QEMM

Quarterdeck Expanded Memory Manager (QEMM) is a memory manager produced by Quarterdeck Office Systems in the late 1980s through late 1990s. It was the most popular third-party memory manager for the MS-DOS and other DOS operating systems.
Features/tools.
QEMM driver.
QEMM provides access to the Upper Memory Area (UMA) and memory through the Expanded Memory Specification (EMS), Extended Memory Specification (XMS), Virtual Control Program Interface (VCPI) and DOS Protected Mode Interface (DPMI).
DOS-Up.
It relocates DOS kernel, COMMAND.COM interpreter, DOS resources (e.g.: buffers, file handles, stacks, lastdrive). It supports DOS 3.2 or higher.
HOOKRAM.
It allows drivers to be loaded before loading QEMM and still allow the use of QEMM's Stealth feature.
MagnaRAM.
It was a virtual memory compression utility for Windows 3.1, Windows For Workgroups and Windows 95. MagnaRAM is included with QEMM 97.
MagnaRAM was also released as a separate utility.
MagnaRAM worked by replacing a portion of Windows' virtual memory system. MagnaRAM would insert itself in the string of Windows Programs that determined what pieces of RAM will be moved to the hard disk. Instead of writing directly to the hard disk, the information to be written would go to MagnaRAM's own buffer as this was a faster process. During CPU idle, MagnaRAM would compress the information in its own RAM buffer. When the RAM buffer becomes full, it is then swapped to the hard disk taking both less time and less space.
Manifest.
Manifest (MFT) is a hardware information utility that displays information about user's system.
Optimize.
Similar to MEMMAKER, it is a utility that calculates, and allows user to choose optimal orders of loading drivers and TSRs. However, OPTIMIZE allows preview of adjustments be made without rebooting. Shipped with QEMM and DESQview.
QDPMI.
QDPMI is a DPMI 0.9 server driver, authored by Dan Spear. It requires 386 CPU and QEMM386.
QEMM 50/60.
It is a version of QEMM driver for IBM PS/2 Model 50 and 60.
Version 4.03 supports IBM Memory Expansion Option boards with 2-8MB memory.
Stealth.
It can relocate memory assigned for CGA character set away from UMA.
Beginning with QEMM version 8, it allows ROM contents in UMA to be relocated to provide more memory for TSRs. Additional Stealth Windows compatibility is provided with VxDs.
Stealth DoubleSpace/D*Space.
Stealth D*Space allows DoubleSpace or DriveSpace to be loaded high.
T386.
It allows Toshiba laptops to work with QEMM's EMS manager.
Limitations.
Device driver limit.
LOADHI.SYS loads up to 1 device driver at a time in QEMM 4.23, 2 in QEMM 5, 32 in QEMM 6.
MagnaRAM limit.
Maximum compression threshold setting is 100% for all versions of MagnaRAM 2.00-2.02, except for MagnaRAM 2.00 included with QEMM 8.00, which has the maximum setting of 80%.
Memory limit.
By default, QEMM 7.04 and above provide up to a total of 64 MB RAM shared among XMS, EMS and VCPI memory, unless the USERAM= parameter is used. For example, to allow access to up to 256 MB EMS (or 256 MB XMS), specify: QEMM386.SYS USERAM=1M-256M
For QEMM 7.04 and above, the maximum addressable RAM is 256 MB of memory, shared among XMS, EMS and VCPI memory. Initially, XMS allocates the entire 256 MB and shares it with EMS and VCPI as needed, that is, as EMS and VCPI request memory blocks, XMS free memory is reduced by that same amount.
Optimize limit.
Versions up to QEMM 6.01 can process batch files up to 9KB, and 20KB in QEMM 6.02.
Batch file line limit is 512 for QEMM versions up to 6.02.
Stealth DoubleSpace/D*Space.
Stealth D*Space does not support Windows 95 or later versions of DriveSpace.
Version history.
Originally, the product was called QEMM-386 (requiring an Intel 80386 and DOS 3.30.), and was released with a complementary product called QRAM (for use on intel 80286 and 8088). The "386" suffix was dropped starting with QEMM version 7.0 in 1993, when Intel released the Intel Pentium on March 22, 1993. The final release was re-branded as QEMM 97 to follow Microsoft's new branding trend of using year released instead of version numbers, specifically, Windows 95 and Windows 95 OSR2.
QEMM v7.0 (mid 1993).
Dropped the "386" suffix from the name since Intel introduced the Pentium processor.
QEMM Configurations.
QEMM provides up to 635K free conventional memory (RAM under 640K), far better than pure MS-DOS EMM386, FreeDOS JEMM386, UMBPCI and many other memory manager programs. QEMM maximum RAM is 635K free conventional memory with up to 256MB XMS/256MB EMS shared.
MS-DOS 6.22, Windows 3.11/WFW 3.11.
QEMM provides the best benefits to MS-DOS 6.22 or older since DOS's. MS-DOS 6.22 provides 619K free conventional memory and up to 64MB XMS/32MB EMS shared RAM. Assuming unaltered MS-DOS 6.22, without 3rd party utilities, i.e. JEMM, UMBPCI, etc. QEMM increases the available free conventional RAM to 635K with shared 256MB XMS/256MB EMS.
While using Windows 3.11 or Windows For Workgroups 3.11, QEMM provides additional free conventional memory for DOS Prompt running under Windows. QEMM is well suited for Windows 3.x as has supported for it since QEMM v5.x as early as 1990. As a result, QEMM 8.03 or QEMM 97 integrate very well with Windows 3.11/WFW 3.11.
MS-DOS 7.10, Windows 95 OSR2/Windows 98 SE.
QEMM increases the available free conventional RAM for MS-DOS 7.10 and also for DOS Prompt under Windows 95 OSR2/Windows 98 SE. However, QEMM maximum RAM is a shared 256MB XMS/256MB EMS, which is less than what DOS 7.10 and Windows 95/98 support without QEMM. MS-DOS 7.10 provides 624K free conventional memory and up to 1GB XMS/32MB EMS; assuming unaltered MS-DOS, using HIMEM.SYS and EMM386.EXE without any 3rd party utilities. Thus, QEMM is compatible with MS-DOS 7.10 and Windows 9x and provides slightly more free conventional RAM but it does lower the maximum RAM to 256MB XMS/256MB EMS.
Consequences of using or disabling EMS.
EMS memory normally uses a 64KB of UMB as the Page Frame, this reduces the total UMB available to DOS. So some recommend turning off EMS, using the NOEMS switch, to increase the total UMB free by 64KB. QEMM supports NOEMS switch, however, it is far better to provide EMS than saving the 64K Page Frame.
QEMM takes advantage of EMS memory and usually will create more free RAM in the lower 1M address space than the 64KB required for EMS. QEMM StealthROM, SqueezeFrame, and Stealth D*Space all require EMS to work by mapping ROM and data buffers into EMS, thus freeing more UMB's.
QEMM's TechNote "FRAME.TEC" states:
Example: 635K Free, shared 256MB XMS/256MB EMS.
DOS=HIGH,UMB
device=C:\QEMM\dosdata.sys
device=C:\QEMM\qemm386.sys R:1 RAM UR=1M-256M ST:M I=b000-b7ff X=f000-ffff
device=C:\QEMM\dos-up.sys @C:\QEMM\dos-up.dat
shell=C:\QEMM\loadhi.com /R:2 C:\command.com C:\ /P /E:1024
Note: If using VMware, then replace the qemm386.sys line with
device=C:\QEMM\qemm386.sys R:1 RAM UR=1M-256M X=e800-e900
Skipping QEMM386 while booting.
Hold ALT key during boot and qemm386.sys will not load but prompt to hit Esc to skip loading.
Alternatively, hold F5 so DOS skips loading all of config.sys + autoexec.bat or hold F8 so DOS prompt Y/N to confirm each line in config.sys and autoexec.bat; allowing you to skip loading qemm386.sys, dos-up, dosdata, etc.
May help while testing new configuration that lead to system lockups. Holding ALT or pressing F5/F8 during boot might be the saving touch!
DOS equivalents.
Microsoft released comparable but simpler memory managers of its own - HIMEM.SYS for XMS and EMM386.EXE for EMS with MS-DOS 4.01 in 1989; earlier Windows/386 2.1 included a built-in EMM which offered EMS to DOS windows during Windows sessions only. These versions could not yet create Upper Memory Blocks. Digital Research's DR DOS 5.0 (1990) was the first non-vendor-specific DOS to offer the UMB technology, incorporating a 386-mode XMS/EMS manager also called EMM386. It could also allocate some of the video memory or EMS memory as UMB memory. MS-DOS finally offered UMBs in 1991 with version 5.0. MS-DOS's EMM386 required HIMEM to be loaded first, while DR-DOS's EMM386 fulfilled both roles and did not need a separate XMS driver, which was still provided but only needed on 80286-based machines (originally named HIDOS.SYS, later HIMEM.SYS). If an XMS driver was loaded before DR-DOS EMM386, it would use this instead of the built-in XMS manager. Using an external and possibly customized XMS driver could help overcome issues with BIOS memory reporting functions causing the memory manager not to see all available memory, and on machines using non-standard gate-A20 switching methods, whereas using the internal XMS driver EMM386 could take advantage of speed-optimized 32-bit code for the XMS driver and relocate all but a tiny stub of the XMS driver into Extended Memory. DR-DOS EMM386 could fill "free" areas with UMBs or map RAM over unused ROM areas in virtual mode, provide support for DPMI (and - in some special issues - DPMS), and load the support for pre-emptive multitasking and multithreading components of the operating system.
Windows transition / Decline of QEMM.
While popular when DOS programs were the mainstream, QEMM eventually became largely irrelevant as Windows programs replaced DOS programs for most users. Also, some of the DOS users switched to operating systems unsupported by QEMM, such as Windows NT series and Linux.
The final version was QEMM 97, which was compatible with Windows 95 and later Windows 98/ME, but by this point, not only was DOS memory management no longer in high demand, but the remaining competitive DOS applications (including various GNU utilities and text editors) supported EMS, XMS, or DPMI - which reduced demand for conventional memory - or had been ported to Windows 95 or higher. The availability of increasing RAM sizes at low cost served to reduce the need of MagnaRAM. Finally, modern PCI chipsets provide documented functionality to remove write protection from unused UMA; in many or most cases, this last fact eliminates the need for QEMM for even those relatively few users who use DOS applications and who might otherwise find QEMM essential.


