-in-law Donald Main of Hopeman. Dimensions: – Length 83.6 feet ; Breadth 19.55 feet ; Depth 8.80 feet. Propulsion: – 18inch propeller, 39 Horse Power compound engine built by Lingerwood, Coatbridge, Glasgow. Boiler: – Made by AW Dalgleish, Pollockshaws and capable of 120lbs per sq. inch. 1925 – Sold to Daniel Davidson, Alexander Young & Mrs Madeline Main of Hopeman. During the WW1 (1914-1918) “Favour” was requisioned by the Royal Navy for coastal patrol duties and some of the Hopeman crew remained with her throughout this conflict. During WW2 (1938-1945) “Favour” was again requisitioned by the admiralty for war time duties along with five other steam drifters leaving only one steam drifter at Hopeman to fish throughout the entire period of this conflict. None of these six drifters returned to Hopeman when WW2 ended and “Favour” lay in Buckie for some time, still in her grey wartime colours until she was eventually sold to Peterhead owners in 1946 for further fishing. Drifters used carbide for making gas required for lighting, but when Favour had finished her wartime service she had a dynamo in the engine room for generating electricity. ‘Favour’ was remembered for an incident in the Isle of Man during 1937/8 whilst lying alongside in port when the boats gunwale nearest the quayside caught under the bottom of a wooden pile at low water. As the tide rose Favour heeled further and further towards the quay until there was a very loud bang when the pile securing arrangement failed, the pile shot up into the air and Favour rolled away from the quay. Fortunately there was no damage to the boat and no injury to the crew. “Favour” was scrapped in May 1952.

HMS Duchess was a Daring-class destroyer that served in the Royal Navy as HMS Duchess from 1952 to 1964, and in the Royal Australian Navy (RAN) from 1964 to 1980. She was laid down by John I. Thornycroft and Company, and commissioned into the Royal Navy in 1952. Initially assigned to the Home Fleet, Duchess spent her early career on exercises and port visits. She was involved in celebrations for the coronation of Queen Elizabeth II during 1953, and escorted the royal yacht Britannia in 1954. The destroyer was reassigned to the Mediterranean Fleet in late 1954, and was involved in exercises, port visits, and anti-weapons-smuggling patrols of Cyprus. During the 1956 Suez Crisis, Duchess operated as plane guard and escort to the British carrier force, and was the last ship to leave Port Said after the British-French invasion failed. The destroyer was reassigned to the Home Fleet in early 1957, then was sent back to the Mediterranean as leader of the 5th Destroyer Squadron later that year. A modernisation refit ran from late 1958 to the start of 1961, after which, Duchess resumed operations with the Mediterranean Fleet. In 1963, tensions leading to the Indonesia–Malaysia confrontation resulted in Duchess being assigned to the Far East Fleet as part of a strengthening of British assets in South East Asia. Following the 1964 Melbourne-Voyager collision, Duchess was loaned to the RAN as a temporary replacement for Voyager. The ship was deployed to the Far East Strategic Reserve throughout the 1960s, and operated as an escort for the Vietnam War troopship Sydney on several occasions. The original four-year loan was extended to 1972, at which point the ship was purchased outright by the Australian government. Duchess was converted into a training ship during 1973 and 1974, and spent the rest of her career operating on midshipman training cruises in Australian, New Zealand, and South Pacific waters. Duchess was replaced in the training role in 1977, and was decommissioned. The destroyer was sold for scrap in 1980. Design and construction Main article: Daring-class destroyer (1949) The Daring class was an evolution of the Battle-class destroyer; larger and with a heavier armament built around three twin turrets.[1] Sixteen Darings were provisionally ordered on 20 July 1944, as part of the 1944 wartime construction programme.[2] Duchess was the last of eight to have her order confirmed, on 29 March 1945, the other eight were later cancelled as unnecessary due to the end of World War II.[3] Their size and capability made the ships capable of performing duties previously restricted to light cruisers, and as the destroyer classification was initially considered inappropriate, they were referred to as "Daring-class warships" for the first part of their careers.[4] As designed, the Daring-class ships had a standard displacement of 2,950 tons, with a full load displacement of 3,580 tons.[2] Length was 390 feet (120 m) overall and 366 feet (112 m) between perpendiculars, with a beam of 43 feet (13 m) and a maximum draught of 17 feet (5.2 m).[2] Propulsion machinery consisted of two oil-fuelled boilers (for Duchess, these were supplied by Foster Wheeler), connected to Parsons double reduction geared turbines from English Electric, which supplied 54,000 shaft horsepower (40,000 kW) to the ship's two propeller shafts.[2] Top speed was 30.5 knots (56.5 km/h; 35.1 mph), with an effective range of 1,700 nautical miles (3,100 km; 2,000 mi), while a cruising speed of 20 knots (37 km/h; 23 mph) allowed the ship to cover 4,400 nautical miles (8,100 km; 5,100 mi).[2] Duchess, along with three of her sister ships, were fitted with alternating current internal electrics; a break from Royal Navy practice.[5] The intended ship's company for Duchess was 278.[2] The main armament of a Daring-class destroyer consisted of six QF 4.5-inch Mk I – V naval guns, arranged in three twin turrets, two located forward, the third aft.[5] For anti-aircraft warfare, the ships were fitted with four to six 40 mm Bofors guns: a reduction from the wartime-intended eight.[6] Both main and anti-aircraft guns were radar-controlled.[5] Two 5-tube launchers for 21 inch (533 mm) torpedoes were installed, along with a Squid anti-submarine mortar.[2] Duchess was laid down by John I. Thornycroft and Company of Woolston at Southampton on 8 July 1948.[7][a] Construction of the Daring class was a transition away from riveting as a method of hull fabrication: some ships had a mix of riveting and welding, while Duchess's hull was all-welded.[9] She was launched on 9 April 1951 by the Countess Mountbatten of Burma, and commissioned into the Royal Navy on 23 October 1952.[10] Operational history Royal Navy 1953–1956 Duchess was initially assigned to the British Home Fleet in January 1953.[11] During January, the ship was involved in training exercises with other Home Fleet units.[11] On 26 January, while alongside in Portland Harbour, a furnace explosion and oil fire in A boiler room killed a stoker and severely burned three others.[11] Although able to sail that afternoon, it took a further ten days of dockyard work to repair the damage.[11] During February and March, Duchess and other ships of the Home Fleet sailed to Gibraltar for exercises.[11] Most of April was taken up with self-maintenance, and May was spent on further training.[11] At the end of May, Duchess, Daring, and Swiftsure sailed to London, where they participated in the opening celebrations of the coronation of Queen Elizabeth II.[11] After a brief visit to the Isle of Wight, Duchess sailed to Spithead for the Coronation Fleet Review, which occurred on 15 June.[11] After the review, Duchess, Swiftsure, and Agincourt visited east coast ports before sailing to Invergordon for fleet exercises.[12] During the exercises, Duchess was plane guard for the carrier Eagle.[12] Duchess returned to Portsmouth in July, underwent six weeks of maintenance, then sailed on 1 September to rejoin Eagle and other ships for exercises in the Denmark Strait.[12] The exercise ended on 3 October, and after transporting personnel of 812 Naval Air Squadron to Loch Goyle, Duchess joined Eagle while the latter undertook flying training.[12] On 6 October, a helicopter crashed while attempting to deliver mail to the destroyer: Duchess' seaboat was able to rescue one of the two flight crew, while the other sank with the helicopter.[12] Duchess continued to accompany Eagle until 24 October, when she detached to return to Portsmouth.[12] The rest of 1953, along with most of January 1954, was spent in refit.[12] On 5 February, Duchess joined units of the Home Fleet on the Spring Training Cruise.