Category:Ships and vessels of the National Historic Fleet
Pages in category "Ships and vessels of the National Historic Fleet"
The following 70 pages are in this category, out of 70 total, this list may not reflect recent changes (learn more).
The following 70 pages are in this category, out of 70 total, this list may not reflect recent changes (learn more).
1. National Historic Fleet – The National Historic Fleet is a list of historic ships and vessels located in the United Kingdom, under the National Historic Ships register. National Historic Ships UK is a body which advises the Secretary of State for Culture, Media and Sport and other public bodies on ship preservation. As part of this remit, National Historic Ships maintains the National Register of Historic Vessels, as of September 2014 there are 206 vessels on the register, including museum ships, those still in active or commercial service, and a number currently laid up. Some are being restored, others have an uncertain future. Barcelona Charter Search the Registers - National Historic FleetNational Historic Fleet – Alaska
2. National Historic Ships – As well as providing formal advice to funding bodies, it also gives direct assistance to vessel owners, for example through its small grants scheme and its directory of relevant skills and services. Substantially intact Inclusion on the Register is with the owners consent, the records include details of designer, builder, dimensions, construction, propulsion, service history and current location, as well as images of many of the vessels. The National Register of Historic Vessels contains a sub-group of some 200 vessels that comprise The National Historic Fleet, the National Archive of Historic Vessels includes details of vessels no longer on the NRHV because they have been scrapped, lost, or moved abroad. It also includes vessels that do not meet all the criteria for inclusion on the NRHV but are nevertheless of historic interest, there are currently over 1,000 vessels on the National Register of Historic Vessels and over 400 vessels on the National Archive of Historic Vessels. The registers provide an assessment of the significance of historic vessels. The database can also be a research tool, although confidential information about ownership etc. is always kept secure. Over 57% of historic vessels recorded on the National Register of Historic Vessels are either owned or commercially operated. Museums and charitable trusts account for 14% of the total, fully searchable versions of the databases are available on National Historic Ships website. Barcelona Charter List of museum ships National Historic Ships websiteNational Historic Ships – Registered Vessels
3. Albion (wherry) – Built in 1898, she served as a trading vessel and then as a lighter until being acquired by the Norfolk Wherry Trust for restoration and preservation in 1949. Since 1981 she has been moored at the Norfolk Wherry Trust wherry base at Womack Water near Ludham and she is listed on the register of National Historic Ships in the United Kingdom as part of the National Historic Fleet. Albions construction is unique amongst Norfolk Wherries as she is carvel built whereas all others are clinker built and she is steered from a small aft well by rudder and tiller. Albions registered tonnage is 22.78 and her length overall is 65 ft with a 58 ft hull and her beam is 15 ft and she draws 4 ft 6 in. Her mast is 42 feet tall and her sail area is 1,200 square feet. Albion was built by William Billy Brighton at his shipyard on Lake Lothing between Oulton Broad and Lowestoft for W. D. and A. E. Walker and she cost £455 to build and was launched in October 1898 in a livery of green with a brown oxide top. Her crew consisted a man and a boy, Albion was nearly lost in January 1929 when she sank near Great Yarmouth Bridge but was raised 3 days later. She had a mishap in 1931 when she lost her mast but had it replaced with that of the wherry Sirius. Albion was allocated the United Kingdom Official Number 148735, although designed to carry 36 long tons of cargo, she is recorded as carrying 41 long tons of cargo on one occasion. In normal service, Albion made 3 to 5 knots, with 7 to 8 knots being considered her normal maximum and it is rumoured that she achieved 9 to 10 knots in a race on Breydon Water when her mast snapped. She continued to ply as a trading wherry, however, after sinking a further two times, it was recognised that this was economically unsustainable and in 1961 the Trust decided that Albion would never carry dirty cargo again. In 2010, Albion was awarded the position by National Historic Ships in their annual Flagship competition. An award of £250 was made to the Norfolk Wherry Trust in recognition of this, Albion flew a pennant during the 2010 season denoting this achievement. Norfolk Broads wherries The Norfolk Wherry Trust – Home of the Albion Albion on the Register of Historic VesselsAlbion (wherry) – Albion on charter at Ranworth Broad, 20 May 2002.
4. HMS Alliance (P417) – HMS Alliance is a Royal Navy A-class, Amphion-class or Acheron-class submarine, laid down towards the end of the Second World War and completed in 1947. The submarine is the surviving example of the class, having been a memorial. Alliance was one of the seven A-class boats completed with a snort mast - the other boats all had masts fitted by 1949, the purpose of these modifications was to make the submarine quieter and faster underwater. On 12 January 1968, she grounded on Bembridge Ledge off the Isle of Wight, on or around 30 September 1971 a fatal battery explosion occurred on board, whilst at Portland. From 1973 until 1979 she was the static training boat at the shore establishment HMS Dolphin, since 1981 the submarine has been a museum ship, raised out of the water and on display at the Royal Navy Submarine Museum in Gosport. Although listed as part of the National Historic Fleet, in recent years as many as 100 pigeons had been nesting in the submarine and she also sat on cradles over sea water, adding to problems of corrosion and preventing easy and economical maintenance to her exterior. Urgent repairs were needed and it was announced on 30 May 2011 that HMS Alliance would share in a £11 million Heritage Lottery Fund grant, Alliance would receive £3.4 million to repair her bow and stern and address extensive surface corrosion. The restoration included reclaiming land beneath HMS Alliance using a cofferdam and this provides easy access for future maintenance and a new viewing platform for visitors, additionally opening up the conning tower and casing. A new HMS Alliance gallery is part of the project to help ensure visitors fully appreciate the significance of this submarine. Restoration was completed by March 2014, and the submarine was opened to visitors at the Royal Navy Submarine Museum in April, HMS Alliance at the Submarine Museum HMS Alliance at Historic Naval Ships Association Google Street View TourHMS Alliance (P417) – HMS Alliance on display at Royal Navy Submarine Museum