Files (Apple)

Files is a file management app developed by Apple Inc. for devices that run iOS 11 and later releases of iOS and devices that run iPadOS. Discovered as a placeholder title in the App Store just prior to the company's 2017, Worldwide Developers Conference, the app was officially announced at the conference shortly thereafter. Files allows users to browse local files stored within apps, as well as files stored in cloud storage services, including iCloud, Dropbox, Google Drive, and OneDrive. It allows for the saving, opening and organization of files, including placement into structured folders and sub-folders. iPads are able to drag-and-drop files between Files and other apps, while iPhone users are limited to drag-and-drop inside Files itself. Further organization can be done through the use of color-coded or custom-named tags, and a persistent search bar allows for finding files inside folders, though not inside other apps. A list view enables different sorting options. The app offers the exclusive playback of high-quality FLAC audio files, and also offers support for viewing text files, images, "Music Memos", and Zip archives, as well as limited support for video.
History.
Hours before Apple's June 5, 2017 Worldwide Developers Conference, developer Steve Troughton-Smith discovered a placeholder title in the App Store for a "Files" app, requiring iOS 11. Apple officially announced the app at its conference shortly thereafter.
Features.
Files allows users to browse local files stored within apps, as well as files stored on cloud storage services including iCloud, Box, Dropbox, Google Drive, OneDrive, and more. Users are able to save, open, and organize files, including placing files into structured folders and sub-folders. On the iPad, users can drag-and-drop files between the Files app and other apps, but on the iPhone the functionality is limited only to inside each respective app. Users can add colored and custom-named tags to files, adding them to a dedicated "Tags" section. A persistent search bar at the top enables finding files inside sub-folders, though it doesn't search within other apps. A list view enables optional sorting according to size or date.
Upon long-pressing a file, the app offers several options, including "Copy", "Rename", "Move", "Share", "Tags", "Info", and "Delete". Files stored on third-party services can be copied to the device for offline access. iCloud Sharing is brought out from Apple's dedicated iWork apps to become a standardized feature across the operating system, enabling the sharing of any file in Files; the dedicated "iCloud Drive" app is removed, replaced by Files, with iCloud available as one of the cloud storage providers users can connect the app to..

Rivers-class ocean liner

The Rivers class was a class of eleven ocean liners of the Norddeutscher Lloyd (NDL), the first class of German express liners. The ships were built between 1881 and 1890, the first nine in Glasgow by John Elder & Co. or the renamed Fairfield Shipbuilding and Engineering Company, the last two in Stettin by Vulcan. All were named for rivers in Germany.
Background.
In 1878, the British Guion Line introduced the first express liner on the Atlantic run, the . The new ship was larger than other Atlantic liners and with a speed of 16 knots, she cut the travel time between Southampton and New York City from ten and a half to eight and a half days. Johann Georg Lohmann, who had at the time been director of Norddeutscher Lloyd for one year, in 1880 contracted with the "Arizona"'s builder, John Elder & Co. of Glasgow, to build NDL's own first express liner, in accordance with the company's stated objective of always having the best ships.
History.
The SS "Elbe" was delivered ahead of the contract deadline, set out on her maiden voyage to New York on 26 June 1881 and was such an immediate success that NDL at once ordered two more liners from Elder, the (delivered in autumn 1882) and the (early in 1883). The "Fulda" was the first NDL ship with electric lighting. The and were added in 1884 and NDL's weekly transatlantic service became known for speed. The "Werra" set an eastbound speed record of 7 days, 20 hours and 15 minutes. The four ships beginning with the "Werra" are sometimes classified as a distinct Werra class.
The , and were ordered in summer 1885 for summer 1886, specified to be even larger and faster. These were the line's first steel ships, and with them, twice weekly service to New York could be offered. The still larger and faster was ordered in early 1887 and entered service the following year. She was the last single-screw steamer to hold the speed record for the English Channel.
The speed of the new ships caused the United States postal service to choose NDL far more often than other carriers. It was the beginning of the contest for speed in the Atlantic. In addition, their greater size—the "Elbe" was half again as large as the type which had been the norm in the Atlantic trade, which had not much changed in twenty years— was accompanied by a change in layout which became the new norm. Until the "Elbe", liners had almost universally had four decks, the two lowest devoted to cargo, the third to steerage passengers, and the top deck housing cabins; second-class accommodations were forward, first-class aft, each consisting of cabins to port and starboard of a small longitudinal saloon. On the "Elbe" there was a fifth deck on which a smoking room and ladies' drawing room were located, and the grand saloon was located athwart the ship from one side to the other, separated from the cabins. She resembled the Guion Line's SS "Alaska", but was wider and thus more comfortable. This was also the beginning of the designing of ever more luxurious liner interiors designed to cause the passengers, at least in first and second class, to forget they were aboard ship. The "Elbe" was the first ship to have its interior designed by Johann Poppe, the most distinguished architect and designer in Bremen, who was to design the interiors of all NDL's liners for the next 25 years. In 1892, a voyage on , the last ship of the Rivers class, prompted Mark Twain to call it "the delightfulest ship I ever saw" and publish an essay contrasting modern German steamships with their "dull, plain, graceless, gloomy and horribly depressing" predecessors as embodied by Cunard's .
The final two ships in the class, and , were ordered in response to the first express liners placed in service by the rival Hamburg America Line (HAPAG), the Augusta Victoria class. They entered service in 1890. Unlike their predecessors, they were built in Germany, by AG Vulcan of Stettin. However, like their predecessors and unlike the HAPAG liners, they were single-screw, and therefore did not meet the expectation of being faster.
The "Werra", "Fulda" and "Ems" all served a new route between Genoa and Naples and New York which NDL had instituted in 1891.
The "Eider" went aground off the Isle of Wight on 31 January 1892, was salvaged in March but was then auctioned off to be broken up the following year. On 30 January 1895, the "Elbe" collided with the English collier "Crathie" in the Baltic and sank with the loss of 336 lives. Only twenty people in one lifeboat survived. In 1889 the "Fulda" rescued all 824 people aboard the Cunard liner SS "Oregon". She was to have been sold to the Canadian Beaver Line owned by Elder Dempster but was damaged in dock in 1898 or 1899 and sold to be broken up. On 30 June 1900 the "Saale" burnt out in the fire at the NDL piers in Hoboken, New Jersey, with the loss of 109 people including the captain. She was sold to the Luckenbach Steamship Company of New York and rebuilt as a freighter, renamed "J. L. Luckenbach", and ultimately broken up in 1924 as SS "Madison".
The "Ems" was sold to the Beaver Line in 1900 or 1901 and renamed "Lake Simcoe"; she was broken up in Genoa in 1905. The "Werra" was chartered for a few years until 1899, sold to Italy in 1901 and broken up in 1903. On 15 June 1887, the "Aller" collided with a British fishing vessel, the "Willie", which sank with the loss of six men; on 27 January 1898, she rescued the crew of the sinking British ship "Dago". She was sold in 1902 and broken up in 1904. The "Lahn" was sold to the Russian Volunteer Fleet in 1904 and renamed "Russ"; she later returned to passenger service as the "Dniester".
The "Spree" rescued the crew of the burning in 1891. In 1892 and 1895 she broke her shaft and had to be towed into port. In 1897, she was converted to twin screws, lengthened, given a third funnel, and renamed "Kaiserin Maria Theresia", attaining the target speed of 20 knots with ease. She replaced the rejected "Kaiser Friedrich". In 1904 she was also sold to the Russians and renamed "Ural"; she was sunk the following year at the Battle of Tsushima.
On 13 June 1889, the "Trave" collided with and sank the Russian schooner "David"; on 21 June 1892, she collided with and sank the American square-rigger "Fred B. Taylor", causing two deaths. She became the last of the class in NDL service. After being laid up since 1903, she sailed between Bremerhaven and New York from March 1906 to November 1907, was sold in 1908 and broken up in 1909.
On 18 February 1892, the "Havel" collided with and sank the Italian barque "Mascotta" off Long Island while under mandatory pilotage. She continued on without aiding the survivors. She was sold to the Spanish Navy in 1898 and renamed "Meteoro". She later returned to passenger service with the Compañía Transatlántica Española as the "Alfonso XII" and was broken up in 1927.


USS Celeno (AK-76)

USS "Celeno" (AK-76) was a in the service of the US Navy in World War II. Named with a variant spelling of the star Celaeno in the constellation Pleiades, it was the only ship of the Navy to bear this name.
Construction.
"Celeno" was laid down 3 November 1942 as liberty ship SS "Redfield Proctor", MCE hull 439, by Permanente Metals Corporation, Yard No. 2, Richmond, California, under a Maritime Commission (MARCOM) contract; launched 12 December 1942; sponsored by Mrs. G. G. Sherwood; transferred to the Navy 19 December 1942; and commissioned 2 January 1943, Lieutenant Commander Niles E. Lanphere, USNR, in command.
Service history.
"Celeno" joined the Pacific Fleet and cleared San Francisco 10 January 1943 with cargo for Nouméa, New Caledonia. She arrived 1 February to support the operations on Guadalcanal and throughout the Solomons with cargo brought from New Zealand to Nouméa, Tulagi, and Guadalcanal itself.
Unloading cargo off Guadalcanal on 16 June, "Celeno" was attacked by a swarm of Japanese bombers. As the freighter’s antiaircraft guns began to fire, the dive bombers scored three near misses, then hit "Celeno"s stern, putting her /38 caliber gun out of operation. Her men stood to the remaining guns, and aided in downing at least three enemy planes and damaging several others. A second direct hit set two of "Celeno"s holds on fire, and another near miss sent her deck cargo of diesel oil and gasoline flaming. With her rudder jammed from the first hit, "Celeno" circled, as her crew determined to save her. Skillful damage control and seamanship beached her safely on Lunga Point, and when the air attack had been fought off, "Celeno" was towed off for repairs at Port Purvis on Florida Island in the Solomons. Fifteen of her crew were killed and 19 wounded in the attack.
Further repairs at Espiritu Santo and San Francisco fitted "Celeno" for action once more, and the ship returned to the South Pacific in January 1944 to continue her support of the Solomons campaign. As the seizure of bases in the Admiralty Islands began, "Celeno" brought troops and cargo to Manus through the spring of 1944, and continued to operate throughout the Solomons, Bismarcks, and Marianas. She sailed to Australia and New Zealand, then made a cargo run to newly secured Iwo Jima. Returning to Nouméa, "Celeno" performed rear-area support for the Okinawa operation by voyages to Eniwetok and Ulithi, en route to Okinawa itself, where she arrived 18 June. She returned to Ulithi 3 July, and resumed cargo operations throughout the South Pacific.
In November 1945, "Celeno" sailed to Iwo Jima to embark troops for transportation to Saipan, where she picked up another group of men bound for the west coast.
Decommission and final disposition.
"Celeno" was decommissioned at San Francisco, 1 March 1946, and transferred to MARCOM. She was delivered to Suisun Bay, California, the same day for layup in the National Defense Reserve Fleet. She was sold to Union Minerals & Alloys Corporation, for $65,139.89 on 14 March 1961, for scrapping. She was removed, 6 June 1961. Her scrapping was completed 4 August 1961.
Awards.
"Celeno" received three battle stars for World War II service.