[12] The cruise included multi-national exercises in the Mediterranean, a port visit to Oran, and a joint Home-Mediterranean Fleets exercise.[12] Duchess returned to Portsmouth on 23 March.[12] On 29 April, the destroyer departed for Gibraltar to meet the royal yacht Britannia, which was carrying Queen Elizabeth II on the final legs of her Commonwealth Tour.[12] Duchess was part of the escort force until Britannia reached the Thames Estuary on 13 May.[13] The destroyer then proceeded to Invergordon for Home Fleet exercises.[13] On 19 June, Duchess and sister ship HMS Diamond were detached for a three-week flag-showing cruise around the Baltic Sea.[13] Port visits were made to Oslo, Copenhagen, and Stockholm before Duchess returned to Portsmouth.[13] On 31 August, the ship was paid off and recommissioned.[13] She was reassigned to the Mediterranean Fleet, and sailed on 10 September for Malta.[10][13] On 15 October, Duchess was part of a demonstration of naval power for the Emperor of Ethiopia.[13] The rest of the year was spent on exercises, including NATO exercise Novex 54, along with port visits to Elba with the cruiser Jamaica in November.[14] In early January 1955, Jamaica and Duchess made a formal visit to Algiers, which was then followed by more exercises.[14] On 24 March, while moored at Naples, Duchess was rammed by the United States merchant ship SS Excambion.[14] Damage to the destroyer included punctured hull plating on the starboard bow, impact damage to the starboard stern plates where the collision forced them into the wharf, and damage to the superstructure.[14] Temporary repairs were effected, and the destroyer was able to sail to the Malta Dockyard on 30 March.[14] Repairs took most of April, and it was not until 22 May that the ship was deployed again, on a cruise to the eastern Mediterranean.[15] Duchess visited Istanbul, Alexandria, and Cyprus before returning to Malta's Grand Harbour on 22 June.[15] Two days later, with her Mediterranean deployment at an end, Duchess departed for Portsmouth via Gibraltar.[15] On her 1 July arrival, the destroyer was docked for maintenance.[15] Resuming operations on 28 September, Duchess sailed to Scottish waters for exercises: first anti-submarine and torpedo firing training off Clyde, then plane guard duties near Rosyth while Eagle's aircraft practiced high-altitude intercepts.[15] After a visit to Hamburg, the destroyer returned to Portland.[15] Exercises and port visits continued into 1956, and on 21 February, Duchess paid off and recommissioned at Portsmouth Dockyard.[15] On 3 March, the destroyer sailed to rejoin the Mediterranean Fleet.[16] After a series of working up exercises, Duchess participated in the 60-ship Exercise Medflex Dragon in April.[16] During the exercise, the naval correspondent for The Daily Telegraph was convinced by the officers to place a small article in the paper jokingly asking for "any spare coronets" to decorate the wardroom with.[16] In response, Anne, Duchess of Westminster, arranged to have her coronet supplied to the destroyer.[16] Medflex Dragon concluded on 20 April, and Duchess underwent six weeks of maintenance.[16] Port visits to Istanbul and Golcuck followed, along with a stint patrolling the Cyprus coastline to intercept Greek weapons smugglers.[17] She returned to Malta in mid-July, and was in Grand Harbour when the Suez Canal was claimed and nationalised by Egypt.[17] Suez Crisis Further information: Suez Crisis The Mediterranean Fleet began gearing up to retaliate, with Duchess undertaking shore bombardment and convoy escort training during August and September, and also serving as plane guard to Eagle as the carrier worked up.[17] On 29 October, Duchess left Malta to join the escort of the carriers Eagle, Albion, and Bulwark.[17] The carrier force arrived off the Egyptioan coast on 31 October, and on 1 November, airstrikes commenced.[17] During this, Duchess was plane guard for Eagle.[17] On 6 November, the joint British-French invasion commenced, with the destroyer escorting one of the landing craft groups into shore, then standing by off Port Said for anti-air and anti-submarine defence.[17] During 7 and 8 November, Duchess performed patrols off Port Said and was rotated through the plane guard stations of all three carriers.[17] On 9 November, Duchess departed for Malta.[17] She returned to Port Said on 17 November, and was again attached to the carrier force as an escort and plane guard.[17] From 27 November to 16 December, the destroyer was sent to Cyprus for more anti-smuggler patrols, but the ship was recalled to cover the final withdrawal of British forces from Port Said.[17] She remained in or near Port Said Harbour until 22 December: although due to sail that morning with the last troop convoy, Duchess remained on station until 20:00 in the unsuccessful hope that a junior officer of the West Yorkshire Regiment kidnapped early in the crisis would be returned.[17] Consequently, Duchess was the last Royal Navy vessel to leave Port Said at the end of the Suez Crisis.[18] 1957–1964 After spending Christmas at Grand Harbour, Duchess sailed from Malta on 1 January 1957 with sister ships Decoy and Diamond, bound for Portsmouth.[18] After a three-month maintenance docking, Duchess was assigned to the Home Fleet.[18] On 17 May, Duchess and Diamond sailed to meet the Royal Yacht Britannia at the River Humber.[18] Britannia was conveying Queen Elizabeth II and Prince Philip, Duke of Edinburgh to Denmark for a state visit.[18] The two destroyers accompanied the royal yacht to Copenhagen, then back to the Moray Firth at the visit's conclusion.[18] On 28 May, the destroyers rejoined the Home Fleet for a fleet review.[18] The destroyers were then assigned to escort the carrier Ark Royal, with the three ships departing on 30 May for the International Naval Review at Hampton Roads in the United States.[18] The review occurred on 12 June, after which Duchess sailed to Bermuda, then back to the United Kingdom.[19] On her return, the ship visited Liverpool for the 750th anniversary of King John's Charter founding the city, then proceeded to Portsmouth.[19] On 27 August, Duchess paid off and was recommissioned.[20] Duchess at the port city of Rotterdam in 1958 On 3 September, Duchess left Portsmouth to join the Mediterranean Fleet as leader of the 5th Destroyer Squadron.[21] Workups were conducted at Silema Creek during September, followed by port visits to Tripoli and Civitavecchia in October, then self-maintenance and day sails from Malta for the rest of the year.[21] 1958 commenced with a seven-week Cyprus patrol.[21] By the end of the patrol on 21 February, the destroyer had developed a leak in her hull, but was able to reach Malta without difficulty.[21] March consisted of participation in Exercise Marjex, followed by port visits to Taranto and Ancona, joint exercises with the Italian Navy, and a visit to Venice before returning to Malta.[21] Major fleet exercises occurred in April and early May.[21] Duchess was due to return to the United Kingdom in May, but unrest in Lebanon (which would escalate into the 1958 Lebanon crisis) required the destroyer to join a response force off Cyprus, which she remained with until 4 July.[21] The destroyer sailed to Malta, then Portsmouth, and was docked for maintenance after arriving on 11 July.[21] Work concluded in September, and Duchess spent the next three months undertaking exercises and port visits in British, Dutch, and French waters.[21] The destroyer reached Spithead on 9 December, and was paid off into reserve later that day.[21] The destroyer was taken into Portsmouth Dockyard hands for a two-year refit.[21] Modifications during this period included the deletion of the aft torpedo launcher and its replacement with a deckhouse for additional accommodation, introduction of centralised messing arrangements, and fitting of air-conditioning to the operations room and sickbay.[22] Intentions at the time were to install a Sea Cat missile launcher on the roof of the new deckhouse during a later refit, but in 1964, the decision was made to fit the launcher to new-build ships only.[23] Duchess was recommissioned on 3 January 1961, with post-refit workups and maintenance dominating the ship's activities until early April.