5. MV Balmoral – MV Balmoral is a vintage excursion ship owned by the MV Balmoral Fund Ltd. a preservation charity. Her principal area of operation is the Bristol Channel, although she also operates day excursions to parts of the United Kingdom. The Balmoral is included on the National Historic Ships register as part of the National Historic Fleet, Balmoral was built as a ferry by John I. Thornycroft & Company at Woolston in 1949, for the Southampton, Isle of Wight, Limited, more normally known as the Red Funnel line. As built, Balmoral could carry up to 10 cars on her aft car deck, Red Funnel ceased operating excursions in 1968, after which Balmoral was acquired by P & A Campbell. She moved to the Bristol Channel, where she became part of P&A Campbells White Funnel Fleet until 1980, Balmoral moved to Dundee to become a floating restaurant. This was unsuccessful and the ship was placed for sale again, at this time the Waverley Steam Navigation Co. Ltd were looking for another vessel to operate alongside the worlds last seagoing paddle steamer, Balmoral was purchased by them and subjected to a major refit. As part of this, her car deck was enclosed to form an area that is now in use as a dining saloon, Balmoral returned to the Bristol Channel in 1986. Since then the ship has operated a season of excursions around the Bristol Channel. In winter 2002, Balmoral received new engines, her original twin 6-cyl Newbury Sirron diesels were removed and replaced with a pair of Danish-built Grenaa diesel engines and this work was partially funded by a grant from the Heritage Lottery Fund. Today Balmoral can accommodate up to 800 passengers and has a restaurant on board. In December 2012 Waverley Excursions and Waverley Steam Navigation announced that Balmoral would not be sailing in 2013, the ships operation has been hampered increasingly in recent years by extreme weather conditions. In 2015, ownership of MV Balmoral was transferred to a new registered charity MV Balmoral Fund Limited, following a refit costing over £300,000 and with help from a Coastal Communities Fund Grant, Balmoral started public sailing again on 19 June 2015. List of classic vessels MV Balmoral – Vintage Excursion ShipMV Balmoral – The Balmoral arriving at Bristol
6. HMS Belfast (C35) – HMS Belfast is a museum ship, originally a Royal Navy light cruiser, permanently moored on the River Thames in London, England, and operated by the Imperial War Museum. Construction of Belfast, the first Royal Navy ship to be named after the city of Northern Ireland and one of ten Town-class cruisers. She was launched on St Patricks Day 1938, commissioned in early August 1939 shortly before the outbreak of the Second World War, Belfast was initially part of the British naval blockade against Germany. In November 1939, Belfast struck a German mine and spent more than two years undergoing extensive repairs, Belfast returned to action in November 1942 with improved firepower, radar equipment, and armour. In June 1944, Belfast took part in Operation Overlord supporting the Normandy landings, in June 1945, Belfast was redeployed to the Far East to join the British Pacific Fleet, arriving shortly before the end of the Second World War. Belfast saw further action in 1950–52 during the Korean War. A number of further overseas commissions followed before Belfast entered reserve in 1963, in 1967, efforts were initiated to avert Belfasts expected scrapping and preserve her as a museum ship. A joint committee of the Imperial War Museum, the National Maritime Museum, in 1971, the government decided against preservation, prompting the formation of the private HMS Belfast Trust to campaign for her preservation. The efforts of the Trust were successful, and the government transferred the ship to the Trust in July 1971, brought to London, she was moored on the River Thames near Tower Bridge in the Pool of London. Opened to the public in October 1971, Belfast became a branch of the Imperial War Museum in 1978, a popular tourist attraction, Belfast receives over a quarter of a million visitors per year. The ship was closed to visitors following an accident in November 2011, Belfast is a cruiser of the second Town class. The Admiraltys requirement called for a 9, 000-ton cruiser, sufficiently armoured to withstand a hit from an 8-inch shell, capable of 32 knots. Seaplanes carried aboard would enable shipping lanes to be patrolled over an area. Under the Director of Naval Construction the new design evolved during 1933, the lead ship of the new class, the 9, 100-ton HMS Southampton, and her sister HMS Newcastle, were ordered under the 1933 estimates. Three more cruisers were built to design, with a further three ships built to a slightly larger 9, 400-ton design in 1935–36. In May 1936 the Admiralty decided to fit triple turrets, whose improved design would permit an increase in deck armour and this modified design became the 10, 000-ton Edinburgh subclass, named after Belfasts sister ship HMS Edinburgh. Belfast was ordered from Harland and Wolff on 21 September 1936 and her expected cost was £2,141,514, of which the guns cost £75,000 and the aircraft £66,500. She was launched on Saint Patricks Day,17 March 1938, by Anne Chamberlain, the launch was filmed by Pathe NewsHMS Belfast (C35) – HMS Belfast at her London berth, painted in Admiralty pattern Disruptive Camouflage
7. HMY Britannia – Her Majestys Yacht Britannia, also known as the Royal Yacht Britannia, is the former royal yacht of the British monarch, Queen Elizabeth II, in service from 1954 until 1997. During her 43-year career, the yacht travelled more than a million nautical miles around the globe. Today, she is a visitor attraction and evening events venue permanently berthed at Ocean Terminal, Leith, in Edinburgh, Scotland. HMY Britannia was built at the shipyard of John Brown & Co and she was launched by Queen Elizabeth II on 16 April 1953, and commissioned on 11 January 1954. The ship was designed with three masts, a 133-foot foremast, a 139-foot mainmast, and a 118-foot mizzenmast, the top aerial on the foremast and the top 20 feet of the mainmast were hinged to allow the ship to pass under bridges. Britannia was designed to be converted into a ship in time of war. In the event of war, it was intended for the Queen to take refuge aboard Britannia off the north-west coast of Scotland. The crew of Royal Yachtsmen were volunteers from the service of the Royal Navy. As a result, some served for 20 years or more, the ship also carried a platoon of Royal Marines when members of the Royal Family were on board. Britannia sailed on her voyage from Portsmouth to Grand Harbour, Malta, departing on 14 April. She carried Princess Anne and Prince Charles to Malta in order for them to meet the Queen, the Queen and Prince Philip embarked on Britannia for the first time in Tobruk on 1 May 1954. On 20 July 1959, Britannia sailed the newly opened Saint Lawrence Seaway en route to Chicago, US President Dwight D. Eisenhower was aboard Britannia for part of this cruise, Presidents Gerald Ford, Ronald Reagan and Bill Clinton were welcomed aboard in later years. Charles and Diana, the Prince and Princess of Wales, took their honeymoon cruise on Britannia in 1981, the ship evacuated over 1,000 refugees from the civil war in Aden in 1986. HMY Britannia, when on royal duties, was escorted by a Royal Navy warship, during her career as Royal Yacht, Britannia conveyed the Queen, other members of the Royal Family and various dignitaries on 696 foreign visits and 272 visits in British waters. In this time, Britannia steamed 1,087,623 nautical miles, in 1997, the Conservative government committed itself to replacing the Royal Yacht if re-elected, while the Labour Party refused to disclose its plans for the vessel. After Labour won the election in May 1997, it announced the vessel was to be retired. It was estimated by the Overseas Trade Board that events held on board the yacht helped raise £3 billion for the treasury between 1991 and 1995 alone. The new government said the expenditure could not be justified given other pressures on the defence budget, proposals for the construction of a new royal yacht, perhaps financed through a loan or by the Queens own funds, have made little headwayHMY Britannia – Britannia at pierhead on the River Mersey, Liverpool. She is dressed overall.