USS Bootes (AK-99)

USS "Bootes" (AK-99) was a commissioned by the US Navy for service in World War II. She was named after the constellation Boötes. She was responsible for delivering troops, goods and equipment to locations in the Asiatic-Pacific Theater.
Construction.
"Bootes" was laid down on 24 April 1943, under a Maritime Commission (MARCOM) contract, MC hull 1656, as the Liberty ship SS "Thomas Oliver Larkin", by California Shipbuilding Corporation, Terminal Island, Los Angeles, California; launched on 16 May 1943; sponsored by Larkin’s granddaughter Mrs. H. Toulmin; renamed "Bootes" and designated AK-99 on 27 May 1943; delivered to the Navy on 29 May 1943; and commissioned on 15 July 1943, Lieutenant Commander Howard P. Bacon, USNR, in command.
Service history.
After conversion and outfitting at San Diego, California, "Bootes" got underway for the New Hebrides Islands on 28 August. She arrived at Espiritu Santo on 2 October, and remained there nine days. On 11 October, the cargo ship stood out of Segond Channel on her way to Melbourne, Australia. She entered Melbourne harbor on 20 October, and began a week-long sojourn. "Bootes" embarked upon the voyage back to the United States on 27 October, and arrived in San Francisco, California, on 24 November. The ship loaded cargo at San Francisco and, on 13 December, laid in a course for Australia. "Bootes" was one of five Navy manned Liberties assigned 8 December 1943, to the Southwest Pacific Area for service under operational control of the Commander, Seventh Fleet in meeting US Army requirements. She reached Australia in mid-January 1944 and, by 6 February, was operating between Australian ports and various locations on the eastern coast of New Guinea.
Invasion of Aitape.
During her operations between Australia and the coast of eastern New Guinea, "Bootes" took part in her only amphibious assault of the war. On 23 April, the day after the initial landings at Aitape, on the northeastern coast of New Guinea, she arrived off the invasion beaches there. The ship carried cargo and equipment for reinforcements belonging to the Army's 127th Regiment, 32d Infantry Division. She remained there for three days but saw no action.
"Etamin" gets hit with a torpedo.
In fact the only enemy air reaction came a little before midnight on 27 April, when three Japanese aircraft scored a single torpedo hit on . When "Bootes" departed Aitape on 29 April, she had "Etamin" in tow for Langemak Bay located just to the south of Finschhafen on the Huon Peninsula of eastern New Guinea.
Supplying Navy ships with ammunition.
From there, the cargo ship continued on to Brisbane, Australia, where she arrived on 28 May. About a month later, she returned to the New Guinea coast to begin service as an ammunition issue ship at various locations on the island. Early in September, "Bootes" moved to Seeadler Harbor, Manus, where she resumed duty issuing ammunition to ships of the 7th Fleet. The cargo ship served at Seeadler Harbor from 7 September until 20 October, at which time she set sail for Australia. She arrived at Brisbane on 28 October, and remained there until 14 November.
Issuing ammunition at Leyte.
On that day, "Bootes" put to sea bound ultimately for Leyte in the Philippines. She made stops on the New Guinea coast and, during the transit from New Guinea to Leyte, saw action against several Japanese air attacks. The cargo ship claimed two kills during those attacks while suffering no damage herself. She arrived safely at Leyte on 6 December, and began a six-month tour of duty as an ammunition issue ship.
End-of-war operations.
"Bootes" concluded her assignment at Leyte on 12 June 1945, when she put to sea for Manus. She stopped at Seeadler Harbor from 22 June to 16 July, before continuing on to Australia. The cargo ship arrived in Brisbane on 22 July, and remained there for a month. On 23 August, she got underway for the Philippines. "Bootes" entered Leyte Gulf on 3 September, and stayed there until late November. She embarked upon the voyage back to the United States on 27 November, and reached Pearl Harbor in mid-December.
Decommissioning.
"Bootes" was decommissioned at Pearl Harbor on 22 April 1946. She was towed to San Francisco, California, in the spring of 1947, and her name was struck from the Navy list on 1 August 1947. The ship was returned to MARCOM on 11 September 1947, and she was berthed with the National Defense Reserve Fleet at Suisun Bay, California.
Fate.
On 19 March 1973, "Bootes" was sold for $216,000 to Tung Ho Steel Enterprise Corporation, Taiwan, to be scrapped. She was withdrawn from the fleet 22 May 1973.
Awards.
"Bootes" earned one battle star for World War II service. Her crew were eligible for the following medals:
Bibliography.
Online resources
Books


Emergency main ballast tank blow

An emergency main ballast tank blow is a procedure used aboard a submarine that forces high-pressure air into its main ballast tanks. The high-pressure air forces ballast water from the tanks, quickly lightening the ship so it can rapidly rise to the surface.
The partial failure of the emergency main ballast tank blow system, caused by icing of strainers in the air lines due to "the high volume of air moving past the strainers at such high velocity [which] would have caused them to cool rapidly," contributed to the loss of in 1963. That accident resulted in substantial redesign of submarine emergency blow systems by the United States Navy: "Part of this initiative was to end the practice of brazing smaller pipes, and to instead start welding and doing X-ray inspection of joints to verify their integrity. It also resulted in changes in designs of the system that blows out the ballast tanks, providing a capability to do so seven times faster than the system used in the USS THRESHER"


USS Skylark (ASR-20)

USS "Skylark" (ASR-20) was a "Penguin"-class submarine rescue ship of the United States Navy.
The ship was laid down in July 1945 as the "Yustaga" (ATF-165) by the Charleston Shipbuilding & Drydock Co. of Charleston, South Carolina. While under construction "Yustaga" was redesignated a submarine rescue ship on 11 October 1945, assigned the hull designation ASR-20 on 13 November 1945, and renamed "Skylark" on 5 December 1945. She was launched on 19 March 1946, sponsored by Mrs. H. C. Weatherly, and was placed in the Atlantic Reserve Fleet, berthed first at Charleston and later at New London, Connecticut, until 1 March 1951, when she was finally commissioned, Lt. Comdr. Romolo Cousins in command.
Service history.
1951–1962.
Following restricted availability at the Portsmouth Navy Yard, "Skylark" conducted her shakedown cruise and training out of Norfolk, Virginia, during July. The ship then returned to New London and operated out of that base, practicing submarine rescues and serving as a target recovery ship for submarines conducting torpedo-firing drills. In April 1952, the ship temporarily moved south to relieve as rescue vessel at Key West, Florida, while the latter ship underwent an overhaul. In June, she returned north to New London to resume her former duties. During January and February 1953, "Skylark" was overhauled at the Philadelphia Naval Shipyard; and, after refresher training at Newport, Rhode Island, during March and April, she spent May at Norfolk filling in for while the latter ship went into the shipyard for overhaul. In June, she returned to New London and carried out her training schedule until October when she again headed back to Norfolk to substitute for "Kittiwake", while the latter participated in "Operation Springboard." Upon the conclusion of that brief assignment, she resumed her New London-based routine. In February and March 1954, "Skylark" engaged in her own share of "Operation Springboard" exercises, providing services to Atlantic Fleet submarines during the annual training evolution. She returned to New London late in March and resumed her usual duties. In September, the ship entered the Boston Naval Shipyard for a two-month overhaul.
Until the beginning of 1962, "Skylark" continued the pattern of duties described above. She operated out of New London the majority of the time but, periodically, did temporary duty elsewhere, notably at Norfolk and Key West, taking over briefly the duties of "Kittiwake" or "Petrel" when either ship was incapacitated due to repairs. She also operated regularly in the West Indies during the annual "Springboard" exercises. The one notable exception to that pattern occurred in January and February 1955 when she assisted , the Navy's first nuclear-powered submarine, in completing her builders' trials.
1962–1973.
At the beginning of 1962, "Skylark" began a new phase of her career when regular deployments to the 6th Fleet in the Mediterranean became a normal aspect of her activities and continued to be for the remainder of her naval service. She embarked upon the first such cruise on 8 January 1962. During that assignment, she served as flagship of Task Force (TF) 69 and participated in the search for an Air Force jet fighter which crashed at sea near Málaga, Spain. On 7 May 1962, she returned to New London and resumed her duties with the Atlantic Fleet. In April 1963, she was working closely with the when the submarine sank during diving tests, and "Skylark" issued the first distress call following the incident. "Skylark" also participated in the search for the submarine which was conducted for several days after the loss. In July 1963, she was deployed to the Mediterranean once more and again served as flagship of TF 69. That cruise lasted until late October, and "Skylark" re-entered New London on 2 November. Nineteen months of duty out of her home port, along the Atlantic coast of the United States, followed her return home.
On 7 July 1965, the submarine rescue vessel stood out of New London once more, bound for the Mediterranean and duty in support of 6th Fleet submarines. During the latter portion of that cruise, "Skylark" served for several weeks at the ballistic missile submarine base located in Holy Loch, Scotland, before returning home to New London on 29 October. During the remaining eight years of her Navy career, the ship alternated duty along the Atlantic coast of the United States with deployments to the Mediterranean and to the submarine base at Holy Loch.
In the spring of 1968, she participated in the unsuccessful rescue attempt and search for , the second American nuclear-powered submarine to be lost at sea.
During the period 1970-1972, "Skylark", under command of LCDR A.J. Smith, participated in many experimental test operations, including towing and escorting deep-diving research nuclear submarine NR-1, and in 1971 the feasibility of towing submerged fast attack nuclear submarines with a 3-inch nylon hawser and the further feasibility of using a quick-release mechanism on the bow of the submarine while the tow was in progress, tested as a method of taking a submarine to a designated position through possible hostile waters without detection of a submarine not under her own power.
Her only other major departure from her routine came in June 1972 when she participated in NATO Exercise "Pink Lace" before beginning a scheduled deployment to Holy Loch and the Mediterranean in July. That deployment in the summer and fall of 1972 saw "Skaylark" deploy with the submarine tender USS "Fulton", and virtually the entire Submarine Squadron 10 for which "Fulton" served as flagship. During the early part of the deployment, "Skylark" performed operational exercises with both U.S. and U.K. boats out of Faslane, Scotland, and researched alternate egress possibilities from Holy Loch into the North Sea. In the Mediterranean, she participated in the founding of the NATO naval base in La Madellena, Italy, where she, "Fulton" and members of Submarine Squadron 10 created a permanent mid-Mediterranean base of operations. "Skylark" also performed joint submarine rescue practice four-point moor operations with an Italian Navy ASR out of Sicily. She returned to New London on 18 November 1972, completing the last deployment of her career.
"Skylark" received the Meritorious Unit Commendation for the period 1 March 1971 to 1 December 1972.
Decommissioning and sale.
On 30 June 1973, "Skylark" was decommissioned, and her name was struck from the Navy List. On that same day, she was sold to Brazil through the Security Assistance Program (SAP).
In Brazilian service, 1973–1996.
"Skylark" was commissioned into the Brazilian Navy as "Gastao Moutinho" (K.10) in 1973.
In 1989, "Gastão Moutinho" was reclassified as an auxiliary ship, and redesignated U.20. Based at the naval base of Aratu, it was placed under the control of the Commandant of the 2nd Naval District, carrying out coastal patrols, supporting other ships, and restocking the radio beacon of Abrolhos, amongst other missions. On 18 September 1996, "Gastão Moutinho" was deactivated, having sailed and spent 1,626 days at sea during her service in the Brazilian Navy.