[24] From April until July, she was involved in a program of anti-submarine warfare training and general exercises, interspersed with short maintenance periods.[24] On 24 July, Duchess sailed from Portsmouth, bound for Malta and the Mediterranean Fleet.[24] On 7 August, while en route, a port visit to Ajaccio was almost cancelled when a possible mutiny aboard a British merchant ship was reported: the destroyer was to sail to assist, but was not required.[24] Duchess reached Grand Harbour on 18 August, and was drydocked for maintenance.[24] Returning to service in September, the rest of Duchess' year was dominated by exercises and flag-showing port visits.[25] Exercises and port visits resumed in January 1962, and continued until 26 March, when the destroyer left Malta heading for Portsmouth.[26] In addition to the schedule of Home Fleet exercises, Duchess made official visits to Stockholm and Helsinki with Bermuda in May, underwent refit from July to October, as in November was part of the search for the helicopter that crashed off St David's Head carrying Lord Windlesham.[26] On 17 December, the ship's fifth commission was paid off.[26] Duchess was recommissioned on 2 January 1963.[26] Originally intended to be deployed with the Mediterranean Fleet, the December 1962 Brunei Revolt and tensions in South East Asia that would shortly escalate into the Indonesia–Malaysia confrontation prompted a strengthening of British assets in the region, including the assignment of Duchess to the Far East Fleet.[27] The destroyer left Portsmouth on 8 April bound for Singapore, with visits en route to Gibraltar, Malta, Port Said, and Aden.[28] Arriving on 12 June, the ship spent the next few weeks on day exercises, before being docked in the King George VI Graving Dock for three weeks of maintenance.[29] Tactical exercises took up late July and early August, after which, Duchess was deployed to patrol off North Borneo and Sarawak.[29] A visit to Hong Kong occurred in early September, followed by guardship duties off Sandakan.[29] Further patrols of North Borneo occurred in October, and on 7 November, the destroyer was called to assist the British merchantman Woodburn, which had run aground off Singapore's Horsburgh Lighthouse.[29] Exercises continued until 23 December, when Duchess arrived at Singapore for maintenance and leave.[30] She resumed operations on 10 February 1964, transporting a contingent of Gurkhas to the Sarawak River, then visited Hong Kong.[30] Transfer Following the loss of the Australian-built Daring-class destroyer Voyager in a collision with the aircraft carrier Melbourne on 10 February 1964, both the United Kingdom and the United States offered to loan ships to the Royal Australian Navy (RAN) as a temporary replacement; the Royal Navy offering Duchess or Defender while the United States Navy offered two Fletcher-class destroyers: US Ships The Sullivans and Twining.[30][31] The Admiralty suggested Defender because she had just completed a major modernisation, and Duchess because her location in South East Asia meant she could be handed over quickly.[30] Duchess was seen as the more favourable vessel for the British offer: in addition to the proximity, the ship was due to undergo refit in June, and doing so while in Australian hands meant the Royal Australian Navy (RAN) could make any modifications they felt necessary.[30] Unlike Duchess, Defender's internal electrics were configured for DC power, and the ship lacked air-conditioning.[32] The loan of Duchess to the RAN was offered on 18 February, and accepted on 25 February by the Australian government.[30] The loan period was for four years, with no cost for the ship itself, although the RAN would be financially responsible for running costs and modifications.[30] During the loan period, the RAN intended to construct two modified River-class frigates (Swan and Torrens) as permanent replacements.[31] Duchess concluded her exercise program on 9 March, and returned to Singapore for maintenance.[30] She left Singapore for Australia on 6 April, visiting Darwin and Townsville before reaching Sydney on 19 April.[30] The ship was handed over to the RAN that day.[30] The destroyer was then sailed to Williamstown Naval Dockyard for modification.[30] On 8 May, the handover was completed, and the ship was commissioned into the RAN as HMAS Duchess.[33] Refits were completed in November, and the destroyer spent the rest of the year undertaking trials and working up exercises.[32] Royal Australian Navy HMAS Duchess in the 1960s From January to March 1965, Duchess was deployed to the Far East, and undertook numerous patrols of the Malaysian and Borneo coasts.[33] In late May, Duchess was assigned to the escort screen for the troopship Sydney as she made her first of twenty-five Vietnam War troop transport runs to Vũng Tàu.[32] Duchess escorted the former carrier for the entire voyage, with the two ships returning to Sydney on 5 July.[32][34] After a maintenance period, Duchess was deployed to the Far East Strategic Reserve (FESR) on 11 August.[32] After a short period of patrols, the destroyer and Vendetta were detached to meet Sydney off Manus Island on 20 December, and joined the troopship on her second voyage to Vietnam.[32][35][36] The three ships reached Vũng Tàu on 28 September, and departed two days later: after clearing the Market Time area, the two destroyers broke off and headed for Hong Kong.[35][36] A brief period of maintenance concluded on 26 October, and Duchess resumed patrols until the end of the year.[32] 1966 commenced with more Borneo patrols and a stint at guardship at Tawau.[32] The destroyer returned to Darwin on 2 March, then sailed to Sydney for a seven-month refit.[32] The rest of the year was spent exercising in eastern Australian waters.[32] In January 1967, the destroyer was again deployed to the FESR.[32] As the Confrontation had concluded, the deployment was characterised by fewer patrols and more exercises and port visits.[32] During the six-month assignment, Duchess called into Telok Kekek, Pulau Langkawi, Pulau Song Song, Bangkok, Hong Kong, and Singapore.[32] She returned to Sydney on 17 June and docked for refits.[32] On 12 October, the four-year loan of the ship was extended to April 1972.[32] The refit concluded on 3 June 1968, and the destroyer was assigned to multinational exercises; first with the Royal New Zealand Navy off Auckland, then with British, New Zealand, and American units in the Solomon Sea.[32] Duchess was then deployed to the FESR, and arrived in Singapore on 10 October.[32] A program of port visits was interrupted in November by the need to escort Sydney on her twelfth Vietnam voyage.[32][37] On 18 November, Duchess met Sydney off Singapore, and accompanied the troopship to and from the warzone, before sailing to Hong Kong.[32] Official visits to ports in South Korea and Japan followed, with Duchess back in Hong Kong for the Christmas-New Year break.[32] January and February 1969 saw the destroyer travel as far west as Pakistan.[32] The destroyer returned to Singapore on 25 March, via Thailand and Hong Kong, then after a short exercise period, the destroyer headed for Sydney.[32] Maintenance and local exercises dominated the ship's schedule until November, when she headed north to escort Sydney on the latter's fifteenth voyage.[32][38] After reaching Vũng Tàu on 28 November, then escorting the troopship from the warzone, Duchess peeled off to commence another FESR deployment.[32][38] After a short maintenance period in Singapore, the destroyer visited Subic Bay, then headed to Hong Kong for the end of the year.[32] Duchess crewmen practice with F1 submachine guns, November 1969 After participating in a week of fleet exercises in mid-January 1970, Duchess began a sequence of port visits: Port Swettenham, Kota Kinabalu, Manila, Bangkok, Hong Kong, Osaka (coinciding with Expo '70), Kobe, and Subic Bay before returning to Singapore.[32] This was followed by SEATO exercises in the South China Sea during March and April.[32] Duchess returned to Sydney on 5 June, and was docked for a refit, which lasted until 8 February 1971.[32] On 18 March, Duchess was again deployed to the Far East.[32] The destroyer met Sydney off Singapore on the troopship's nineteenth on 3 April.