8. HMS Bronington (M1115) – HMS Bronington was a Ton-class minesweeper of the Royal Navy, launched on 19 March 1953. This mahogany-hulled minesweeper was one of the last of the wooden walls, after being decommissioned from service, the ship was purchased in January 1989 by the Bronington Trust, a registered charity, whose patron Charles, Prince of Wales, commanded this vessel in 1976. For some time, the ship was berthed in the Manchester Ship Canal at Trafford Park, Greater Manchester, in 2002, she became part of the collection of the Warship Preservation Trust and moored at Birkenhead, Merseyside, England. On 17 March 2016, she sank at her moorings, the decision was taken to scrap HMS Bronington due to her condition. About HMS Bronington HMS Bronington at National Historic Ships RegisterHMS Bronington (M1115) – HMS Bronington laid up at Gilbrook Basin, West Float, Birkenhead
9. TSS T/T Calshot – TSS T/T Calshot is a tug tender built in 1929 by John I Thornycroft & Co, and completed in 1930 for the Red Funnel Line. She was also used to augment the excursion fleet, Calshot remained in service with Red Funnel from 1930-1964. At the outbreak of World War II, Calshot was appropriated by the Admiralty for use at Scapa Flow. In 1942 she was transferred to the River Clyde where she acted as tender to the two Cunard Line Queens, RMS Queen Elizabeth and RMS Queen Mary, transferring approximately 1,500,000 servicemen, in 1944 she returned to Southampton for the build up to D-Day. Calshot featured prominently in the 1952 British Transport Films production Ocean Terminal, in which, amongst other things, in 1964, Red Funnel sold the Calshot to a subsidiary of the Holland America Line, for use as the tender for the liners Maasdam and Ryndam. For this she was based in Galway Bay, Ireland, and was renamed Galway Bay after her new area of service and she would later be operated by CIÉ as a ferry between Galway and the Aran Islands. In 1986, Calshot was bought back by her port of registry, in 1991, she was moved to an apparently permanent berth at the Town Quay. However, she was moved to the Council Wharf. On April 5,2011, Calshot was moved by tugboat from Berth 50 to Berth 42, Calshot is one of only three surviving classical tender ships which served the great ocean liners. The Calshot is currently berthed in Southampton, where her restoration is being overseen by the Tug Tender Calshot Trust, the intention was to display her as part of the Aeronautica Museum in Trafalgar Dock, Southampton originally due to open in Southampton in 2015. In 2012 the Associated British Ports withdrew the Trafalgar Dock location for the museum citing the need to relocate Red Funnel Ferry operationsTSS T/T Calshot – History
10. SB Cambria – SB Cambria is a preserved spritsail barge used for sail training. She is owned and operated by the Cambria Trust, a charity under English law. Cambria is a sister to the spritsail SB Hibernia which was lost off the coast of Norfolk on the evening of 9/10 November 1937, william built Cambria for £1895, whilst her sister barge cost £1905. She was also faster than Hibernia and it came second in the coasting class in the Thames. Brusher Milton was her first skipper and he recounted one event, when she arrived in Dover, an hour ahead of a steamer which she had overtaken on her way up the Channel from the Solent. We were doing nine knots, quoted on the steamer, and she was the last Thames sailing barge, to trade entirely under sail, and was owned by Captain A. W. Roberts. Roberts sailed the Cambria for more than twenty years, and gained a reputation for hard sailing and fast passages in other Everard barges. Cambrias last mate was Dick Durham from Leigh-on-Sea, Essex, with whom Bob carried the last freight under sail alone,100 tons of cattle cake from Tilbury Dock to Ipswich in October 1970, Dick wrote Bob Roberts biography, The Last Sailorman. Bob Roberts sold Cambria to the Maritime Trust in 1971, for display at St Katharine Docks in London, but she was not looked after very well and in 1987, the Maritime Trust was disbanded. It was agreed that the barge was moved to the Dolphin Sailing Barge Museum at Sittingbourne, on 6 September 2007, Cambria came to Standard Quay in Faversham for restoration and rebuilding after the Barge Museum was damaged in a fire. Her funded restoration cost a £1.4 million with help from the National Lottery and she was re-launched into the Faversham Creek on 23 March 2011. She then underwent sea trials and then re-fitting to prepare her for use in supporting local schools and she won the coasting class in the 2011 Thames sailing barge match. In 2012, the 82nd Thames Sailing Barge Match took place, Cambria won again and Edith May came fifth, behind Thalatta, Lady of the Lea and Pudge. Prizes were presented by Richard Horlock and special guest Griff Rhys Jones, in 2013 another Thames Barge Match took place. Cambria came 1st in the Coasting class, Thames Barge Cambria Trust site Cambria under restoration photo site The Barge Blog archive about Cambria Documentary about the Cambria narrated by Captain Bob RobertsSB Cambria – Cambria at Standard Quay in Faversham
11. HMS Caroline (1914) – HMS Caroline is a decommissioned C-class light cruiser of the Royal Navy that saw combat service in the First World War and served as an administrative centre in the Second World War. Caroline was launched and commissioned in 1914, at the time of her decommissioning in 2011 she was the second-oldest ship in Royal Navy service, after HMS Victory. She served as a headquarters and training ship for the Royal Naval Reserve, based in Alexandra Dock, Belfast, Northern Ireland. She was converted into a museum ship, as of October 2016 she is currently undergoing an inspection and repairs to her hull at Harland and Wolff and is currently closed to the public. Once complete she will be returned to her home of Alexandra Dock in the Titanic Quarter in Belfast, Caroline was the last remaining British First World War light cruiser in service, and she is the last survivor of the Battle of Jutland still afloat. She is also one of three surviving Royal Navy warships of the First World War, along with the 1915 Monitor HMS M33. HMS Caroline was built by Cammell Laird of Birkenhead and she was laid down on 28 January 1914, launched on 29 September 1914 and completed in December 1914. Carolines machinery is still in place today, although not in working order, Caroline was commissioned on 4 December 1914 and served in the North Sea throughout the First World War. Upon commissioning, she joined the Grand Fleet based at Scapa Flow in the Orkney Islands and she was part of the Grand Fleets 1st Light Cruiser Squadron from February to November 1915. From 1917 until late 1918, she carried a platform for the launching of Royal Naval Air Service. Caroline remained in the 4th Light Cruiser Squadron after World War I, in February 1922 she paid off into dockyard control and was placed in reserve. Harland and Wolff of Belfast removed her weaponry and some of her boilers around 1924, eventually several thousand ratings were wearing Caroline cap tallies. The first such establishment was set up in the Belfast Custom House, later, Belfast Castle was taken over and included a radio station. There were depth charge pistol and Hedgehog repair workshops associated with HMS Caroline, during the early part of the Second World War when RAF Belfast occupied Sydenham airfield, Fleet Air Arm personnel based there were lodged under HMS Caroline. In 1943, the airfield was transferred to the Admiralty and commissioned as HMS Gadwall, after the Second World War, the Royal Navy returned Caroline to the Royal Naval Volunteer Reserve, and she served as its last afloat training establishment. She underwent a refit at Harland and Wolff in Belfast in 1951, the Royal Naval Reserve Unit decommissioned from the ship in December 2009, moved ashore, and recommissioned as the stone frigate HMS Hibernia. Caroline herself was decommissioned on 31 March 2011 in a traditional ceremony and her ensign was laid up in St Annes Cathedral in Belfast. Caroline is listed as part of the National Historic Fleet, on her decommissioning, she was placed into the care of the National Museum of the Royal Navy at Portsmouth, though remaining moored in her position in Alexandra Dock in BelfastHMS Caroline (1914) – HMS Caroline in 1917
12. HMS Cavalier (R73) – HMS Cavalier is a retired C-class destroyer of the Royal Navy. She was laid down by J. Samuel White and Company at East Cowes on 28 March 1943, launched on 7 April 1944 and she served in World War II and in various commissions in the Far East until she was decommissioned in 1972. After decommissioning she was preserved as a ship and currently resides at Chatham Historic Dockyard. Cavalier was one of 96 War Emergency Programme destroyers ordered between 1940 and 1942 and she was one of the first ships to be built with the forward and aft portions of her hull welded, with the midsection riveted to ensure strength. The new process gave the ship additional speed, in 1970 a 64-mile race was arranged between Cavalier and the frigate Rapid, which had the same hull form and machinery. Cavalier beat Rapid by 30 yards after Rapid lifted a safety valve, after commissioning she joined the 6th Destroyer Flotilla, part of the Home Fleet, and took part in a number of operations off Norway. She and the other escorts reformed the convoy, and returned to Britain with the loss of three of the thirty-four ships. This action earned Cavalier a battle honour, later in 1945 Cavalier was despatched to the Far East, where she provided naval gunfire support during the Battle of Surabaya. In February 1946 she went to Bombay to help quell the Royal Indian Navy Mutiny, after some time in the British Pacific Fleet she was paid off in May 1946 and was placed in reserve at Portsmouth. Cavalier returned to service in 1957 after a modernisation, which included removing some of her torpedo tubes in favour of Squid anti-submarine mortars and she was again sent to the Far East, and joined the 8th Destroyer Squadron in Singapore. In December 1962 she transported 180 troops from Singapore to Brunei to help suppress a rebellion that became part of the Indonesia-Malaysia Confrontation, after disembarking the troops she remained in Brunei as a communications centre for several days until other Royal Navy ships arrived to relieve her. Cavalier was decommissioned in 1972 along with HMS Wellington, and is the last surviving British destroyer of World War 2 still in the UK, after decommissioning at Chatham Dockyard, she was laid up in Portsmouth. As a unique survivor, after a campaign led by Lord Louis Mountbatten. By selling the ship to the Trust, the UK Government, a special warrant was issued that allows her to retain the prefix HMS and fly the White Ensign, a privilege normally only enjoyed by commissioned ships of the Royal Navy. A similar privilege is enjoyed by another ship, the cruiser Belfast. Moved to Southampton, Cavalier opened as a museum and memorial ship in August 1982 and this was not commercially successful, and in October 1983 the ship was moved to Brighton, where she formed the centrepiece of a newly built yacht marina. The ship sat in a dry dock in a rusting condition, after the reforming of the Cavalier Trust, and a debate in Parliament, in 1998 Cavalier was bought by Chatham Historic Dockyard for display as a museum ship. Arriving on 23 May 1998, Cavalier now resides in No.2 dry-dock, on 14 November 2007, Cavalier was officially designated as a war memorial to the 142 Royal Navy destroyers sunk during World War II and the 11,000 men killed on those shipsHMS Cavalier (R73) – HMS Cavalier, September 2005, as she appears at Chatham Dockyard.