SS Saratoga


HMS Malcolm (F88)

HMS "Malcolm" was a , one of a dozen second-rate anti-submarine frigates built for the Royal Navy in the 1950s. She was commissioned on 12 December 1957 and decommissioned in 1978. She was the second Royal Navy ship to be bear the name, and was named after Admiral Sir Pulteney Malcolm, who served during the French Revolutionary and Napoleonic Wars.
The Cod Wars.
Just after she was commissioned, a dispute started in the North Atlantic. Relations between the United Kingdom and Iceland deteriorated and there was concern that the "Landhelgisgæsla" (the Icelandic Coast Guard) might threaten British fishermen.
"Malcolm" joined the Fishery Patrol Squadron in April 1959, continuing on these duties until 1965. "Malcolm" was part of a five-ship group that was deployed to Iceland for fishery protection duties in what became known as the Cod Wars. She operated out of Edinburgh during the first Cod War, and from Rosyth after that.
"Malcolm" was refitted at Rosyth from February 1965 until March 1966, when she rejoined the Fishery Patrol Squadron. In 1967 "Malcolm" joined the 20th Frigate Squadron based at Londonderry. Duties included training with submarines while continuing to carry out fishery protection patrols.
In December 1970, Kevin McNamara MP raised concerns that "Malcolm" would not be replaced by another frigate after its return to home waters, stressing that "Malcolm"s medical support was essential to fishing operations off Iceland. The Ministry of Defence decided not to replace "Malcolm" immediately, probably because the situation had calmed somewhat (1970 was between the first and second Cod Wars). Responsibility for supporting the fishing fleet was henceforth the Department of Trade and Industry's.
The dispute ended in 1976. Two years later, "Malcolm" was decommissioned. She was considered too small to act as a modern frigate and therefore unable to continue service into the 1980s.


USS Clytie

USS "Clytie" (AS-26) was an in the United States Navy during World War II.
Construction.
"Clytie" was launched 26 November 1943 by Ingalls Shipbuilding in Pascagoula, Mississippi, under a Maritime Commission contract, MC hull 861. "Clytie" was sponsored by Mrs. C. H. Leavitt; and transferred to the Navy 26 February 1944, and placed in temporary commission for passage to her conversion yard, Bethlehem Steel Corporation, Hoboken, New Jersey. "Clytie" was placed in full commission 18 January 1945 with Commander C. H. Walker in command.
Service history.
"Clytie" sailed from New London 21 February 1945 for Brisbane, and Fremantle submarine base, Western Australia, where she tended submarines of the 7th Fleet from 4 April to 13 September. Returning to New London 17 October, "Clytie" remained there except for a brief overhaul at Philadelphia until placed out of commission in reserve 5 October 1946.


Le Champlain

Le Champlain is the second ship of the of cruise ships operated by Ponant. Each member of the class has been allocated the name of a famous French explorer, and "Le Champlain" is named after Samuel de Champlain, "The Father of New France".
Built by VARD, "Le Champlain" had her hull constructed in VARD's Tulcea yard in Romania, where her keel was laid down on 20 April 2017. A year and one week later, on 27 April 2018, she arrived at the builder's Søviknes facility in Ålesund, Norway, for final outfitting. She was delivered to Ponant in Ålesund on 27 September 2018.
On 25 October 2018, "Le Champlain" departed from Honfleur, France on her maiden voyage to Lisbon, Portugal.


SS West Compo

West Compo was a steam cargo ship built in 1918–1919 by Northwest Steel Company of Portland for the United States Shipping Board as part of the wartime shipbuilding program of the Emergency Fleet Corporation (EFC) to restore the nation's Merchant Marine. The vessel was commissioned into the Naval Overseas Transportation Service (NOTS) of the United States Navy in January 1919 and after only one overseas trip was decommissioned four months later and returned to the USSB. Afterwards the vessel was largely employed on the Atlantic Coast of the United States to France route until mid-1921 when she was laid up and eventually broken up for scrap in 1936.
Design and construction.
After the United States entry into World War I, a large shipbuilding program was undertaken to restore and enhance shipping capabilities both of the United States and their Allies. As part of this program, EFC placed orders with nation's shipyards for a large number of vessels of standard designs. Design 1013 cargo ship was a standard cargo freighter of approximately 8,800 tons deadweight designed by Skinner & Eddy Corp. and adopted by USSB.
"West Compo" was part of the order for 8 vessels placed by USSB with Northwest Steel Co. on 27 December 1917 and was laid down on 27 August 1918 at the shipbuilder's yard and launched on 27 November 1919 (yard number 20), with Miss Nellie M. Washburn being the sponsor. Similar to many other vessels ordered by the Shipping Board during these years and built by the West Coast shipyards, she was given a name that began with the word "West" to reflect their West Coast origin.
The ship was shelter-deck type, had two main decks and had five main holds which allowed for the carriage of variety of goods and merchandise. The vessel also possessed all the modern machinery for quick loading and unloading of cargo from five large hatches, including ten winches and a large number of derricks. She was also equipped with wireless apparatus, had submarine signal system installed and had electrical lights installed along the decks.
As built, the ship was long (between perpendiculars) and abeam, a depth of . "West Compo" was originally assessed at and and had deadweight of approximately 8,635. The vessel had a steel hull with double bottom throughout with exception of her machine compartment, and a single turbine rated at 2,500 shp, double-reduction geared to a single screw propeller that moved the ship at up to . The steam for the engine was supplied by three single-ended Scotch marine boilers fitted for both coal and oil fuel.
The sea trials were held in the Columbia River on 29 and 30 January 1919 with the ship performing satisfactorily. Following their successful completion, "West Compo" was handed over to her owners next day.
Operational history.
U.S. Navy service, World War I.
Following an established practice all vessels built for the EFC were transferred to the U.S. Navy upon completion. On 11 January 1919 it was announced that "West Compo" would be the last of Portland-built vessels to be turned over to the Navy and there would be no further vessel transfers after January 31. Following completion of her sea trials, the freighter was delivered to USSB and then to the Navy on February 1. After examination the ship was commissioned into the NOTS on 3 February 1919, with Lieutenant Commander A. A. Modeer, USNRF, in command, assigned Identification number of 3912, and immediately proceeded for loading. After embarking a cargo of 82,266 barrels of wheat flour, "West Compo" left Portland on February 9 also carrying on board federal inspectors. The inspectors disembarked the vessel in Astoria after ascertaining the vessel performed satisfactorily on her loaded run down the Columbia River, while the freighter continued on her maiden journey. After a call at San Francisco, "West Compo" transited the Panama Canal on March 2, called at Norfolk in mid-March for bunkers before continuing on to the Mediterranean finally reaching Trieste on April 9. After unloading her cargo and taking on sand ballast, she departed Italy on April 19 and arrived at Philadelphia via Gibraltar on May 15. She was decommissioned one week later, and returned to the USSB.
Commercial service.
Following decommissioning from the Navy service, USSB allocated "West Compo" to Strachan Shipping Company to operate on their Southeast United States to France and Low Countries routes. The vessel cleared from Philadelphia on 27 May 1919 bound for Savannah where she loaded 20,665 bales of cotton and sailed for Le Havre on June 13. On her next trip to Europe she carried 7,100 tons of phosphate rock from Fernandina to Denmark. "West Compo" continued serving these routes until the end of her career. For example, in August 1920 she again carried 7,100 tons of hard rock phosphate from Florida ports of Jacksonville and Fernandina to Bremen and Fredericia. On her last return trip from Stettin and Brest she became disabled soon after leaving the French port on 11 April 1921 and had to be put back with a help of the USSB tug for quick repairs. "West Compo" arrived at Savannah on May 4 where she was returned by Strachan Shipping to the USSB due to overabundance of tonnage and scarcity of cargo. The freighter remained moored in Savannah for the next year and a half. In November 1922 it was announced the ship together with several other vessels was set to be relocated to Eustis to be laid up. The freighter was first towed to Charleston in early December 1922 where she remained for the next eight month before finally arriving in Newport News on 15 August 1923 to become part of the USSB reserve fleet.
In November 1929 the Shipping Board contemplated reconditioning of six ships, including "West Compo", in anticipation of increased cotton, wheat and flour traffic out of Gulf ports to Europe, but that work was never performed. In early September 1932 the Shipping Board decided to scrap 124 World War I era vessels in its possession, including "West Compo", to alleviate significant tonnage overabundance. As a result, all the vessels were removed from the U.S register of shipping. In October 1932 it was announced the whole lot of these vessels was sold to the Boston Iron and Metal Company of Baltimore for $1.51/ton of recoverable of material which was believed at the time to be over 350,000 tons. The disposition was estimated take about three years to complete and "West Compo" was eventually scrapped in April 1936.