[39][40] The two ships arrived in Vũng Tàu on 5 April, and returned to Hong Kong on 8 April.[40][41] After a sequence of port visits, Duchess and Parramatta met Sydney on 17 May for transportation run twenty.[32][40] Vũng Tàu was reached on 22 May, with departure a day later.[42] Duchess sailed to Hong Kong, then on 8 June departed for Australia, arriving on 25 May and commencing a mid-cycle docking which ran until 13 November.[32][40] In January 1972, Duchess joined Melbourne, Stalwart, and Supply for a task group deployment to Asian waters.[32] The deployment included SEATO exercises and port visits to Port Klang and Surabaya, before the ships arrived in Fremantle on 14 April.[32] After proceeding to Sydney for maintenance, Duchess resumed exercising in local waters.[32] During a surface firing exercise on 25 July, a shell from B turret hit one of the elevated barrels of A turret.[32] In August, with her loan period up, Duchess was purchased outright from the Royal Navy for £150,000.[32] After a midshipman training cruise to Port Moresby in August, the ship spent the rest of the year on exercises and training.[32] On 5 January 1973, Duchess arrived at Williamstown Naval Dockyard for conversion into a training ship.[32] The aft funnel was streamlined, and the remaining torpedo launcher, aft gun turret, and Squid mortar were all removed.[43][32] This allowed for the installation of an extended aft superstructure, with classrooms, instructor offices, and additional accommodation for the embarked trainees.[32] The former turret's loading bay was converted into library and study areas.[32] A semi-enclosed charthouse was fitted above and behind the bridge for navigation training.[32] The refit concluded on 14 August 1974, with Duchess replacing Anzac as the RAN's dedicated training vessel.[32] From January 1975 to July 1976, Duchess operated on a sequence of training cruises, visiting ports along the eastern Australian coast, as well as New Zealand and the South Pacific.[32] She was docked from July to October at Cockatoo Island Dockyard to combat hull corrosion, then resumed her training schedule.[32] Her final training cruise ran during August and September 1977, after which, Duchess was replaced by Jervis Bay.[32] Decommissioning and fate Handover of training duties to Jervis Bay was done on 23 September 1977.[32] On 23 October, Duchess was decommissioned.[32] The ship was sold to Tung Ho Steel for breaking up as scrap on 7 May 1980, and departed Sydney under tow for Taiwan on 9 July.[32][10] Following a 2010 reorganisation of RAN battle honours, the destroyer's involvement in the Indonesia-Malaysia Confrontation while in RAN service was recognised with the battle honour "Malaysia 1965–66".[44][45]

Introduction The Island-class patrol vessel was first designed and built for the Scottish Fisheries Protection Agency. As a result of the Royal Navy's experiences in the so-called Cod War with Iceland, and the success of FPV Jura (loaned to the Navy as HMS Jura) in fishery protection patrols, the Navy built a further seven. These ships were designed and built by Hall Russell of Aberdeen. FPV Jura and FPV Westra were built by Hall, Russell & Company of Aberdeen in 1973 and 1975 respectively. Jura was loaned to the Royal Navy between 1975 and 1977 for evaluation Island Class The success of Jura encouraged the Royal Navy to build a further seven ships to the same design; these ships formed the bulk of the Fishery Protection Squadron, whose mission was to patrol the Atlantic fishing grounds, and ensure the security of the British oil and gas fields in the North Sea. However, since the mid-1990s, the class has been gradually decommissioned; Jersey was sold to the Bangladesh Navy in 1994, to be followed by Shetland, Alderney, Anglesey, Guernsey and Lindisfarne, with Orkney going to Trinidad and Tobago. The Island class was replaced in the Fishery Protection Squadron by the three ships of the River class. Disposal Presently, five Island-class patrol vessels are in active service with the Bangladesh Navy. They are Karatoa (ex-Alderney), Kapatakhaya (ex-Shetland), Turag (ex-Lindisfarne), Gomati (ex-Anglesey) and Sangu (ex-Guernsey). Another ex-Royal Navy Island-class vessel, Jersey, is used as the training ship, Ruhul Amin. The final ship of the class, ex-Royal Navy vessel Orkney is in service with the Trinidad and Tobago Coast Guard and named TTS Nelson. The Scottish Fisheries Protection Agency Westra was sold to the Sea Shepherd Conservation Society in 2006 and is currently named MY Steve Irwin. Jura was sold in 1988 and renamed Criscilla, and then N'Madi. She was broken up in Portugal in November 2001. Ships In Class 1. HMS Jersey (P295) Commissioned 15th October 1976. Fate: Sold to Bangladesh in 1993, renamed BNS Shaheed Rahul Amin. 2. HMS Orkney (P299) Commissioned February 1977. Fate: Sold to Trinidad and Tobago October 2000, renamed TTS Nelson 3. HMS Shetland (P298) Commissioned 14th July 1977. Fate: Sold to Bangladesh Navy in 2002, renamed BNS Kapatakhaya 4. HMS Guernsey (P297) Commissioned 28th October 1977. Fate: Sold to Bangladesh Navy in 2004, renamed BNS Sangu 5. HMS Lindisfarne (P300) Commissioned 3rd March 1978. Fate: Sold to Bangladesh Navy in 2004, renamed BNS Turag 6. HMS Anglesey (P277) Commissioned 1st June 1979. Fate: Sold to Bangladesh Navy in 2003, renamed BNS Gornati 7. HMS Alderney (P278) Commissioned 6th October 1979. Fate: Sold to Bangladesh Navy in 2002, renamed BNS Karatoa Specifications Displacement: 1,000 tons (standard) 1,280 tons (full load) Length: 195 ft (59 m) (overall) Beam: 36 ft (11 m) Draft: 14 ft (4.3 m) Propulsion: 1 shafts, 2 diesel, 4,380 hp (Ruston-Paxman) Variable-pitch propeller. Speed: 16 knots (30 km/h) Range: 11,000 nautical miles (20,000 km) at 11 knots (20 km/h) Complement: 35 Sensors and processing systems: Type 1006 Radar, Simrad RU sidescan sonar Armament: 1 × Bofors 40 mm gun Mark III, replaced by 1 × 30mm gun in some ships

USS Crockett (PGM-88/PG-88) was a Asheville-class gunboat in the United States Navy during the Vietnam War. Crockett was laid down by the Tacoma Boatbuilding Company, Tacoma, Washington, and commissioned 24 June 1967. Homeported in San Diego, Crockett served off the coast of Vietnam as part of Operation Market Time. Crockett transferred to the Naval Reserve Force on 1 July 1975 and was decommissioned on 1 October 1976.[1] On 15 December 1976, she was struck from the Naval Vessel Register, and on 1 April 1977, ownership was transferred to the Environmental Protection Agency.[2] R/V Rachel Carson Once transferred to the EPA, the vessel was renamed for American environmentalist Rachel Carson. At the time, it was the largest limnological vessel on the Great Lakes, and her initial use was monitoring and analyzing pollution in Lake Erie.[3] The Rachel Carson was declared excess to EPA needs in 1982 and was transferred to the state of Illinois, and thence to the Combined Great Lakes Navy Association.[4] In 1985 it was proposed that she be moved to Muskegon, Michigan along with USS Silversides as an exhibit in the naval museum there.[5] She was scrapped at around 1986.[6]

Admiralty Coaster C642 Typical of many such craft built for servicing fleet vessels. One of a group built by Yarwoods of Northwich, C.642 was launched in 1946 and served until being placed for disposal in 1956. Purchased by F.T. Everard & Sons Ltd of Greenwich, Kent, C.642 was renamed the ‘Clanity’ and used for a short period as a dry cargo carrier before being lengthened and widened in a conversion to a tanker. Steam propulsion was retained until she ended her days in a scrap yard in Antwerp in 1969.

Drumbeat of Devon Based on a modified Stan Patrol 2200 design DRUMBEAT OF DEVON was built in 1991 by Damen of Holland for Devon County Council Fisheries Protection Department. Her duty is to patrol the North and South coast of Devon where the vessel has to be capable of rounding the rugged Cornish coastline. Drumbeat has the endurance to support herself and crew for patrol periods of up to six days and is both fast and comfortable in most sea conditions. Maximum speed: 22 knots and cruising speed: 18 knots. This model, manufactured as a kit by Model Slipway, however I can find very little on the history of the vessel.