13. ST Cervia – ST Cervia was built in 1946 as a seagoing tug for use as a fleet auxiliary by Alexandra Hall & Company Ltd of Aberdeen, Scotland. Today she is a floating Museum still undergoing restoration in Ramsgate, the Cervia design closely followed an early designed steam tug class called Foremost which had been conceived in 1923. The reasoning behind the recycling of old design was due to Britain’s need to quickly replace losses. Using the best of pre-war tried and tested tug designs would avoid the need for new designs, Empire Raymond, as the Cervia was originally named, was part of the revised building programme ordered for Operation Overlord, the invasion of Europe on D-Day. In the event she was not completed until after the end of the Second World War, the tug was finished with many of the design features intended for the invasion. She had an armoured wheelhouse and gun emplacements installed and she weighed over 350 tons and was powered by a 1,000 horsepower triple-expansion steam engine. Her boiler had been installed with oil burners but the allowed for rapidly reverted to coal firing. The Cervia is thought to be last Empire Ship surviving in the United Kingdom, the Cervia was launched from the yard of Alexander Hall and Co. Ltd in Aberdeen, Scotland, on the 21 January 1946 and was handed to the Ministry of War Transport, in December 1946 she was sold on to the maritime towing business of William Watkins Ltd for the sum of £36,000. In 1947 the Empire Raymond name was changed to Cervia after the Italian Adriatic resort where the Watkins family owned a holiday villa. The name had previously used on an earlier tug owned by William Watkins which taken part in the evacuation of Dunkirk in 1940 returning from there with 230 troops. Whilst still known as the Empire Raymond the tug was employed with other tugs in the refurbishment of the Cunard liner Queen Elizabeth from her role as troop ship back to a passenger liner. During the working life of Cervia the main role that she was deployed in was as a towing, when based in Ramsgate Cervia helped free several vessels that had run aground on the Goodwin Sand Banks off of the East-Kent coast in the vicinity of Ramsgate and Deal. Her association with the port would continue for 60 years right up to the present time, the Cervia, along with other ships owned by Watkins, were regularly maintained and repaired at the workshops and slipways of Claxton’s Ltd in Ramsgate. Claxton’s was subsidiary of William Watkins, in 1950 William Watkins Ltd was merged with other companies to form Ship Towage Ltd of London. As part of this fleet the Cervia was involved in a serious incident. On the 25 October 1954 the Cervia was employed at Tilbury docks in London, Cervia was involved in the undocking of the P&O liner Arcadia, towing the liner stern first away from her landing stage. During this manoeuvre, the Arcadia had gone ahead to avoid collision with liner P&O liner OrcadesST Cervia – History
14. Cutty Sark – Cutty Sark is a British clipper ship. She continued as a ship until purchased in 1922 by retired sea captain Wilfred Dowman. After his death, Cutty Sark was transferred to the Thames Nautical Training College, by 1954, she had ceased to be useful as a cadet ship and was transferred to permanent dry dock at Greenwich, London, for public display. Cutty Sark is listed by National Historic Ships as part of the National Historic Fleet, the ship has been damaged by fire twice in recent years, first on 21 May 2007 while undergoing conservation. She was restored and was reopened to the public on 25 April 2012, on 19 October 2014 she was damaged in a smaller fire. Cutty Sark was ordered by shipping magnate John Willis, who operated a company founded by his father. The company had a fleet of clippers and regularly took part in the tea trade from China to Britain. In 1868 the brand new Aberdeen built clipper Thermopylae set a time of 61 days port to port on her maiden voyage from London to Melbourne. It is uncertain how the shape for Cutty Sark was chosen. Willis chose Hercules Linton to design and build the ship but Willis already possessed another ship, The Tweed, which he considered to have exceptional performance. The Tweed was a designed by Oliver Lang based on the lines of an old French frigate. She and a ship were purchased by Willis, who promptly sold the second ship plus engines from The Tweed for more than he paid for both. The Tweed was then lengthened and operated as a fast sailing vessel, Willis also commissioned two all-iron clippers with designs based upon The Tweed, Halloween and Blackadder. Linton was taken to view The Tweed in dry dock, Willis considered that The Tweeds bow shape was responsible for its notable performance, and this form seems to have been adopted for Cutty Sark. Linton, however, felt that the stern was too barrel shaped, the broader stern increased the buoyancy of the ships stern, making it lift more in heavy seas so it was less likely that waves would break over the stern, and over the helmsman at the wheel. The square bilge was carried forward through the centre of the ship, in the matter of masts Cutty Sark also followed the design of The Tweed, with similar good rake and with the foremast on both ships being placed further aft than was usual. A contract for Cutty Sarks construction was signed on 1 February 1869 with the firm of Scott & Linton and their shipyard was at Dumbarton on the River Leven on a site previously occupied by shipbuilders William Denny & Brothers. The contract required the ship to be completed six months at a contracted price of £17 per tonCutty Sark – Cutty Sark in 2015
15. RRS Discovery – RRS Discovery was the last traditional wooden three-masted ship to be built in Britain. Designed for Antarctic research, it was launched as a Royal Research Ship in 1901 and it is now the centrepiece of visitor attraction in its home, Dundee. In charge of her design was W. E. Smith, one of the naval architects at the Admiralty, while the ships engine, boilers. The main compass was mounted amidships and there were to be no steel or iron fittings within 30 feet of this point. For the same reason the boiler and engines were mounted towards the stern of the ship, the yard was previously owned by Alexander Stephen and Sons and had built the Terra Nova in 1884. 1m in modern currency. At her economical cruising speed of 6 knots she only carried enough coal for 7700 miles of steaming, at 8 knots she could steam only 5100 miles. She was rigged as a barque and the total sail area was 12,296 square feet. Following the practice of the most modern sailing ships of the time, the ship was rigged to carry several large staysails and the funnel was hinged at the base so it could be laid on the deck when the large mizzen staysail was rigged once at sea. At the time of her launch Discovery was widely held to be the strongest wooden ship ever built, the hull frames, placed much closer together than was normal, were made of solid sections of oak up to 11 inches thick. The outer hull was formed from two layers - one 6 inches thick and an outer skin some 5 inches thick, a third lining was laid inside the frames, forming a double bottom and skin around almost the entire hull. This meant that in places the hull was over 2 feet thick, providing not only formidable strength, the construction meant that it was impossible to install portholes so the crew relied on mushroom vents on the deck to allow air and light into the interior. The outer hull is made of English Elm and Greenheart, oak beams run across the hull forming three decks - the lower deck beams are 11 inches square in cross-section and are placed less than three feet apart along the ships length. Seven transverse bulkheads, also of wood, provide additional strength, to prevent damage from ice floes or crushing the two-blade propeller could be hoisted out of the way and the rudder could be easily detached and stored aboard. Iron-shod bows were severely raked so that when ramming the ice they would ride up over the margin, the coal bunkers on each side contained a steel tank, each of which could hold 60 tons of fresh water. On the long trip to and from New Zealand these tanks could hold additional coal. The metal tanks also contributed to the strength of the hull around the boiler. She was launched into the Firth of Tay on 21 March 1901 by Lady Markham, the British National Antarctic Expedition departed the UK less than five months after the Discovery was launched and only a week after the ship left DundeeRRS Discovery – RRS Discovery in Antarctica
16. Excelsior (smack) – Excelsior is an authentically restored fishing smack of the Lowestoft fishing fleet and a member of the National Historic Fleet. She was built by John Chambers of Lowestoft in 1921 and worked until 1936 before being converted into a motor coaster, in 2011 Excelsior celebrated her 90th birthday. During her time as a motor coaster she was known as Svinor and she measures 23 metres long with a beam of 5.9 metres and is ketch rigged and is the last traditional sailing trawler able to tow a full-sized traditional trawl net. Excelsior was restored in 1989 and operates as a training vessel based out of Lowestoft, able to accommodate up to 17 people. Mincarlo - last surviving Lowestoft Sidewinder fishing trawlerExcelsior (smack) – History