SS Pendleton

SS "Pendleton" was a Type T2-SE-A1 tanker built in 1944 in Portland, Oregon, United States, for the War Shipping Administration. She was sold in 1948 to National Bulk Carriers, serving until February 1952 when she broke in two in a storm. The T2 tanker ships were prone to splitting in two in cold weather. The ship's sinking and crew rescue (along with break-up and rescue of its sister ship ) is the topic of the 2009 book "The Finest Hours: The True Story Behind the US Coast Guard's Most Daring Rescue", by Michael J. Tougias. Tougias' book inspired the 2016 Disney-produced film "The Finest Hours" with Chris Pine, which focuses on the "Pendleton" rescue.
Description.
The ship was built as yard number 49 by Kaiser Shipyards, Swan Island Yard, Portland, Oregon. Measured at , , , she was long, with a beam of and a depth of . Her propulsion was "turbo-electric" (a steam turbine driving a generator that produced electricity to power a motor that drove the propeller shaft). The turbine was manufactured by General Electric of Worcester, Massachusetts. It could propel her at a speed of .
History.
"Pendleton" was launched on January 21, 1944 and completed in February. She was built for the United States Maritime Commission. She was owned by the War Shipping Administration. Her port of registry was Portland, Oregon. The United States Official Number 245142 and Code Letters KWAA were allocated. During World War II, "Pendleton" was a member of convoy ON 249, which departed from Liverpool, United Kingdom on August 18, 1944 and arrived at New York on September 2.
"Pendleton" was transferred to National Bulk Carriers of Wilmington, Delaware in 1948. In July 1951, "Pendleton" ran aground in the Hudson River, New York. She was refloated the next day. The damaged part of the hull would later play a key role in the sinking.
Loss.
On February 18, 1952, while en route from New Orleans to Boston, "Pendleton" broke in two in a gale south of Cape Cod, Massachusetts. A United States Coast Guard Consolidated PBY Catalina aircraft was diverted from searching for another T2 tanker, , to search for "Pendleton", and located both sections. At this point, the Coast Guard realized that they were dealing with two ships that had broken in two. The Coast Guard motor lifeboat captained by Boatswain's Mate, First Class Bernard Webber was dispatched by commanding officer Daniel Webster Cluff from the USCG station at Chatham, Massachusetts.
"CG 36500" was pounded by waves going over the sandbar out of the harbor, damaging the boat and leaving it without a compass. The crew pressed on and managed to find the stern section of "Pendleton" anyway, going on to perform a daring rescue of her crew. Webber carefully maneuvered "CG 36500" underneath the listing hull and motored the Coast Guard boat back and forth with the waves while "Pendleton"s crew lowered themselves down the side with a Jacob's ladder. The crew, timing their descent against the rise and fall of the ocean, jumped from the swaying ladder onto the moving deck of "CG 36500" while Webber carefully kept his boat under the ladder but clear of the towering metal wall of the broken-up "Pendleton".
Nine of "Pendleton"s 41 crew were lost: eight (including Captain John Fitzgerald) who were on the bow section (which hadn't been part of the rescue), and the ship's cook from the stern section, who had selflessly assisted the rest of the crew off the vessel before himself. He was lost when, as strong gale force winds began to force the ship off a sand bar (where she had temporarily grounded), he jumped from the Jacob's ladder, fell into the ocean, and was struck by "Pendleton" as it was hit by a wave, killing him instantly. One week later, after its grounding, "Pendleton"s bow was boarded. Of the eight victims stranded on this section, only one frozen body was recovered.
With the survivors on board "CG 36500", a row developed over how they should be dealt with. Webber eventually decided against attempting to locate and transfer them to , heading for the shore instead. The survivors were safely landed at Chatham.
The rescue of the survivors of the shipwrecked "Pendleton" is considered one of the most daring rescues of the United States Coast Guard. All four crew of "CG-36500" were awarded the Coast Guard's Gold Lifesaving Medal (rather than just the coxswain, the typical treatment). At the time of her loss, "Pendleton" was insured for $1,690,000.
The stern ultimately grounded off Monomoy Island, south of Chatham, at coordinates , where it now lies underwater, and the bow grounded on Pollock Rip Shoal. The bow section was sold in 1953 to North American Smelting Co. for recycling at Bordentown, New Jersey. However, it was stranded on June 4, 1953 in the Delaware River and dismantled there circa 1978 by the United States Army Corps of Engineers.


SS Christopher Newport

SS "Christopher Newport" was a Liberty ship built in the United States during World War II. She was named after Christopher Newport, who was an English seaman and privateer. He is best known as the captain of , the largest of three ships which carried settlers for the Virginia Company, in 1607, on the way to found the settlement at Jamestown, in the Virginia Colony, which became the first permanent English settlement in North America. He was also in overall command of the other two ships on that initial voyage, in order of their size, and .
He made several voyages of supply between England and Jamestown; in 1609, he became Captain of the Virginia Company's new supply ship, , which met a hurricane during the Third Supply mission, and was shipwrecked on the archipelago of Bermuda.
Construction.
"Christopher Newport" was laid down on 25 August 1941, under a Maritime Commission (MARCOM) contract, MCE hull 21, by the Bethlehem-Fairfield Shipyard, Baltimore, Maryland; and was launched on 15 February 1942.
History.
She was allocated to Calmar Steamship Corporation, on 30 March 1942.
Sinking.
"Christopher Newport" had set out from Baltimore, on her maiden voyage, in June 1942. She sailed from Hvalfjordur, Iceland, on the afternoon of 27 June 1942, with of war materials aboard, for Arkhangelsk, in Convoy PQ-17. On the morning of 4 July 1942, a German Heinkel He 115, from Küstenfliegergruppe 906 released a torpedo about from "Christopher Newport" that passed between the merchant ship and the Liberty ship before striking her starboard side amidship. A large hole was torn in the hull which completely flooded the engine room. One officer and two crewmen were killed and the steering gear destroyed. The rest of the crew abandoned ship. One of her escorts, submarine HMS "P614", attempted to scuttle her, but she remained afloat. At 08:08, she was discovered abandoned and sunk by torpedoes from , at , northeast of Bear Island.


Damen Stan 4207 patrol vessel

The Dutch shipbuilding firm The Damen Group, designs and manufactures a range of patrol vessels, of various sizes, including the Damen Stan 4207 Patrol Vessels. The Damen Stan patrol vessel designs' names include a four digit code, where the first two digits are the vessel's length, in metres, and the second two digits are its width.
Over a dozen nations have classes of vessels based on the Damen Stan 4207 patrol vessel design.
Operators include:
Some variants are equipped with deck guns, while others are equipped for peacetime duties like search and rescue, fishery protection, environmental monitoring, or intercepting smugglers.


Nelson-class ship of the line

The "Nelson"-class ships of the line were a class of three 120-gun first rates, designed for the Royal Navy as a joint effort between the two Surveyors of the Navy at the time, Robert Seppings and Joseph Tucker.


SS Rushville Victory

SS "Rushville Victory" was a Victory ship-based troop transport built for the US Army Transportation Corps (USAT) late in World War II under the Emergency Shipbuilding program. It saw service in the European Theater of Operations in 1945, 1946 and in the immediate post-war period repatriating US troops.
After being briefly laid up in the US, "Rushville Victory" was sold for private cargo shipping in 1947 and sank near Antwerp in 1958.
History.
Construction.
SS "Rushville Victory" was laid down on March 3, 1945, as a US Maritime Commission (MARCOM) Type C2 ship-based VC2-S-AP2, MCV hull  651, by Bethlehem-Fairfield Shipyard of Baltimore, Maryland. SS "Rushville Victory" was the last of the 50 Victory ships built by the Bethlehem Ship Corporation. She was launched on April 24, 1945, and later converted into a dedicated troopship. She was operated on behalf of the US Army Transportation Corps (USAT) by Dichmann, Wright & Pugh, inc.
Beginning on May 25, 1945, "Rushville Victory" was converted to a troopship along with six other Victory cargo ships at the Savannah Waterfront by the Savannah Machine & Foundry Company. Her cargo holds were converted to mess halls, exercise places, and sleeping areas with hammocks and bunk beds.
Operation.
As a transport allocated to USAT, the "Rushville Victory" was crewed by US Merchant Marines, protected by a contingent of the US Navy Armed Guards, and had a complement of the US Army Transportation Corps (Water Division) aboard for troop administration.
She was armed with a 5-inch (127 mm) stern gun for use against submarines and surface ships, and a bow-mounted 3-inch (76 mm) gun and eight 20 mm cannon for use against aircraft.
Her Atlantic Ocean crossings include:
In April 1946, the "Rushville Victory" took German POWs from New York to Antwerp; this included the crews of the U-boats U-530 and U-977.
As part of Operation Magic Carpet she took US troops home from European port cities known as Cigarette Camps.
Near the end of 1946, with her Atlantic crossings completed, she was laid up in the James River in Virginia as part of the National Defense Reserve Fleet.
Private use and sinking.
"Rushville Victory" was sold in 1947 to A/S Det Ostasiatiske Kompagni of Copenhagen, Denmark and renamed MV "Nikobar. In 1954 she was sold to Deniz Nikilyati in Istanbul, Turkey and renamed SS "Aydin. In 1955 she was sold to D. B. Deniz Nakliyati T.A.S. of Istanbul and kept her name. On February 11, 1958, The "Aydin" had a collision with the MS "Charles Tellier", owned by French Cie de Messageries Maritimes. After the collision she ran aground in the Schelde River near Antwerp to avoid sinking. She was abandoned and declared a total loss; her masts could be seen above the water line for many years.