Steam Pinnace 199 is a steam pinnace of the Royal Navy, built in 1909 by J. Reid of Portsmouth. She is now owned by the National Museum of the Royal Navy, and is based at Portsmouth Historic Dockyard.[1][2][3] History During its restoration, the ship was misidentified and it became known as Steam Pinnace 199.[1][3] However, it was later determined that the ship's machinery originated from pinnaces 208 and 224, and that its hull, stern cabin, and funnel also came from 224. Despite these findings, the name Steam Pinnace 199 was retained.[1][3][4][5] Steam Pinnace 224 was built in 1909, and was assigned to the battlecruiser HMS Inflexible in 1916.[1][3] It was sold out of the Royal Navy on 6 August 1948,[3] and in 1952 she was sold to a private owner, renamed Treleague, and was converted into a houseboat located on the Thames.[1] During this time its steam machinery was removed, and replaced by a petrol engine.[4] After serving as a houseboat for about 20 years, she was purchased by an antiques dealer who intended to restore her.[1][4] However, the project was deemed too expensive and its hull was sold to the National Museum of the Royal Navy in 1979.[1][4] Restoration She was restored by a group called the Steam Launch Restoration Group, based in Gosport.[2] In 1983, she was given a boiler and compound engine from a similar steam pinnace,[1][4] found at the Royal Navy shore establishment HMS Sultan.[1][4] Her original steam auxiliary engines were found at a yard in Belgium.[1] During her restoration, the ship was given a replacement Hotchkiss 3-pounder gun dating from 1887, and salvaged from the sea by a trawler in 1980.[1][5] The gun has been restored cosmetically; however, it is not functional and the inside of the barrel is corroded.[1][5] The ship was finally recommissioned in 1984, and was kept in the Mast Pond of Portsmouth Historic Dockyard until 1998,[2][4] when she was brought to Gosport for a refit.[2][4] From 1999 to 2001 her machinery was given a major refurbishment.[4] Since then, she has taken place in many events such as the International Festival of the Sea, the Yarmouth Old Gaffers Festival and the Southampton Boat Show.[1][4] In May 2011, she developed leaks in her boiler tubes and was transported to the Maritime Workshop in February 2012.[1] She was given a refit, and she was relaunched in 2015.[1] Steam Pinnace 199 is preserved afloat in Boathouse 4 at Portsmouth Historic Dockyard.[2][5]

HMS Exploit is an Archer-class (or P2000) patrol vessel of the British Royal Navy, built in Woolston by Vosper Thornycroft and commissioned in 1988.[1][2] She is assigned to the Royal Navy Coastal Forces Squadron, carrying out a range of activities both in the U.K. and overseas. The ship's company consists of a permanent staff of the commanding officer, two senior rates and two junior rates, but can take up to twelve students with training officers usually embarked when conducting navigational training. Whilst at sea, students are able to put into practice navigation and seamanship skills they have learnt in the classroom during weekly training nights. These include chart planning, acting as Officer of the Watch, using the ship's radar and carrying out seamanship evolutions from anchoring to securing alongside. Instruction is given in engineering, firefighting, damage control and ship handling. The ship is based in HMNB Portsmouth. Operational history Royal Naval Auxiliary Service XSV Exploit was originally ordered for the now defunct Royal Naval Auxiliary Service (RNXS) and had a distinctive black hull like other RNXS vessels. On 19 March 1994, a serious machinery space fire occurred on Exploit approximately 30 miles off Lundy island as she was being transferred to Portsmouth from Greenock as part of the managed run down of the service by RNXS crew. The Padstow lifeboat and the RAF SAR Helicopter from Chivenor, were scrambled, and a tanker on route to Milford Haven was diverted to help, but were not needed. The fire was later attributed to a major mechanical failure of the starboard main engine, resulting in a large hole in the sump casing. The fire spread quickly to the air ducts, igniting various rubber coolant pipes causing thick acrid smoke.[3] Royal Navy In June 2017, Exploit, in company with HM Ships Smiter, Ranger and Archer, deployed to the Baltic to take part in the NATO BALTOPS exercise, the first time that Royal Navy P2000s have been involved in such an exercise.[4] In the early 2020s, Exploit, along with other Archer-class vessels, was given a more operational role as part of the reconstituted Coastal Forces Squadron. In early 2024, Exploit and three of her sister ships deployed to northern Norway as part of the NATO exercise "Steadfast Defender".[5]

HMS Manchester was a Town-class light cruiser built for the Royal Navy in the late 1930s, one of three ships in the Gloucester subclass. Completed in 1938, she was initially deployed with the East Indies Station and had a relatively short but active career. When World War II began in September 1939, the cruiser began escorting convoys in the Indian Ocean until she was ordered home two months later. In late December Manchester began conducting patrols in the Norwegian Sea enforcing the blockade of Germany. Beginning in April 1940 the ship played a minor role in the Norwegian Campaign, mostly escorting convoys. She was assigned to anti-invasion duties in May–November in between refits. In November the cruiser was tasked to escort a convoy through the Mediterranean and participated in the Battle of Cape Spartivento. Manchester was refitting during most of early 1941, but began patrolling the southern reaches of the Arctic Ocean in May. The cruiser was detached to escort a convoy to Malta in July and she was badly damaged by an aerial torpedo en route. Repairs were not completed until April 1942 and the ship spent the next several months working up and escorting convoys. Manchester participated in Operation Pedestal, another Malta convoy, in mid-1942; she was torpedoed by two Italian motor torpedo boats and subsequently scuttled by her crew. Casualties were limited to 10 men killed by the torpedo and 1 who drowned as the crew abandoned ship.[Note 1] Most of the crew were interned by the Vichy French when they drifted ashore. After their return in November, the ship's leadership was court martialled; the captain and four other officers were convicted for prematurely scuttling their ship. Design and description The Town-class light cruisers were designed as counters to the Japanese Mogami-class cruisers built during the early 1930s and the last batch of three ships was enlarged to accommodate more fire-control equipment and thicker armour.[2] The Gloucester group of ships were a little larger than the earlier ships of the class and received additional armour.[3] They displaced 9,400 long tons (9,551 t) at standard load and 11,650 long tons (11,837 t) at deep load. The cruisers had an overall length of 591 feet 6 inches (180.3 m), a beam of 62 feet 4 inches (19 m) and a draught of 20 feet 7 inches (6.3 m).[4] They were powered by four Parsons geared steam turbine sets, each driving one shaft using steam provided by four Admiralty 3-drum boilers. The turbines developed a total of 82,500 shaft horsepower (61,500 kW) and were designed to give a maximum speed of 32 knots (59 km/h; 37 mph).[5] During her sea trials on 28 March – 7 April 1938, Manchester achieved an average speed of 32.6 knots (60.4 km/h; 37.5 mph) from 84,461 shp (62,983 kW).[6] The ships carried enough fuel oil to give them a range of 6,000 nautical miles (11,000 km; 6,900 mi) at 14 knots (26 km/h; 16 mph). The ship's complement was 800–815 officers and ratings.[5] The Town-class ships mounted twelve BL six-inch (152 mm) Mk XXIII guns in four triple-gun turrets, one superfiring pair each fore and aft of the superstructure. The turrets were designated 'A', 'B', 'X' and 'Y' from front to rear. Their secondary armament consisted of eight QF four-inch (102 mm) Mk XVI dual-purpose guns in twin mounts. Their light anti-aircraft armament consisted of a pair of quadruple mounts for the two-pounder (40-millimetre (1.6 in)) ("pom-pom") anti-aircraft (AA) guns and two quadruple mounts for 0.5-inch (12.7 mm) Vickers AA machine guns. The ships carried two above-water, triple mounts for 21-inch (533 mm) torpedoes.[7] The Towns lacked a full-length waterline armour belt, although the sides of the Gloucester group's boiler and engine rooms and the sides of the magazines were protected by 4.5 inches (114 mm) of armour.[7] The top of the magazines and the machinery spaces were protected by 1.25–2 inches (32–51 mm) of armour. The armour plates on the main-gun turrets had a thickness of 2–4 inches.[3] The cruisers were designed to handle three Supermarine Walrus amphibious reconnaissance aircraft, one on the fixed D1H catapult and the others in the two hangars abreast the forward funnel, but only two were ever carried in service. A pair of 15,000-pound (6,800 kg) cranes were fitted to handle the aircraft and the ships' boats.