17. HMS Gannet (1878) – HMS Gannet was a Royal Navy Doterel-class screw sloop launched on 31 August 1878. She became a ship in the Thames in 1903, and was then lent as a training ship for boys in the Hamble from 1913. She was preserved in 1987 and is now part of the UKs National Historic Fleet, the Doterel class were a development of the Osprey-class sloops and were of composite construction, with wooden hulls over an iron frame. The original 1874 design by the Chief Constructor, William Henry White was revised in 1877 by Sir Nathaniel Barnaby and they had a crew of around 140 men. Gannet was laid down at Sheerness Royal Dockyard in 1877 and launched on 31 August 1878 and she was commissioned on 17 April 1879, and was classified as both a sloop of war and a colonial cruiser. She was capable of nearly 12 knots under steam or 15 knots under sail. The primary purpose of ships of the Gannets class was to maintain British naval dominance through trade protection, anti-slavery, Gannet served her first commission from 17 April 1879 to 20 July 1883 on the Pacific Station under Admiral De Horsey. She sailed from Portsmouth, across the Atlantic and via Cape Horn to the port of Panama City on the Pacific coast of Central America and she spent much time shadowing the events of the War of the Pacific before embarking on a patrol around the Pacific. She returned to Sheerness to pay off in July 1883, Gannet recommissioned at Sheerness on 3 September 1885 and sailed to join the Mediterranean Fleet. She was initially used to support the forces of Major-General Sir Gerald Graham during the first Suakin Expedition in the Sudan, anti-slavery patrols took her into the Red Sea, searching suspicious ships. On 11 September 1888, she was recalled from a refit at Malta and ordered to relieve Dolphin at the besieged port of Suakin. On 17 September she engaged anti-Anglo-Egyptian forces led by Osman Digna for nearly a month, firing 200 main armament shells, Gannet was relieved by Starling on 15 October and paid off at Malta on 1 November 1888. Gannet recommissioned almost immediately on 10 November 1888 and was assigned to perform surveying work throughout the Mediterranean and she paid off from her third commission in December 1891. She recommissioned on 26 January 1892 and spent 3 years conducting survey work in both the Mediterranean and the Red Sea and she returned to Chatham and decommissioned on 16 March 1895. After four months out of commission, in December 1895, Gannet was transferred to service in Chatham where she remained until 1900. In the autumn of 1900, Gannet was leased to the South Eastern & Chatham Railway Company as a hulk at Port Victoria railway station on the Isle of Grain. Renamed HMS President, she took up her new duties as the ship of the London Royal Naval Volunteer Reserve in the South West India Docks in June 1903. In 1909 the ship was renamed President II and in the spring of 1911, was relieved by HMS Buzzard, in 1913 Gannet was loaned to C. BHMS Gannet (1878) – HMS Gannet in her dock in Chatham, 2005
18. Glenlee (ship) – Glenlee is a steel-hulled three-masted barque, built in 1896 for Glasgow owners, trading as a cargo ship. From 1922 she was a training ship in the Spanish Navy. She is now a museum ship at the Riverside Museum on Pointhouse Quay, Glasgow and she has a hull length of 245.5 ft, beam of 37.5 ft and depth of 22.5 ft, the over-all length with the spike bowsprit is 282 ft. She has 1,613 GRT and 1,490 NRT, rigged only with double topgallant sails over double top sails, she was not equipped with royal sails to save costs concerning gear and seamen. As with many baldheaded sailing ships the square sails were a wider than the sails of a standard rigging to gain sail area for a better propulsion. On 13 December 1896, just ten days after she was launched fully rigged and seaworthy, her maiden voyage brought her in ballast to Liverpool and from there with a cargo to Portland. Islamount was renamed the Clarastella in 1919 when she changed hands to the Star of Italy Italian Shipping Company of Milan who registered her in Genoa, the new owner had her repaired and equipped with two auxiliary diesel engines. In 1922 the ship came into the hands of the Officers Military Navy School as Galatea to be used as a training ship. During this period the ship underwent a lot of changes to her hull, a flying bridge was installed on the poop deck, a flying jibboom was attached to the spike bowsprit, and many other changes such as the installation of accommodation facilities for 300 cadets. In April 1931 she became part of the Spanish Republican Navy, at the time of the coup of July 1936 she was at sea and reached Ferrol, a harbour that had been taken by the Nationalist faction. After more than 47 years of service as a sail and later on as a training ship she was first laid up in A Graña, Ferrol. In 1981 the underwater hull was re-plated at the drydock in Ferrol, later Galatea was completely de-rigged down to a hulk and was towed to Seville to be used as a floating museum, but left forgotten. Some sources even reported that the ship was sunk in the harbour by removing her bronze sea cock valve, in any case, the ship was in such poor condition that it was eventually decided to scrap her. In 1990 a British naval architect discovered the ship and in 1993 she was rescued from being scrapped, after making the hull seaworthy the ship was returned to Glasgow months later in tow from Seville. Except for the hull a new ship had to be rebuilt. All the changes made to the ship by the Spanish and previous owners had to be removed, such as all the cabins built for the trainees, Glenlee is now recognised as part of the National Historic Fleet. As a museum ship and tourist attraction, Glenlee offers educational programmes, events including exhibitions and is a venue for the West End Festival and volunteering opportunities. Since June 2011, the ship has been open at Glasgows new Riverside Museum. oktett. net The Tall Ship, Glenlee - Clyde Waterfront HeritageGlenlee (ship) – Glenlee as Galatea in 1922 at Cartagena Harbour
19. SS Great Britain – SS Great Britain is a museum ship and former passenger steamship, which was advanced for her time. She was the longest passenger ship in the world from 1845 to 1854 and she was designed by Isambard Kingdom Brunel for the Great Western Steamship Companys transatlantic service between Bristol and New York. While other ships had been built of iron or equipped with a screw propeller and she was the first iron steamer to cross the Atlantic, which she did in 1845, in the time of 14 days. The ship is 322 ft in length and has a 3 and she was powered by two inclined 2 cylinder engines of the direct-acting type, with twin 88 in bore, 6-foot stroke cylinders. She was also provided with secondary sail power, the four decks provided accommodation for a crew of 120, plus 360 passengers who were provided with cabins, dining, and promenade saloons. When launched in 1843, Great Britain was by far the largest vessel afloat, in 1852 she was sold for salvage and repaired. Great Britain carried thousands of immigrants to Australia from 1852 until converted to sail in 1881, three years later, she was retired to the Falkland Islands where she was used as a warehouse, quarantine ship and coal hulk until scuttled in 1937. In 1970, following a donation by Sir Jack Hayward that paid for the vessel to be towed back to the UK. Now listed as part of the National Historic Fleet, she is a visitor attraction and museum ship in Bristol Harbour. After the initial success of its first liner, SS Great Western of 1838, the same engineering team that had collaborated so successfully on Great Western—Isambard Brunel, Thomas Guppy, Christopher Claxton and William Patterson—was again assembled. This time however, Brunel, whose reputation was at its height, construction was carried out in a specially adapted dry dock in Bristol, England. Two chance encounters were to affect the design of Great Britain. In late 1838, John Lairds 213-foot English Channel packet ship Rainbow—the largest iron-hulled ship then in service—made a stop at Bristol, Brunel despatched his associates Christopher Claxton and William Patterson to make a return voyage to Antwerp on Rainbow to assess the utility of the new building material. Both men returned as converts to iron-hulled technology, and Brunel scrapped his plans to build a wooden ship, Great Britains builders recognised a number of advantages of iron over the traditional wooden hull. Wood was becoming more expensive, while iron was getting cheaper, Iron hulls were not subject to dry rot or woodworm, and they were also lighter in weight and less bulky. The chief advantage of the hull was its much greater structural strength. The practical limit on the length of a ship is about 300 feet. Iron hulls are far less subject to hogging, so that the size of an iron-hulled ship is much greaterSS Great Britain – SS Great Britain in dry dock at Bristol in 2005.