HMS Welcome (J386)

HMS "Welcome" was a reciprocating engine-powered built for the Royal Navy during the Second World War. She survived the war and was scrapped in 1962.
Design and description.
The reciprocating group displaced at standard load and at deep load The ships measured long overall with a beam of . They had a draught of . The ships' complement consisted of 85 officers and ratings.
The reciprocating ships had two vertical triple-expansion steam engines, each driving one shaft, using steam provided by two Admiralty three-drum boilers. The engines produced a total of and gave a maximum speed of . They carried a maximum of of fuel oil that gave them a range of at .
The "Algerine" class was armed with a QF Mk V anti-aircraft gun and four twin-gun mounts for Oerlikon 20 mm cannon. The latter guns were in short supply when the first ships were being completed and they often got a proportion of single mounts. By 1944, single-barrel Bofors 40 mm mounts began replacing the twin 20 mm mounts on a one for one basis. All of the ships were fitted for four throwers and two rails for depth charges.
Construction and career.
"Welcome" was ordered on 19 December 1942 and was built by Lobnitz & Co. Ltd, Renfrew, Scotland. She was laid down on 3 May 1944 and launched on 14 November 1944 and displaced 860 tons. She was completed in 1945 and commissioned on 20 January 1945.
In May 1945, "Welcome" joined the 10th Minesweeping Flotilla, and sailed for the Far East in October 1945, returning to British waters in July 1946. In September 1946, she was assigned to fishery protection duties in the Fishery Protection Squadron. In 1953 she took part in the Fleet Review to celebrate the Coronation of Queen Elizabeth II. "Welcome" remained on fishery protection duties until December 1957, when she passed into the reserves. She was scrapped on 3 May 1962.


Spartacus (ship)

Spartacus is a cutter suction dredger (CSD) that is under construction and expected to enter service in 2019 for DEME. She is the largest and most powerful ship of her type in the world.
DEME ordered "Spartacus" in March 2017 from Dutch shipbuilder Royal IHC to a design jointly developed by DEME, Royal IHC, and Vuyk Engineering Rotterdam, a Royal IHC subsidiary. Her keel was laid in December at Royal IHC's shipyard in Krimpen aan den IJssel, and she was launched in November 2018. She is expected to enter service in mid-2019.
"Spartacus" measures long and has a total power output of , making her the world's largest and most powerful CSD. She is powered by four Wärtsilä 46DF and two Wärtsilä 20DF engines, which can operate on liquefied natural gas, diesel fuel, or heavy fuel oil; she is the first CSD to be LNG-fuel capable. She can dredge at depths of up to , deeper than any previous CSD design.


List of cruisers

This is a list of cruisers, from 1860 to the present. It includes torpedo, unprotected, protected, scout, light, armoured, battle-, heavy and missile cruisers. Dates are launching dates.


HMS Salisbury (F32)

HMS "Salisbury" was a or Type 61 aircraft direction frigate of the British Royal Navy. Completed in the late 1950s, "Salisbury" served through the 1960s and 1970s, participating in the Beira Patrol, blockading against Rhodesia and the confrontation with Iceland over fishing rights that was known as the Cod Wars. "Salisbury" became a harbour training ship in 1980, before being sunk as a target in 1985.
Design and construction.
The ship was built at Devonport Dockyard, Plymouth as the lead ship of the class. "Salisbury" was laid down on 23 January 1952, launched on 25 June 1953, and completed on 27 February 1957.
The Type 61 class were aircraft direction frigates, fitted with a sophisticated battery of radar equipment which was intended to provide guidance to carrier and shore-based aircraft against aerial targets. They shared a common hull design with the s, and like the "Leopard"s, were powered by eight Admiralty Standard Range diesel engines driving two shafts, giving a total of and propelling the ship to a speed of .
Operational history.
In July 1958, "Salisbury", took part in Operation "Fortitude", when the aircraft carrier supported an airlift of British troops to Jordan following a request by King Hussein of Jordan more military assistance in response to unrest following the formation of the United Arab Republic by Egypt and Syria and the 14 July Revolution in Iraq. In 1959, "Salisbury" visited Cleveland, Ohio and was first RN warship on Lake Erie since 1812. At that time, she was part of the 5th Frigate Squadron, serving in home waters, in the Mediterranean and in the Far East until August 1961. From 1961 to 1962, she was modernised with an improved radar suite, with Type 965 long-range radar fitted on a plated in Mack aft, replacing the previous Type 960 radar, and with the Type 293 target designation radar moved forward to a new foremast, while improved ESM equipment was also fitted.
Following her refit, "Salisbury" again served in home waters and in the Far East. On 25 June 1964, she sustained a collision with the destroyer in the English Channel while returning from exercise. After repairs, the frigate attended the opening of Forth Road Bridge by Queen Elizabeth II. "Salisbury" sailed to the Far East where she took part in the Borneo Insurgency in 1963. The vessel's primary role was to ferry Gurkhas into the war zone and supplying manpower to patrol rivers in the ship's boats. "Salisbury" also patrolled off the coast of East Africa on the Socotra patrols. The frigate found both propellers split and was sent to a floating dock at Singapore for 30 days to fix. In 1967, she stood by during disturbances in the West Indies, being tasked to ferry the local police from St. Kitts and Nevis to the island of Anguilla where there was unrest. In the event the police forces failed to materialise and the ship landed her IS Platoon to restore order. Whilst returning from the West Indies she sank the abandoned German tanker "Essberger Chemist" which was still afloat following an unsuccessful attempt by the nuclear submarine .
During 1967–70, "Salisbury" again underwent a major modernisation, with a launcher for Sea Cat surface-to-air missiles replacing the twin Bofors 40 mm gun mount aft. In 1975 she completed the last Beira Patrol. She undertook Cod War patrols in 1976 and was slightly damaged in a collision with the Icelandic gunboat on 1 April 1976, and was involved in two collisions with on 20 May 1976.
In 1977 "Salisbury" was part of the 1st Frigate Squadron and took part in the Fleet Review to celebrate Queen Elizabeth II's Silver Jubilee. In 1978, the frigate sailed to the Mediterranean Sea during negotiations for her sale to Egypt, but eventually returned to UK, the sale having fallen through. It appears that "Salisbury" was returned by Egypt, and not assigned to the stand by squadron with , because immediately prior to the transfer the below-deck electronics for the 982 radar, updated to 985/6 with solid state and MTI, was removed, as with prior to transfer to Bangladesh.
From 1980–85, she was a harbour training ship at Devonport, before being replaced in that role by the frigate . On 30 September 1985, "Salisbury" was towed out and sunk as a target.