[8] Modifications When Manchester returned home in November 1939, she was refitted with degaussing equipment and probably had her aft high-angle director-control tower (DCT) fitted. During a brief refit in November 1940, the ship was probably equipped with a Type 286 search radar. During a longer refit in January–March 1941, Manchester's hull was reinforced and her Vickers machine guns were exchanged for an ex-Army 40-millimeter Bofors AA gun atop 'B' turret and five 20-millimetre (0.8 in) Oerlikon AA guns. A Type 284 gunnery radar was installed on the roof of the main armament DCT atop the bridge during this refit. Additional splinter plating to protect the secondary armament and torpedo tubes was probably added at this time, as was an ASDIC sonar system.[9] Two additional ex-Army Bofors guns reinforced the ship's anti-aircraft suite before she participated in Operation Substance in June 1941. Manchester was torpedoed during this convoy escort mission and while she was being repaired in the United States and Britain, she received three more Oerlikon guns for a total of eight weapons, six of which were positioned in the superstructure, one on the roof of 'X' turret and one on the quarterdeck. Two more ex-Army Bofors guns were added amidships before the ship participated in Operation Pedestal in August 1942. When the repairs were completed in April 1942, her radar suite consisted of a Type 279 early-warning radar, the Type 284 system for her main armament, two Type 285 gunnery radars for the four-inch guns, a Type 273 surface-search radar to replace the Type 286 and probably a pair of Type 282 gunnery radars for the "pom-pom" directors.[10] Construction and career Manchester, the first ship of her name to serve in the Royal Navy,[11] was ordered on 23 October 1935 from Hawthorn Leslie and Company. The ship was laid down at their Hebburn shipyard on 28 March 1936 and was launched on 12 April 1937 by the wife of Joseph Toole, the Lord Mayor of Manchester. She was commissioned on 4 August 1938 and departed for her first duty assignment with the 4th Cruiser Squadron in the East Indies on 24 September.[12] After arriving in the British Colony of Aden, Yemen, on 12 October, Manchester was met by the heavy cruiser Norfolk, the station flagship, and the two ships proceeded to Bombay, British India, and then to Trincomalee, British Ceylon by the end of the month where they spent the next month working up. They spent the next month making port visits on the western coast of British India before returning to Ceylon for a maintenance period in Colombo's dockyard. Ports along the Bay of Bengal were visited in February–March 1939, before the two cruisers arrived in Singapore in the British Straits Settlements on 13 March. They conducted exercises with the aircraft carrier Eagle, the heavy cruiser Kent and the submarine depot ship Medway off the eastern coast of Malaya for the next several weeks.[13] Visiting Port Blair in the Andaman Islands en route on 28 March, Manchester arrived at Trincomalee to prepare for a refit in Colombo. Rising tensions in Europe caused the refit to be delayed for a week and her refit was completed in early June. She began a tour of Indian Ocean ports on 6 June, supporting an aeronautical survey in Diego Garcia three days later with fuel and supplies before arriving in the British Protectorate of Zanzibar on 20 June. The ship began moving up the African coast until she rendezvoused with her sister ship Gloucester, the new station flagship, at Kilindini Harbour in British Kenya on 14 July. The sisters sailed to Aden when they met the sloops Egret and Fleetwood later that month to practice convoy escort tactics in light of the potential threat posed by Italian colonies on the Red Sea.[14] Early war service Manchester had just returned from a patrol in the Red Sea and the Gulf of Aden when Britain declared war on Nazi Germany on 3 September 1939. Together with Gloucester, she sailed for Colombo after refuelling. On 25 September, the ship rendezvoused with the sloop Rochester to help escort an Indian troop convoy through the Red Sea. Manchester escorted an Anglo-French convoy there before rendezvousing with the ocean liner RMS Empress of Australia in the Gulf of Suez to escort her to Colombo. The cruiser was ordered home on 10 November and arrived at Malta eight days later, where Vice-Admiral Geoffrey Layton hoisted his flag as commander of the 18th Cruiser Squadron (CS). The ship arrived in HM Dockyard, Portsmouth on the 25th and was docked to have storm damage and some other defects repaired.[15] Her refit was completed on 22 December and she joined the Home Fleet at Scapa Flow two days later. Later that month, Manchester was attached to the Northern Patrol, where she was tasked to enforce the blockade of Germany, searching for German blockade runners and contraband material. On 21 February 1940 the ship helped to capture the 4,709-gross register ton (GRT) German merchantman Wahehe.[16] She remained on this duty until early April, although the cruiser was in Scapa Flow when it was attacked by German aircraft on 16 March. Manchester's gunners were unprepared for the attack and her shells were ineffectual.[17] Norwegian campaign Main article: Norwegian campaign The 18th CS was relieved of its attachment to the Northern Patrol and was assigned to escort convoys to and from Norway. On 7 April Manchester, her half-sister Southampton, the anti-aircraft cruiser Calcutta and four destroyers were escorting the 43 ships of Convoy ON-25 bound for Norway. After the Royal Air Force (RAF) reported German ships in the North Sea, the convoy was ordered to turn back and the two light cruisers were to rendezvous with the Home Fleet in the Norwegian Sea. Their orders were later modified to patrol the southern part of the sea. Late on the 8th, the Admiralty ordered the ships to rendezvous with the Home Fleet lest they be caught between the two groups of German ships believed to be at sea; this was accomplished early on the morning of 9 April.[18] Reinforced by their sisters Sheffield and Glasgow and seven destroyers of the 4th Destroyer Flotilla, the 18th CS was ordered to attack the Königsberg-class cruiser believed to be in Bergen, Norway, later that morning. That afternoon the RAF reported two cruisers in Bergen and the Admiralty cancelled the operation. The Luftwaffe had been tracking the squadron as it approached Bergen and bombers from KG 26 and KG 30 began attacking shortly afterwards. They sank the destroyer Gurkha and near misses damaged Southampton and Glasgow. That night Manchester, Southampton and the 6th Destroyer Flotilla patrolled off Fedjeosen to observe German forces in Bergen and prevent any resupply. The only incident that night was when Manchester spotted a submarine crossing between the two cruisers on the surface; the ship attempted to ram, but only managed a glancing blow. The next morning, the ships were recalled and the cruisers arrived in Scapa Flow that evening to refuel and replenish ammunition.[19] On 12 April, Captain Herbert Packer assumed command and the ship departed Scapa to rendezvous with the escort for Convoy NP-1 which was loaded with two infantry brigades bound for Narvik, Norway. Prime Minister Winston Churchill decided to take advantage of the unopposed occupation of Namsos on the 14th and ordered that the 146th Infantry Brigade should arrive offshore at dusk on the 15th to reinforce the initial landing force. Layton chose to escort the troopships Empress of Australia and MS Chrobry with Manchester, her half-sister HMS Birmingham (C19), the anti-aircraft cruiser Cairo and three destroyers. The threat of air attack and poor port facilities at Namsos caused the Admiralty to change the destination, but the troops and most of their equipment completed unloading on the 19th. That day the Admiralty ordered most of the ships off Norway home to prepare for further operations so the cruiser headed for Rosyth, Scotland.[20] Later that day, Manchester was ordered back to the Namsos area to escort Convoy FP-1 back to Britain. On 22 April she returned to Rosyth to begin loading about half of the 15th Infantry Brigade, together with Birmingham and the heavy cruiser York, to be ferried to Åndalsnes and Molde. Manchester disembarked her passengers at the latter town on the 25th and then joined Birmingham to cover three destroyers laying mines near Trondheim. The sisters returned to Scapa Flow on 28 April to refuel. Three days later they arrived at Åndalsnes to evacuate the remaining troops still ashore. Manchester was slightly damaged by splinters from near misses made by the Luftwaffe that were otherwise ineffectual.[21] On 10 May Manchester and Sheffield were ordered to sea to protect the crippled destroyer Kelly which was being towed home after having been torpedoed by an E-boat. The cruisers engaged Luftwaffe aircraft when they unsuccessfully attacked the next day and then were ordered to return to Rosyth in light of the submarine threat where she began a brief refit. On 26 May, the 18th CS, consisting of Manchester, Birmingham and Sheffield, was transferred to the Humber for anti-invasion duties. They returned to Rosyth on 10 June after the vulnerabilities of Immingham were realised. Layton was relieved by Vice-Admiral Frederick Edward-Collins on 15 June and the ships returned to Immingham on 1 July. Edward-Collins transferred his flag to Birmingham on 4 July after which Manchester sailed to Portsmouth to begin a brief refit. She arrived back in Scapa Flow on 22 August and Edward-Collins immediately returned his flag to the ship. Her stay there was brief as the squadron immediately sailed for Rosyth to resume anti-invasion duties. The squadron returned to Immingham on 3 September as fears of invasion rose. Edward-Collins was relieved by Vice-Admiral Lancelot Holland on 12 November.