20. Hathor (wherry) – Hathor is one of only six surviving Norfolk pleasure wherries to be found on the Norfolk Broads. Like two of the other surviving wherries, Maud and Solace, she was built by D. S, Hathor has been listed on the register of National Historic Ships in the United Kingdom since 1996, and is part of the National Historic Fleet. Hathor was built in 1905 for Ethel and Helen Colman, daughters of Jeremiah Colman, Hathor remained in the Colman/Boardman family until 1954 when she was sold to Claud Hamilton who owned her for almost 10 years. She was then sold on and used as a houseboat until 1985 when the Wherry Yacht Charter Trust purchased her in a dilapidated state and undertook an extensive two-year restoration. As of 2010, Hathor is in sailing order but is currently laid-up at Wroxham awaiting an out-of-the-water survey, the repair and refit are due to be finished in 2013. Her interior has an Egyptian theme designed by Norwich architect Edward Boardman and she is 60 feet 0 inches long, with a beam of 14 feet 2 inches and a draught of 4 feet 0 inches. She is assessed as 23.01 GT, Hathor has not been fitted with an engine and relies on wind and quanting for propulsion. Wherry Yacht Charter Charitable Trust Boats of the Norfolk BroadsHathor (wherry) – Hathor at South Walsham Staithe
21. HMS Holland 1 – Holland 1 was the first submarine commissioned by the Royal Navy, the first in a six-boat batch of the Holland-class submarine. She was lost in 1913 while under tow to the scrapyard following decommissioning, recovered in 1982, she was put on display at the Royal Navy Submarine Museum, Gosport. In 1901 she was ordered from John Philip Holland and built at Barrow-in-Furness, the keel was laid down 4 February 1901. In order to keep the boat’s construction secret, she was assembled in a building labelled Yacht Shed, and she was launched on 2 October 1901 and dived for the first time on 20 March 1902. Sea trials began in April 1902, in September 1902 she arrived at Portsmouth with the other completed Holland boat and along with HMS Hazard made up the First Submarine Flotilla, commanded by Captain Reginald Bacon. On 3 March 1903 Holland 1 suffered an explosion that caused four injuries, the boats were recalled before any attack could take place. The submarine was decommissioned and sold in 1913 to Thos W Ward for £410, while being towed to the scrapyard Holland 1 encountered very severe weather and sank about a mile and a half off Eddystone lighthouse. The wreck was located in 1981 by Plymouth historian Michael Pearn, from 1983, after coating in anti-corrosion chemicals, she was displayed at the Royal Navy Submarine Museum. Work on restoring the submarine continued until September 1988, a talking figure was included to explain the details of the craft to visitors. However, by 1993 it was apparent that the treatment had proved inadequate, a fibreglass tank was built around her, and she was immersed in sodium carbonate solution from 1995. After four years the corrosive chloride ions had been removed, listed as part of the National Historic Fleet, in 2001, on her centenary, a new purpose-built climate-controlled building was opened by Countess Mountbatten. In the same year the Royal Mail put a photo of the submarine on a 65 pence stamp, following the initial clean, the lead batteries were recharged and found to be in good working order. Some of the original batteries still remain in the possession of Enersys at the Newport plant, Royal Navy Submarine Service Own page on RNSM website MaritimeQuest HMS Holland 1 Pages Early Holland Submarines Photos of John Hollands Submarine No.1 and the Fenian Ram at the Paterson MuseumHMS Holland 1 – Holland 1 under way
22. RNLB Jesse Lumb (ON 822) – RNLB Jesse Lumb is a historic lifeboat. Built by J. Samuel White in 1939, Jesse Lumb served as the lifeboat at Bembridge on the Isle of Wight from 1939 to 1970, since 1980 she has been preserved at Imperial War Museum Duxford. In August 1999 she was inscribed on the National Register of Historic Vessels, Jesse Lumb is a 46-ft Watson-class lifeboat constructed from mahogany with a diagonally planked double skin. She was powered by two engines with twin propellers, and displaced 20.5 tons. Jesse Lumb was named in honour of the owner of Folly Hall Mill in Huddersfield, the lifeboat was named on 21 July 1939. Commissioned in summer 1939 Jesse Lumb served throughout the Second World War, on the night of 29/30 January 1940, Jesse Lumb spent 14 hours at sea in freezing weather while rescuing the crew of the trawler Kingston Cairngorm off Chichester. Coxswain Harry J Gawn was later awarded the Royal National Lifeboat Institutions Bronze Medal, on 8 August 1940, during the Battle of Britain, Jesse Lumb went to the assistance of a Royal Air Force air-sea rescue launch that had been machine-gunned by German aircraft. Jesse Lumbs service at Bembridge ended in 1970 and she then spent some years in the RNLI relief fleet before being acquired by the Imperial War Museum and placed on display at the museums branch at Duxford in Cambridgeshire. She became part of the National Historic Fleet in August 1999, with certificate number 1759RNLB Jesse Lumb (ON 822) – A view of the hull of the Jesse Lumb, on display at Imperial War Museum Duxford
23. PS John H Amos – John H Amos is a paddlewheel tugboat built in England in 1931. The last paddlewheel tug built for owners, now owned by the Medway Maritime Trust. She is one of two surviving British-built paddle tugs, the other being Eppleton Hall preserved at the San Francisco Maritime National Historical Park in San Francisco. John H Amos was commissioned for the River Tees Conservancy Commissioners and built by Bow, McLachlan and Company Ltd. of Paisley and she was named to honour of the Secretary to the Commissioners, John Hetherington Amos who died in 1934. Before completion Bow, McLachlan & Co. went into liquidation, NSS finished the work by using materials that were already available in the yard, which resulted in a variation to design specification, some parts where therefore better, while others were worse. On first steaming, it was discovered that the boilers used could not supply enough steam for the diagonal compound engines, meaning she could only reach 11 knots instead of the intended 13 knots. She was completed in 1931 but the Tees Conservancy Commissioners did not accept her for two years before remedial work was completed to bring her up to design specification. She had a crew of six, master, mate, two engineers, a stoker and a deck hand, said to have been an inefficient boat as a tug, she was given a certificate for 144 passengers to make her more useful. In the mouth of the River Tees was pier known as the Fifth Buoy Light, in the middle of the structure was a building described as a dance hall, which belonged to the Tees Commissioners, which the John H Amos was used to transport passengers to. There were regular incidents of alcohol smuggling on the Tees, the master was changed for a period, and the boat taken to court, although no individual was eventually charged. Like all paddle steamers she had a shallow draught, when towing barges, they were always lashed alongside, and she would normally use only one paddle. Although wide, the configuration allowed efficient operation in shallow draught water, withdrawn from service in 1967, two years later she was presented by the Tees and Hartlepool Ports Authority to the County Borough of Teesside for The People of Cleveland. In December 1971 she was moved from Middlesbrough to Stockton Corporation Quay, as a result of UK Government reorganisation of funding, the youth project based restoration was withdrawn and the boat put up for sale. Two River Thames based businessmen, who operated the UKs only steam powered tug fleet, after a dispute within the council at the sale, she left Stockton watched by a crowd of 400 to the accompaniment of Rule Britannia played by a local brass band on 4 March 1976. Renamed Hero she became part of the fleet of International Towing Ltd, based at Gun Wharf, by the end of 1976, the partners split the ITL fleet, and John H Amos moved from Gun Wharf to Milton Creek, and then Faversham Creek. When HMS Endurance returned from the Falklands War, the Royal Navy offered the newly formed Medway Maritime Trust two buoys on which to moor their two boats, John H Amos hence moved to Anchor Wharf, Historic Dockyard. When the Dockyard Trust acquired the submarine HMS Ocelot, John H Amos was moved to a new berth at which she sat on a lump of concrete. Resultantly holed, she sank at her mooring, happily, the dockyard trust then agreed she could be moored on a free slipwayPS John H Amos – John H Amos in 1988
24. Kathleen and May – The Kathleen and May is the last remaining British built wooden hull three masted top sail schooner. Registered in Bideford, North Devon, but presently based in Liverpool and she was built in 1900 by Ferguson and Baird at their Connahs Quay, Flintshire yard, for local shipping company Coppack Bros. Constructed with a frame of oak, these were covered by 3 inches thick seasoned pitch pine planks, fastened to the frames with treenails. Launched in April 1900 under Captain John Coppack, she was named Lizzie May after the Captain’s daughters, fleming modified her, adding before World War I both a longer lower yard to lengthen the middle sail, and a martingale fitted to the bowsprit. She now plied her trade between Youghal and the ports of the Bristol Channel, as a coal lugger, in 1931 she was sold to Captain Jewell of Appledore, North Devon. On arrival in her new port, she was fitted with an 80 brake horsepower Beardmore diesel engine. After surviving the storms of February 1936, in 1937 she experienced engine trouble in sight of Youghal’s lighthouse, in 1943, her engine was upgraded to a 125 brake horsepower Deutz diesel. After the death of Captain Jewell in 1945, she passed to his son Tommy, in 1947 he had the martingale removed, but continued to ply her on the Irish Sea coal trade, which was now in severe decline. He sold most of his collection of vintage and veteran motor cars to raise the money to buy her, with a crew of one, Paul sailed her around the coast to Appledore, where she was berthed on the mud in the estuary outside the port. The Duke of Edinburgh in a bid to preserve a number of examples of Britains decaying maritime heritage set up the Maritime Trust in London, the Trust moved her to Gloucester Docks, and began restoring her as a typical West Country schooner. But failed to secure a £2 million National Lottery Heritage Fund grant, businessman Steve Clarke from Bideford, Devon then bought her. Towed by sea to Bideford, in February 1999 she was hauled out of the water by two 1,000 tonnes heavy lift mobile cranes, and placed on to the disused Brunswick Wharf at East-the-Water. 70% of the planking was stripped from the frames, enabling most of her internal timbers to later be refitted. While the stern of the ship was stripped down to the keels, once the frames were refitted, the surviving parts of the original frames were steam cleaned at 3000psi, to kill fungal spores. The ship was fitted with a 400 brake horsepower Detroit diesel ex-lifeboat engine, the ship now carries enough fuel to do 2,000 miles under engine power alone. Redecked with new seasoned timbers, she was given a refit, with all masts. On completion, she underwent a rigorous MCA CAT2 inspection, as a result of his efforts in restoring Kathleen and May, Councillor Steve Clarke was awarded the OBE in 2008. Based in Bideford on the River Torridge, since her restoration Kathleen & May now regularly sails across the Bristol Channel and she has returned to Youghal, attended various festivals, and sailed across the Bay of Biscay to Bilbao as the paid guest of the Guggenheim museumKathleen and May – Kathleen & May moored on the River Torridge in Bideford, Devon
25. PS Kingswear Castle – PS Kingswear Castle is a steamship. She is a coal-fired river paddle steamer, dating from 1924 with engines from 1904, Kingswear Castle is listed as part of the National Historic Fleet of ships of Pre-eminent National Significance. Her predecessor of the name from 1904 is now a rotted and barely recognisable hulk in the River Dart. Kingswear Castle was chartered to the United States Navy during World War II, in 1965 Kingswear Castle was withdrawn from service and became the first purchase of the Paddle Steamer Preservation Society two years later. She was then taken to the Isle of Wight and was moored at Island Harbour Marina from August 1967 to June 1971, however, due to her deteriorating condition, she was then taken to the River Medway. The PSPS also has a subsidiary, Waverley Excursions, operating Waverley, on 18 December 2012 she returned to the River Dart, under charter to the Dartmouth Steam Railway and Riverboat Company, to again run passenger trips around Dartmouth Harbour and up river to Totnes. PS Waverley PS Wingfield Castle PS Medway Queen Paddle Steamer Kingswear Castle Trust PS Kingswear Castle Paddle Steamer Preservation Society Waverley Excursions LtdPS Kingswear Castle – PS Kingswear Castle
26. LCT 7074 – LCT7074 is the last surviving Landing Craft, Tank in the UK. LCT7074 is an assault ship for landing tanks, other vehicles. Built in 1944 by Hawthorn Leslie and Company, Hebburn, the Mark 3 LCT7074 was part of the 17th LCT Flotilla during Operation Neptune, the naval dimension of the D-Day landings in June 1944. The vessel was decommissioned in 1948, and presented to the Master Mariners Club of Liverpool to be used as their club ship, later converted into a floating nightclub, the vessel was acquired by the Warship Preservation Trust in the late 1990s and was moored at Birkenhead. The vessel was raised in October 2014 and transported by sea to Portsmouth for restoration, initially developed by the British Royal Navy and later by the United States Navy during World War II into a number of different versions. Initially known as the Tank Landing Craft by the British, they adopted the American nomenclature Landing Craft. LCT7074 was one of 235 LCT Mark 3’s, the vessel was built by Hawthorn, Leslie and powered by American Sterling Admiral petrol engines. Launched on 30 March 1944, the vessel was commissioned into the Royal Navy shortly afterwards. LCT7074 would have had two officers and 10 ratings and she was first commanded by Sub Lt John Baggot RNVR who sailed the vessel to Great Yarmouth where she joined the 17th LCT Flotilla. In the build-up to D-Day, LCT7074 arrived at the River Orwell, as part of the 17th LCT Flotilla, LCT Squadron H of the Eastern Task Force, LCT7074 successfully landed nine of the tanks on Gold Beach. Following the invasion, the craft spent several months making 32 round trips ferrying vehicles, troops, supplies, LCT7074 was initially to undergo a change of use to become an emergency repairs ship for use in the Far East. However, although her designation changed to NSC L the end of the war in the Pacific saw this abandoned, de-commissioned in 1948 she was renamed Landfall and became the club ship for Master Mariners’ Club of Liverpool. The craft was later converted into a riverfront nightclub, in the lates 1990s, the Warship Preservation Trust acquired LCT7074 and undertook minor restoration work but when the trust went into liquidation in January 2006, all restoration stopped. Much of LCT 7074s superstructure is original to her 1944 build, however, her engines had been removed, the operation started on 22 August 2014. Over 100 dives by Liverpool diving company Salvesen UK Ltd were required to enable her to be refloated, the LCT was raised and floated into the hold of the MV Condock, which transported the LCT to the BAe Systems Naval Dockyard, Portsmouth to undergo restoration. LCT7074 will be stored in the ship hall at Portsmouth. The vessel will be restored once additional funds have been secured. Following restoration LCT7074 will eventually go on display at Portsmouths D-Day Museum to coincide the 75th anniversary of D-Day in 2019, LCT7074 re-float time-lapse at Birkenhead Photo archive organized by individual ship LCT History Memories of Landing Craft Landing Craft Tank Squadron by Lt-CdrLCT 7074 – Shermans loaded onto an LCT similar to LCT 7074