[22] On 15 November the ship departed Scapa Flow to rendezvous with a convoy that conveying RAF personnel and equipment to Alexandria, Egypt. After their arrival in Gibraltar on 21 November, Manchester and Southampton loaded roughly 1,400 men and many tons of supplies and departed on the 25th, escorted by Force H. They were to be met by ships of the Mediterranean Fleet south of Sardinia, Italy, the whole affair codenamed Operation Collar. The Italians spotted the convoy and attempted to intercept it on 27 November in the Battle of Cape Spartivento. The British concentrated their cruisers, even though the efficiency of Manchester and Southampton was reduced by their passengers, and engaged their Italian counterparts at long range with little effect. The Italians attempted to disengage, but the British pursued until they risked leaving the convoy unprotected. The subsequent aerial attacks by the Regia Aeronautica (Royal Italian Airforce) failed to damage any British ships. During the battle, Manchester fired 912 shells from her main guns without making a single hit. But she was hit by the Italian battleship Vittorio Veneto causing splinter damage.[23] The ship arrived at Alexandria without further incident on 30 November. She passed through the Mediterranean at high speed without being spotted and arrived at Scapa Flow on 13 December. Holland transferred his flag to her half-sister Edinburgh on 8 January 1941. The cruiser began a lengthy refit at Jarrow on 11 January that lasted until 17 April.[24] 1941 Manchester rejoined the 18th CS at Scapa Flow the following day and spent the rest of the month working up. On 18 May the cruiser and Birmingham were ordered to patrol the Iceland-Faroe Islands gap, but they played no part in the search for the Bismarck as they were repositioned north of Iceland in case the German ships attempted to return to Germany through the Denmark Strait after the battlecruiser Hood was sunk on 24 May. The ships returned to Scapa Flow on 3 June and Packer was relieved by Captain Harold Drew. Manchester sailed on 9 June to Hvalfjord, Iceland, to patrol the Denmark Strait for the rest of the month, returning to Scapa on 3 July.[25] The ship joined the escort force for Convoy WS-9C bound for Gibraltar on 12 July and arrived there eight days later where she loaded troops and supplies from the convoy to be conveyed to Malta in Operation Substance. The convoy came together on 23 July and the Italians determined that it was bound for Malta. The ships of the Regia Marina (Royal Italian Navy) were not prepared to attack so that was left to the bombers of the Regia Aeronautica. During the first attack that morning Manchester was hit by an Italian aerial torpedo that struck abreast 'X' turret. It blew a 60-foot-long (18.3 m) hole in the hull, disabled both portside propeller shafts, and allowed heavy flooding that caused a 12.5-degree list. The estimated 2,000 long tons (2,032 t) of water also caused the ship to trim down at the stern by 7 feet 6 inches (2.3 m) and filled the aft engine room which meant that only a single propeller shaft was operable. The detonation killed 3 officers and 23 ratings from Manchester's crew and 5 officers and 7 other ranks from the embarked troops. The list was corrected less than three hours after the attack and the cruiser was ordered to return to Gibraltar, escorted by a destroyer. The two ships were unsuccessfully attacked by more Italian bombers later that day and reached their destination on the 26th.[26] Temporary repairs took until 15 September when the ship then sailed for the Philadelphia Navy Yard in the United States for permanent repairs. This was finished on 27 February 1942, after which she returned to Portsmouth, where final work was completed by the end of April. On her return to service she rejoined the Home Fleet at Scapa Flow on 4 May, spending most of the rest of the month working up. Manchester covered a minelaying operation in the Denmark Strait on 29 May–1 June before returning to Scapa on 4 June. Two days later, King George VI visited the ship during his visit to Scapa. The cruiser spent most of the next two weeks exercising with the other ships of the Home Fleet. On 19 June, Vice-Admiral Stuart Bonham Carter, commander of the 18th CS, hoisted his flag aboard Manchester. On 30 June–2 July, the ship ferried supplies and reinforcements to Spitzbergen Island in the Arctic Ocean. Immediately thereafter, she helped to provide distant cover for Convoy PQ 17 for the next two days. Upon her return to Scapa, she became a private ship when Bonham Carter struck his flag.[27] Operation Pedestal Main article: Operation Pedestal Operation Pedestal, 11 August: A general view of the convoy under air attack showing the intense anti-aircraft barrage put up by the escorts. The battleship Rodney is on the left and Manchester is on the right. Manchester was transferred to the 10th CS in preparation for Operation Pedestal, another convoy to resupply the besieged island of Malta. She departed Greenock on 4 August, part of the escort for the aircraft carrier Furious. They joined the main body of the convoy on the 7th off the coast of Portugal. The cruiser refuelled at Gibraltar and rejoined Force X, the convoy's close escort, on 10 August. Later that day, Eagle was sunk by a German submarine, the first casualty of many suffered by the convoy. By the night of 13/14 August, Force X was passing through the mine-free channel close off the Tunisian coast. At 00:40 the convoy was attacked by a pair of German S-boats, but they were driven off, with one boat damaged by British fire. About 20 minutes later Manchester was attacked near Kelibia by a pair of Italian MS boats (MTBs), MS 16 and MS 22, which each fired one torpedo, one of which struck the cruiser in the aft engine room, despite her efforts to evade the torpedoes, and jamming her rudder hard to starboard. The hit killed one officer and nine ratings and knocked out electrical power to the aft end of the ship. She slowed to a stop as both starboard propeller shafts were damaged and flooding of the aft engine room disabled both inner shafts. Only the port outer shaft was operable, but its turbine had temporarily lost steam due to the explosion.[28] The flooding quickly caused Manchester to take on an 11-degree list and both the main radio room and the four-inch magazine to fill with water. At about 01:40 Drew ordered "Emergency Stations" which was a standing order when not already at action stations that required all crewmen not required to operate or supply the anti-aircraft guns to proceed to their abandon ship positions. Transferring oil from the starboard fuel tanks to port and jettisoning the starboard torpedoes reduced the list to about 4.5 degrees by 02:45. Drew felt that the ship's tactical situation was dire due to the threat of other motor torpedo boats as the ship's working armament was limited to the four-inch guns and the anti-aircraft weapons. He also felt it imperative that she had to reach deep water by the island of Zembra by dawn (05:30) which he estimated would take about three hours of steaming. The initial damage reports included a two- to three-hour estimate of restoring steam power as the extent of the damage had not yet been fully assessed, although that was repaired much more quickly than the initial estimate. Focused on the tactical situation, Drew was unaware that steam had been restored to the port outer turbine, the rudder unjammed and electrical power had been restored to the steering gear at about 02:02 before he decided to abandon ship 45 minutes later. Earlier, the destroyer Pathfinder had stopped to render assistance at 01:54 and Drew had transferred 172 wounded and superfluous crewmen before she had to depart to rejoin the convoy.[29] About 02:30 Drew inquired about the necessary preparations for scuttling by her own crew with explosive charges during a conversation with his chief engineer. About 15 minutes later he addressed the crew informing them of his decision to scuttle the cruiser and to prepare to abandon ship. The order to scuttle was given at 02:50 and it was impossible to rescind when the chief engineer informed him that power had been restored to one turbine and the steering gear five minutes later. Manchester finally sank at 06:47. Drew ordered his crew to abandon ship at 03:45; one man drowned as he attempted to swim ashore, but the rest of his men survived. Most made it ashore, but an estimated 60 to 90 men were rescued by the destroyers Somali and Eskimo when they were dispatched at 07:13 to render assistance to the cruiser after Pathfinder met up the rest of the 10th CS. Two other men were rescued by an Italian MTB, but they were ultimately turned over to the French and joined the rest of the crew in the Laghouat prison camp.[30] Aftermath The Admiralty convened a Board of Enquiry on 16 September to establish the facts of the cruiser's loss using testimony provided by available witnesses. Rear-Admiral Bernard Rawlings, Assistant Chief of the Naval Staff (Foreign), and the First Sea Lord, Admiral Dudley Pound reviewed the board's findings and believed that Drew's actions showed a lack of determination to fight his ship. Pound further believed that this disqualified Drew from ever again commanding a ship unless further inquiry proved otherwise. First Lord of the Admiralty A. V. Alexander concurred with Pound's comments on 9 October.[31] The interned crew was released after French North Africa joined Free France and all had arrived back in Britain by 25 November. Drew was ordered to write a report on the loss of his ship five days later by the Admiralty and forwarded his report on 7 December. A week later the Admiralty ordered that a court martial be convened for the loss of Manchester under article 92 of the Naval Discipline Act 1866 (29 & 30 Vict. c. 109) and it began on 2 March 1943.[32] Drew's written evidence focused on the tactical situation in which he found himself: adrift in a narrow passage between the coast of Tunisia and an off-shore minefield, with the turret ammunition hoists disabled and little four-inch ammunition available and a high expectation of further attacks by MTBs and aircraft if still near the coast by dawn. He believed that any such successful attack would have a high chance of causing Manchester to run aground and fall into enemy hands. The initial damage control report given to him after the torpedo hit estimated three hours to get steam power restored which allowed him only a narrow window to get clear of the coast. His evidence made little mention of "Emergency Stations" and his reasoning behind evacuating unwounded crewmen aboard Pathfinder before ascertaining the full extent of the damage.[33] After the modern Royal Navy's longest-ever court martial, the court determined that Manchester's damage was remarkably similar to that suffered on 23 July 1941 whilst under his command; that the cruiser was capable of steaming at 10–13 knots (19–24 km/h; 12–15 mph) on her port outer propeller shaft, that her main and secondary armament was largely intact, and that the initial list of 10–11 degrees had been considerably reduced via counter-flooding, jettisoning her torpedoes, and transfers of fuel oil. Drew was "dismissed his ship", severely reprimanded, and was prohibited from further command at sea; four other officers and a petty officer were also punished.[34] A diving expedition visited the wreck at a depth of about 80 m (260 ft) in 2002 and footage taken by the divers was used in a TV documentary entitled Running the Gauntlet produced by Crispin Sadler. They discovered that the ship was largely intact, lying on her starboard side. Two of the ship's survivors accompanied the expedition and reminisced about their experiences.[35] Another diving expedition to view Manchester was undertaken in 2009.[36]

The History The Düsseldorf fire-fighting boat was developed and built by the Rheinwerft company of Mainz-Mombach, and it is operated in the Ruhr industrial region of Germany. The vessel is designed specifically to cope with disaster situations, such as a ship on fire, a major oil leak or a harbor system in danger of explosion, and its fire monitors, operating at a pressure of 10.5 bar, can hurl water or foam 145 feet high and a distance of up to 310 feet. The two V-12 engines produce a total of 930 kW (1260 BHP), giving the boat a maximum speed of around 23 mph. The Model The Romarin kit of the Düsseldorf fire-fighting boat is large and capacious enough to accommodate all the equipment required to emulate the wide-ranging facilities of the full-size vessel. Optional working systems include the fire monitors, crane, anchor winch, radar, searchlights, blue light, horn and siren, and also the sound of the diesel engines. The plastic hull is moulded in thick-walled material, and it offers plenty of space for the numerous mechanical and electronic parts required for the auxiliary working systems. The model is propelled by two proven MAX Gear power systems, giving it an impressive turn of speed. Four large rudders guarantee extreme maneuvering capability both forwards and astern. The fire monitors can be swiveled horizontally and vertically from the transmitter, and with the recommended electric geared pump they can fire a jet of water a distance of 20 feet. If a working boat crane is fitted, the vacuum-moulded rowing board can be raised, swung outboard and lowered to the water in true scale style. The TD SR12 receiver is equipped with a triple antenna (2×2.4G & 1×900M) design that provides multi-directional wide coverage for the remote signal and is designed for RC users who want to benefit from resilience and long-range in their radio communications. TD SR12 also provides a socket that can be used to connect the NFC Switch panel to enable the built-in Power Switch function. Dual-power provides a safe and efficient way to power the system with your power sources connected via a pair of standard XT30 connections. The dual-power consumption system is designed to operate in balance mode, where it consumes the power line from either power source depending on which has the higher voltage. With a built-in black box module, the data (Power & Signal related) under unusual status during the flight can be recorded by TD receivers. The configurable 12-channel ports are a big feature of TD SR12, each channel port can be assigned as PWM, SBUS, FBUS, or S.Port. With the FBUS protocol, the Tandem series receivers can open up the possibility of seamlessly pairing with multiple telemetry devices (Neuron ESC, Advance Sensors, etc.) as well as simplifying the builds setup.

HMS Sir Lancelot (T 228) MS Trawler of the Round Table class Navy The Royal Navy Type MS Trawler Class Round Table Pennant T 228 Built by J. Lewis & Sons Ltd. (Aberdeen, Scotland) Ordered 21 Jan 1941 Laid down 17 Jul 1941 Launched 4 Dec 1941 Commissioned 26 Mar 1942 End service History Became a danlayer in 1944. Sold in April 1946. Commands listed for HMS Sir Lancelot (T 228) Please note that we're still working on this section and that we only list Commanding Officers for the duration of the Second World War. Commander From To 1 T/Lt. T J Paull, RNR 7 Mar 1942 29 Dec 1942 2 T/Lt. William Fraser Smith, RNR 29 Dec 1942 early 1943 3 T/Lt. Colin Richards Forsyth, RNVR early 1943 12 Aug 1943 4 T/Lt. Richard Norville Watson Smith, RNVR 12 Aug 1943 RV Sir Lancelot (LT263) was a fisheries research vessel that was operated by the Directorate of Fisheries, now known as the Centre for Environment, Fisheries and Aquaculture Science (Cefas). It was based at the port of Lowestoft and was originally ordered by the Admiralty as one of eight Round Table-class trawlers during World War II HMS Sir Lancelot (T228) took part in Operation Neptune, the D-Day landings in June 1944, attached to the 14th Minesweeping flotilla in Force U. She was primarily responsible for marking swept passages to Utah Beach.[1] After the war and conversion to a civilian trawler Sir Lancelot came into service as a research vessel in December 1946. In 1962, she was sold to Mrs Karin Meta Alexa Husseini, Hamburg and renamed 'Hair-Ed-Din Barbarossa'. Construction and wartime history The ship was constructed by J. Lewis & Sons Ltd of Aberdeen, Scotland. The order was placed by the Admirably on 20 January 1941 and was allocated the yard number 160 by Lewis'. The keel was laid down on 17 July 1941 with the ship launched on 4 December 1941 and commissioned into the Royal Navy on 26 March 1942.[citation needed] In June 1944 HMS Sir Lancelot (T228) was converted to a danlayer ahead of the D-Day landings. She was attached to the 14th Minesweeping flotilla in Force U and was one of the first Allied vessels to approach the French coast. In respect of each of the five beach Assault Forces (designated U, O, G, J and S), two channels would be cleared through the mine barrier for the first wave of amphibious infantry. HMS Sir Lancelot was responsible for marking swept Channel 2 ahead of force 'U' on Utah Beach.[1] On 5 February 1945, HMS Sir Lancelot (T228) picked up survivors from the American merchant ship SS Henry B. Plant, that was torpedoed and sunk by German submarine U-245, about 17 nmi (31 km; 20 mi) east of Ramsgate in position 51°19′N 01°42′E. Service as a fisheries research vessel RV Sir Lancelot was the primary fisheries survey vessel used by the Ministry of Agriculture, Fisheries and Food (United Kingdom) throughout the period 1947 to 1960. She was used extensively to assess the status of fish stocks in the North Sea, Irish Sea and English Channel as part of the UK contribution to the International Council for the Exploration of the Sea (ICES)[2] In 1950, RV Sir Lancelot was used together with 'frogmen' to take photographs and Ciné film of trawl gears in action off Cornwall. In 1951, she was re-deployed off Malta as there was a need for good underwater visibility. The film obtained showed the meshes of the net to be wide open whilst it was being towed and so helped in the acceptance of mesh regulation by fishermen everywhere.[3] Datasets collected aboard the RV Sir Lancelot were instrumental in the ground-breaking book On the Dynamics of Exploited Fish Populations written by Ray Beverton and Sidney Holt in 1957.[4]