27. HMS M33 – HMS M33 is an M29-class monitor of the Royal Navy built in 1915. She saw active service in the Mediterranean during the First World War and she was used subsequently as a mine-laying training ship, fuelling hulk, boom defence workshop and floating office, being renamed HMS Minerva and Hulk C23 during her long life. She passed to Hampshire County Council in the 1980s and was handed over to the National Museum of the Royal Navy in 2014. A programme of conservation was undertaken to enable her to be opened to the public, HMS M.33 is located within Portsmouth Historic Dockyard and opened to visitors on 7 August 2015 following a service of dedication. She is one of three surviving Royal Navy warships of the First World War and the only surviving ship from the Gallipoli Campaign. M33 was built as part of the ship construction campaign following the outbreak of the First World War by Harland and Wolff. Armed with a pair of 6-inch guns and having a shallow draught, commanded by Lieutenant Commander Preston-Thomas, her first active operation was the support of the British landings at Suvla during the Battle of Gallipoli in August 1915. She remained stationed at Gallipoli until the evacuation in January 1916, for the remainder of the war she served in the Mediterranean and was involved in the seizure of the Greek fleet at Salamis Bay on 1 September 1916. M33 next saw service, along with five other monitors, which were sent to Murmansk in 1919 to relieve the North Russian Expeditionary Force. In June, M33 moved to Archangel and her shallow draught enabled her to travel up the Dvina River to cover the withdrawal of British, at one time the river level was so low the ships guns had to be removed and transported by cart. M25 and M27 were not so fortunate and were scuttled on 16 September 1919 after running aground, M33 safely returned to Chatham in October. In 1925 M33 became a training ship and was renamed HMS Minerva on 3 February 1925. She went through a number of roles for the remainder of her career including fuelling hulk and her name was changed again in 1939, this time to Hulk C23. In 1946 she became an office at the Royal Clarence Victualling Yard at Gosport. Put up for sale in 1984, she passed to Hampshire County Council. Listed as part of the National Historic Fleet, she is now located at Portsmouth Historic Dockyard and she was opened to the public for the first time as part of the National Museum of the Royal Navy on 7 August 2015. Monitor M33 - Hampshire County Council Monitor M33 - History National Historic Ships Committee listing for M33 HMS M33 - National Museum of the Royal NavyHMS M33 – M33 in Portsmouth Naval Dockyard, April 2010, restored into dazzle camouflage
28. PS Maid of the Loch – PS Maid of the Loch is the last paddle steamer built in Britain. She operated on Loch Lomond for 29 years and as of 2016 is being restored at Balloch pier. PS Maid of the Loch is the last of a line of Loch Lomond steamers that began about 1816. Maid of the Loch was built by A. & J. Inglis of Glasgow, launched on Thursday 5 March 1953, and entered service later that year. She is a knock down ship, that is, after assembly at the shipyard she was dismantled, and shipped to the loch and her tonnage measures 555 grt, and the length is 208 ft. Her two-cylinder compound diagonal steam engine is less advanced than had become usual on such as the PS Waverley. Maid of the Loch was painted white with a buff funnel and she was operated by the Caledonian Steam Packet Company. She was transferred to the Scottish Transport Group in 1969, then in 1973 to Caledonian MacBrayne, as with other steamers, cost pressures led to her being laid up after a last commercial sailing on 31 August 1981. A series of attempts to bring her back into service under a succession of owners was unsuccessful, in 1992 Dumbarton District Council bought Maid of the Loch and restoration work started. In 1995 the Council supported a group of enthusiasts in setting up a charitable organisation. She became ready for operation with a cafe/bar and function suite in autumn 2000. The key to the restoration was the repair and refurbishment of the adjacent to the pier at Balloch. There not being any connection to the sea it was not possible to take the ship to a dry dock for repairs to the hull so a slipway with a steam-operated cable-hauled cradle had been built. This had fallen into disrepair by the 1990s and eventually a Heritage Lottery Fund grant was awarded along with assistance from local and this enabled the paddle steamer to be lifted out of the water on 27 June 2006. The Maid of the Loch is open to the every day Easter to October. She has a new livery of red, white and black, repairs and servicing are underway with an aim to to bring her back into steam operation by 2018. Maid of the Loch Maid of the Loch Video footage of PS Maid of the LochPS Maid of the Loch – PS Maid of the Loch at the pier at Balloch, Loch Lomond where she is undergoing restoration.
29. Mary Rose – The Mary Rose is a carrack-type warship of the English Tudor navy of King Henry VIII. After serving for 33 years in wars against France, Scotland. While leading the attack on the galleys of a French invasion fleet, she sank in the Solent, the wreck of the Mary Rose was rediscovered in 1971. It was raised in 1982 by the Mary Rose Trust, in one of the most complex, the surviving section of the ship and thousands of recovered artefacts are of immeasurable value as a Tudor-era time capsule. The finds include weapons, sailing equipment, naval supplies and an array of objects used by the crew. Many of the artefacts are unique to the Mary Rose and have provided insights into topics ranging from naval warfare to the history of musical instruments, since the mid-1980s, while undergoing conservation, the remains of the hull have been on display at the Portsmouth Historic Dockyard. An extensive collection of well-preserved artefacts is on display at the nearby Mary Rose Museum, built to display the reconstructed ship and its artefacts. The Mary Rose was one of the largest ships in the English navy through more than three decades of intermittent war and was one of the earliest examples of a sailing warship. She was armed with new types of guns that could fire through the recently invented gun-ports. After being substantially rebuilt in 1536, she was one of the earliest ships that could fire a broadside. Several theories have sought to explain the demise of the Mary Rose, based on records, knowledge of 16th-century shipbuilding. The precise cause of her sinking is unclear, because of conflicting testimonies. In the late 15th century, England was a relatively insignificant state on the periphery of Europe. The great victories against France in the Hundred Years War were in the past, the War of the Roses—the civil war between the houses of York and Lancaster—had ended with Henry VIIs establishment of the House of Tudor, the new ruling dynasty of England. The ambitious naval policies of Henry V were not continued by his successors, the marriage alliance between Anne of Brittany and Charles VIII of France in 1491, and his successor Louis XII in 1499, left England with a weakened strategic position on its southern flank. Despite this, Henry VII managed to maintain a long period of peace. At the onset of the modern period, the great European powers were France. All three became involved in the War of the League of Cambrai in 1508, the conflict was initially aimed at the Republic of Venice but eventually turned against FranceMary Rose – The remnants of the Mary Rose undergoing conservation in Portsmouth