SS Karaganda

Karaganda (Russian: "Караганда") was a merchant steam ship of the Black Sea Shipping Company (Soviet Union) from 9 March 1950 to 1967. This ship was built in the US in 1919, named "Circinus" and used in some shipping companies of USA and from 1942 in Soviet shipping companies.
She was a West-class ship as per American shipyards position and Belorussia-class cargo ships as per Russian classification due to one of the West-class cargo ships being named "Belorussia" when she was purchased by the Soviet Union.
Ship's particulars..
Design 1013 ship.
Low free board.
Cargo gear: derricks equipped with steam motors.
Cargo holds: 4 cargo holds and tweendecks.
US history of this ship.
This ship was built in 1919 in United States.
SS "Circinus" (1919–1930)..
During and just after World War I, the Shipping Board's sales campaigns urged Americans to buy ships for wealth and patriotism. Other ethnic groups set up shipping lines by appealing to group solidarity. So, Irish businessmen created the "Green Star Line".
GREEN STAR WILL PLY ATLANTIC
 Four Steamers Purchased Here to Sail From Baltimore.
 ORIENTAL RUN PROMISED
 Cruft Now Being Built at Standifer Plant Expected to Be Operated on Pacific.
Speculation as to the future field of operations of the Green Star Steamship company, which purchased four steel steamers in Portland and placed orders for the construction of five more, was ended last week by a formal announcement from the headquarters of the company in Baltimore, where the Green Star line has purchased a large building to serve as a home for its shipping enterprises. The last of the steamers purchased by, the line here, the Circlnus, sailed from Astoria Wednesday with a full cargo of lumber for Melbourne and Adelaide, Australia. This cargo amounted to 4.086,103 feet, it is reported by Brown & McCabe, stevedores, who had charge of loading the vessel.
"The new steel steamer "Circinus" of the "Green Star Line" dropped down to St. Helens yesterday and will start loading there Monday. The "Circinus" has been chartered by J.J. Moore of San Francisco to carry a full cargo of lumber to Australia. She will load at several Columbia river ports. She experienced no trouble beyond a slight checking of her speed in moving through the loose Ice."
"Freighter on rocks in So. Pacific.
SAN DIEGO, Sept. 21 – (AP) – Believed to have lost its course in a heavy fog that prevailed last night, the freighter "Circinus", en route to San Diego, San Pedro and San Francisco from New York, struck the rocks at Descanso Point, Lower California, 16 miles south of here, according to information received here this morning. The "Circinus" is a 10,000-ton ship of the Isthmian Line and carries a crew of 60 men. According to the information received here, the ship is resting easily and is in no immediate danger.
Captain Oakley J. Hall of the "Star and Crescent Boat Company" sent a company's tug, "Palomar", to the aid of the "Circinus" and at the same time requested the navy department to dispatch the naval tug "Koka" to the scene".
"ROCK PREVENTS SHIP'S SINKING.
SAN DIEGO, 30 Sep – A huge bolder which stuck to the hull of the freighter "Circinus", when grounded 17 miles south of the border, kept tho ship from sinking, a diver discovered. The freighter was floated Wednesday and brought here.
The rock punctured both bottoms of the vessel. It was embedded firmly".
"Calmar Steamship Co." (1927–1976). A subsidiary of "Bethlehem Steel Corp.", serving the intercoastal trade. The company was established by Bethlehem in 1927 to complete with United States Steel's Isthmian Line. Bethlehem had previously operated the "Ore Steamship Corp." as a proprietary operation, but "Calmar" was only "half proprietary", carrying exclusively Bethlehem's steel westbound, but functioning as a common carrier on the return voyage to the East Coast by carrying lumber from a variety of shippers. In addition, "Calmar" collaborated with Moore-McCormack Lines, Inc., in these voyages.
"CALMAR BUYS SHIPS.
The "Calmar Line" has purchased five freighters from the "Planet Steamship company", according to announcement from New York. This purchase increases the Calmar intercoastal fleet to 11 ships. The new craft are 880 tons register.
The vessels involved are all well known on this coast, consisting of the "Circinius", "Corvus", "Clauseus", "Centaurus" and "Eurana". They have run into local ports for several years under the Isthmian Line houseflag".
The steamer "Circinius" was renamed "Vermar" in 1930.
SS "Vermar" (1930–1942).
"H. W. Warley, vice president of the "Calmar Steamship Corporation", has announced that the concern has purchased three freighters of 10,000 tons deadweight capacity, bringing its intercoastal fleet to 14 ships. The three vessels, the "Ehnsport", "Colorado Springs", and "Edgehill", will enter service as the "Kenmar", "Marymar", and "Oremar", following the nomenclature system now in effect and honoring the states of Kentucky, Maryland, and Oregon.
The expansion program will make possible a new schedule of weekly sailings between ports on the two coasts, Mr. Warley explained. In future, vessels will sail westbound from Baltimore each Saturday and from Philadelphia on Wednesdays, for Los Angeles, San Francisco, Alameda, Oakland, Richmond, Calif, Portland, Seattle, and Tacoma. It is also planned to reduce the transit time to the northernmost ports.
The first sailing for the West Coast will be that of the "Vermar", leaving Baltimore 7 January and returning from Puget Sound 16 February."
"Portland Hearings Will be Continued this Wednesday.
 PORTLAND, Ore., May 1. (AP) – Labor hitched up its "justiciable controversies" today and prepared to make a fresh assault on Oregon's new union-control law.
At a preliminary hearing on a constitutional test by a group of unions, three circuit court judges decided no "justiciable controversy" had been shown – the union hadn't proved they were hurt.
 When the case reaches court again Wednesday, a new suit will be included. A motion picture operator's union ask the right to picked the Circle theater because of contract differences although it constitutes less than a majority of employers and under the law could not picket.
 Waterfront Mentioned
If that doesn't provide enough force to test the law which was passed last November in the wake of a year-long campaign against labor terrorism, there is the matter of waterfront picketing.
CIO woodworkers from a Carlton lumber mill, on strike because three members of their union were realized, continued to prevent loading of lumber from the mill on the freighter "Vermar". Ship agents threatened to invoke the control law on the ground less than half the mill's employees were involved, a stand that ended picketing at the mill last week.
It was indicated the theater suit".
"Restraining Order Blocks Picketing.
PORTLAND, Ore., May 5. (AP) – A temporary restraining order to stop picketing was issued Wednesday in one of Portsland's two labor controversies that have tied up ships and the order was settled when the union accepted a company offer.
 The International Woodworkers of America Wednesday accepted an offer from the Engle & Worth Lumber company at Cariton, ending the dispute that prevented the freighter "Vermar" loading lumber for five days. The firm reinstated two dismissed workers.
 Circuit Judge John P. Winter issued the order restraining pickets of the maritime office employees' local, 1–25, from picketing the steamer "William Luckenbach".
 The union picketed the boat in protest to the company's asserted failure to company with a national labor relations board order to reinstate three workers".
"Moody's Report On Good Cases Barred by Court.
Portland, May 6 (AP) – Oregon's union-control law faced a new challenge today in a series of waterfront disputes.
While three circuit judges heard defendant officials answer a labor coalition test of the law's constitutionally, another was added when charges against 21 men indicated for alleged unlawful picketing of the steamer "Vermar" were shifted to the same court.
 Accused of having prevented loading of the freighter "Vermar" with lumber from a Carlton sawmill, the men, mostly members of the Carlton CIO woodworkers' union, were realised from custody after a demurrer to the indictments was filed.
Gus Solomon, CIO attorney who filed the demurrer on the ground that the law was unconstitutional, asked transfer of the case to the judges hearing the test.
 The law forbids demonstrations on premises of employers not involved in controversies and in cases where less than majority of workers are concerned. The woodworkers' strike at the Carlton mill was settled but only after loading of the "Vermar" was delayed three days.
George Cron, who declared the state courts had no jurisdiction and picketed in defiance of the circuit court order, was charged with contempt but released on bond. However longshoremen and CIO sailors pleaded "danger" and refused to board the vessel.
 Cron's arrest followed a demonstration be the maritime office workers' union in protesting alleged refusal of the Luckenbach line to heed a national labor relations board order and reinstate three members with back pay.
In the original labor-coalition test of the law, the court acting upon answers filed by defendant city, county and state officials admitted all the evidence with the exception of a report on labor terrorism by special prosecutor Ralph Moody, which is termed a "special pleading by a skilled partisan"."
In the immediate post-World War II period, Calmar purchased eight Liberty ships and modified them for the company's purposes. Seems the ship "Vermar" was counted as one of these eight Liberty ships, but she was not really Liberty class ships.
Soviet history of this ship.
Ship "Караганда" in Far East Shipping Company (1945 – March 1950)..
The ship, ex-"Circinus", ex-"Vermar" , ex-"Kamenets-Podolsk", was back after major overhaul to the Far East Shipping Company from USA on 6 February 1945 and was named "Karaganda" due to another ship "Robert S. Abbot" (built in 1944), which was Liberty ship and also received from USA, already was named "Kamenets-Podolsk". So, the ship was named in honor Karaganda city in Kazakhstan SSR, USSR.
Ship "Караганда" in Black Sea Shipping Company from March 1950 to 1967..
This ship was transferred to balans of the Black Sea Shipping Company on 9 March 1950.
Seems this steamer was used for the Line between Soviet Black Sea ports and Indian ports from the 1950s. So, Soviet Union magazine "Ogoniok" () number 38, 14 September 1952, wrote:
"To the shores of India.
 ... Joint Committee was established For the purpose of immediate assistance to the hungry people in the Andhra State. The Committee members belong to different political organizations. The Committee requested the Trade Unions with a request to help the starving in Andhra State.
As reported by our press, Soviet trade unions warmly responded to this request and decided to send food to the starving population of the southern regions of India.
Again "the ships of peace and friendship" go to the shores of India. The ship "Karaganda" is already in the Red Sea, on the way to India. The wheat was grown Ukrainian farmers and after loaded in the holds. On the eve of the departure from the Soviet Union the crew of "Karaganda" under command of Captain P. I. Boyko worked tirelessly to prepare the ship for exemplary long voyage through many Seas and the Indian Ocean. The completion of ship's loading was eight hours earlier of schedule. The crew of the ship "Karaganda" declared own voyage as Stakhanovite movement and dedicated it to the XIX Congress of the party. ... "
Collision in May 1957..
The ship "Karaganda", GRT more than 6000, under command of captain P. I. Boyko, discovered the lights of an oncoming vessel at a distance of 100 meters approximately at 01 hrs 14 min on 1 May 1957, when she was following "slow ahead" in the Black Sea during the fog with visibility up to 50–70 meters. That was the ship "Zaporozhye", GRT 2000 approximately, under the command of captain L. M. Preobrazhensky which was coming with speed slow ahead also, 5–6 knots, and on this ship the lights of the ship "Karaganda" were seen on a distance of approximately 100 m. The command "full speed astern" were given on both ships for 2–3 minutes before collision, but was not possible to snub the ships and "Karaganda", having considerable inertia of moving forward, hit the port side board of the ship "Zaporozhye" by own left foreword quarter and by the left anchor at 01 hours 16 minutes. The "Zaporozhye" sank rapidly after 28 minutes due to list was increased rapidly to the port side. The "Karaganda" suffered a lot of damage to the bow part of the hull. Due to correct actions of the captain of the "Zaporozhye" after the collision, who took all demanded measures setting for the salvation of all 54 crew members as well as the ship's papers and money, the abandonment of the sinking ship was organized without panic and in compliance with good maritime traditions. The watch sailor was risking own life when he hacked the jammed door of the chief mate's cabin and released the chief officer before the sinking vessel. There were no victims after the collision of two ships and the loss of one of them.
Due 1 May was one of the main the Soviet Union celebrations the date of collision was changed to 3 May 1957.
After the collision of two Black Sea Shipping Company ships, all big ships of this company were equipped with radar during some years. The short separate mast was added on accommodation for radar installation (to see ship's photo).
Newcomer in March 1961..
Motorman Nikolay, his previous ship was steamer "Nezhin", joined the ship "Karaganda" on 18 March 1961 and the ship already was equipped with one radar and re-equipped as a motor-ship.
To read article: SS "Nezhin"
The word "Gde" in Odessa language.
The mix of two official language of part of population named "Soorzhyck" () language in Russia and Ukraine. A person speaking on "Soorzhyk" also named a "soorzhyk". The population of Odessa had good mix of two languages, Ukrainian and Russian, in the 1960s still. Due to Odessa citizens use mix of more than two languages it was impossible to name "Soorzhyk" language. And Odessa citizens did not glad when somebody call them "soorzhyks". They say that Odessa has own language.
Also Odessa citizens use Russian worlds so that other population of the U.S.S.R. smile and sometimes smile wildly. It is depends and questions including the word "Gde" ().
English question-word "Where" has following translations on Russian:
For example:
Odessa citizen can replace the word "Куда" by the word "Где":
It is means that the word "Где" can means and position, and direction in Odessa. And other population of the USSR smile when Odessa somebody say like this. Theremore, Odessa citizens can replace other question-words by the "Где" or directly or changing the phraze:
can be changed as
Gde-Gde? Na Karagande..
"Gde-gde ..." ( and on ) – it is an adverb of Russian language. Mostly "gde-gde" means any area or any place where is very bad conditions or conditions more worst then in other mentioned place as per text in the sentence. For example:
Karaganda is a city in Kazakhstan that was built during Soviet Union period and is known for coal mining and concentration camps. It is good rhyme: "Gde, gde? V Karagande!" where last character "a" changed to "e" as per Russian grammatical rules.
In case somebody asked any crew member of ship "Karaganda":
– "Where are You now?" -
he reply
– "Gde, gde? Na Karagande?" () – it is means on board of ship "Karaganda".
The same reply was from Nikolay to anybody. It is means that conditions on this ship was not very good due to the "Karaganda" was old and one of the worst ships of Black Sea Shipping company. The "Karaganda" was re-equipped as motor-ship before outomn 1961. The ship was built on the riveted joints, but the metal sheets of the hull were thick. Cargo derricks were equipped by hydraulic motors. During the engines run the motorman had to check heating of cylinders by hand and was necessary often to add oil.
MS "Karaganda" between May 1961 and autumn 1962.
Nikolay joined "Karagnda" as motorman in March 1961. Motorman Ivan Gorbunkov already was a crew member of this ship in the same rank. Due to Odessa population mostly stocked up on coal for winter season beforehand, Ivan asked Nikolay to assist one family. Every seaman of Black Sea Shipping Company could receive a certain amount of coal without payment as the furnaces was used for heating in the houses in 1960-s still. Due to Nikolay was not married and had not own house he was agree to give own portion of coal to that family. For this reason was necessary to take signature, name and passport details for formalities and he visited that family. That was Zhukovsky family.
Zhukovsky family lived on the Kartamyshevskaya street, 26, Moldavanka district in Odessa. That was old courtyard that include 7 houses about. Moldavanka district was recognized as Intelligence center of Odessa historically due to the large network of catacombs beneath this district was used in the XIX century and the first half of the XX century for smuggling, revolutionary activities, underground and partisan movement.
Grigoriy Fyodorovitch Zhukovsky was the head of family. His wife was Antonina Zhukovskaya (maiden name was Chernyavskaya). They already had three daughters. The eldest and the yangest daughters was not merried yet. The medium daughter was married Ivan Gorbunkov in 1961, before May. Nikolay commenced meetings with the youngest daughter after the first visit to this family. Soon they were married, in September 1961.
The ship "Karaganda" carried cargoes to the Eastern Mediterranean ports and through Suez Canal to India, Yemen's ports. During period between May 1961 and October 1963, "Karaganda" did not visit Spain, France and did not pass Gibraltar strait. The main direction of this ship were Middle East, Yemen, India and Ceylon ports.
The fate..
There is no any information about this ship during period from 1964 to 1967. Seems the ship was not active after 1963 due to ship's age 44–48.
The ship "Karaganda", IMO number 5181861, was decommissioned, removed from the vessels' lists of Minmorflot and handed over to Glavvtorchrmet for dismantling and cutting into metal in 1967.
The new motor vessel "Karaganda", IMO number 6912889, was built in GDR in June 1969 for the Baltic Sea Shipping Company, USSR.
Crew members..
Captains:


HM galley Pigot

Two vessels of the Royal Navy have borne the name, HM galley "Pigot". Both were acquired in 1778 during the American Revolutionary War, and both were lost that year; her crew destroyed the first to avoid her capture, and the Americans captured the second. Both were named for General Sir Robert Pigot, the general commanding the British Army at Newport, Rhode Island, during their service there.
First galley "Pigot".
On 16 May 1778, "Pigot", (or "Pigott") took her station in the Seconnet. "Pigot" was the former tender, "Lady Parker", a schooner, that had been fitted out as a galley. The British at Newport now had three galleys, , "Pigot", and "Spitfire". They also had a new galley equipping. Earlier, Lieutenant (and future admiral and baron) James Saumarez had commanded "Lady Parker" for some months until 17 February 1778, when he had been given command of "Spitfire".
Lieutenant Sir Henry Edwin Stanhope, of , was appointed to command the "Pigot" galley. On 25 May, the British launched the two-pronged Warren and Bristol raid. "Pigot" supported one division, which went up Warren Creek, where they succeeded in surprising and capturing an armed galley.
Five days later, 100 men of the 54th Regiment of Foot embarked on boats to attack saw mills at Fall River, Massachusetts. "Pigot" and some armed boats were to provide support. "Pigot" grounded, but the attack proceeded anyway. A sharp skirmish ensued when the troops arrived at their objective. Even so, they were able to destroy one saw mill and one grain mill, as well as a large stock of planks and boards, other buildings, some cedar boats, and so on. They then withdrew, having lost two men killed and five officers and men wounded. As the tide returned, "Pigot" was floated off, but as "Flora" towed her off, "Flora" lost two men killed and a lieutenant severely wounded.
Between 29 May and 18 July, the British captured a number of vessels: the sloops "Sally" and "Fancy", snow "Baron D'Ozell",
"Olive Branch", sloop "Betsey", and schooner "Sally". "Pigot" shared the prize money with , , , and .
French Admiral d'Estaing's squadron arrived in Narragansett Bay on 29 July 1778 to support the American army under General George Washington during the battle of Rhode Island. On 30 July, four French ships of the line entered Narragansett Bay and positioned themselves north of Conanicut Island to support the American and French forces in the battle of Rhode Island. The arrival of the French vessels trapped several British vessels, "Pigot" among them. On 5 August 1778, "Pigot" lay anchored off Arnold's Point; Stanhope ran her ashore and set fire to her. The Royal Navy ended up having to destroy ten of their own vessels in all.
Second galley "Pigot".
Admiral Lord Howe bought on 19 July 1778 a brig that would become the second "Pigot". This was well after the first "Pigot" was already deployed under her own name, but not long before Stanhope scuttled that "Pigot". Apparently the Royal Navy registered her by Admiralty Order dated 22 December 1778, that is, some two months after the Americans had captured her.
By end-August 1778, the American threat to Newport had ended. At some point, the British removed the upper deck of the brig they had bought and converted her to a galley of 200 tons (bm). They gave her eight 12-pounder guns that they had rescued from "Flora", and ten swivel guns; she received the name "Pigot", after Sir Robert. Lieutenant William Dunlop commissioned her, commanding a crew of 40-45 men.
Capture.
"Pigot" took up her station in the Seconnet River. This proved to be a problem for the Americans and the American commander in Rhode Island, General John Sullivan decided to attempt to remove her. He appointed Major Silas Talbot to command of the schooner "Hawk" (or "Hawke"). "Hawk" belonged to the Providence River squadron that the Continental Army organized after the failure of the attack on Rhode Island. She was a small vessel, 70 tons (bm), armed with only two guns, both 3-pounders, and Talbot gathered 60 volunteers to man her.
"Hawk" left Providence on 25 October but had to wait several times for better winds, or night. On the way she picked up 15 more men. On the night of 27 October Talbot launched his attack. He had rigged a kedge anchor to "Hawk"s bowsprit so as he came up along "Pigot" he was able to tear open the anti-boarding nets she had rigged.
At 2:30am on 28 October, Dunlop was awakened with the news that a strange vessel was approaching. He rushed on deck to discover that only the quartermaster and three men were on deck and that, in disregard of his orders, "Pigot"s guns were not primed. He and the men on deck fired small arms, but a volley of small arms fire from the men on "Hawk" drove all but Dunlop below decks. Dunlop attempted to resist but was soon overpowered. There were no casualties on either side.
Talbot sailed "Pigot" out to sea; he arrived at Stonington, Connecticut the next day. From there the Americans sent the prisoners to Providence, Rhode Island. They arrived there on 2 November and were incarcerated on board a prison ship.
On 14 November the Continental Congress passed a resolution recognizing Talbot's feat in capturing "Pigot", and promoted him to lieutenant colonel. The Rhode Island General Assembly awarded Talbot with an honour sword in recognition of his exploit.
American service.
"Pigot" was condemned as a prize of war on 25 November.
Sullivan received the consent of the Rhode Island authorities to acquire some vessels. He bought "Pigot" in November, and the sloop "Argo" the next spring. The Americans took "Pigot" into service with Talbot as her captain. She served until 1779 and was sold in 1780. A Captain Clarke had replaced Talbot, who went on to command "Argo". Governor Greene of Rhode Island, but then at Philadelphia, instructed William Ellery to have Clarke sail "Pigot" to Providence and that she be sold there as she was too rotten and too dull a sailer to warrant retaining in service, and it would be too expensive to refit her. Legend has it that she was subsequently burned.
Post-script.
The [[court-martial]] of Dunlop, his officers, and men resulted in the master, John Lanadale, being dismissed the service and imprisoned in the [[Marshalsea]] for one year for being in his hammock when he was supposed to have been on watch on deck. Also, Midshipman William Allen was severely reprimanded for having left the deck without having been properly relieved.
Notes, citations and references.
References.
[[Category:1778 ships]]
[[Category:Captured ships]]
[[Category:Galleys of the Royal Navy]]
[[Category:Ships of the Continental Navy]]


MV Pacific Opal

The MT "Pacific Opal" (ex-"Hatasia") is a chemical tanker built in 1993 and currently owned by Tankers Pacific Management Singapore.
Event off Somalia.
The ship was approached by two skiffs on 5 April 2011, while sailing off the coast of Somalia Heading for Mombasa from the Persian gulf. The Skiffs with pirates, proceeded to then attack the Pacific Opal. The "Pacific Opal" sent a mayday, which was received by an EU NAFOR vessel that was patrolling in the Indian Ocean at the time.
The skiffs, one attacking the port side the other the starboard side, retreated after the on-board security team had fired flares and warning shots. The vessel was fired upon by the skiffs before they retreated and headed off toward the mother ship which was 10 miles off in the distance.
The pirates, along with their mother ship and skiffs were then detained by the EU NAVFOR Finnish warship FNS POHJANMAA on 6 April. The Pirates were later released on 21 April because the Finish Navy were unable to prosecute them.


Yarmook-class corvette

The "Yarmook"-class corvette is a class of multi-role corvettes in service with the Pakistan Navy. The class is primarily based on Damen Group's Offshore Patrol Vessel (OPV) 1900.
History.
Damen signed an agreement with Ministry of Defence Production, Pakistan on June 30, 2017 to design and build two multipurpose corvettes for Pakistan Navy. The Dutch shipbuilder selected its shipyard in Galați, Romania to build these vessels. According to Pakistan Navy officials, the corvettes will "act as force multipliers in enhancing [the] navy's capability of safeguarding maritime frontiers and will offer more flexibility in the conduct of [the] Pakistan Navy's initiative of independent Regional Maritime Security Patrols in the Indian Ocean Region". On 13 July 2020, PNS Yarmook was inducted into the Pakistan Navy.
Design and characteristics.
The displacement of both the vessels is 2300 tonnes. They are designed to carry out a variety of maritime operations and are able to transport both a helicopter and a UAV. They can also carry two high-speed rigid-hulled inflatable boats of 11.5 meters and 6.5 meters simultaneously. In addition to that, they are designed to accommodate two twenty-foot equivalent units (TEUs) for special mission-based operations.
Ships in class.
There are two Yarmook-class corvettes in Pakistan Navy service:
<br>


Type XIV submarine

The Type XIV U-boat was a modification of the Type IXD, designed to resupply other U-boats, being the only submarine tenders built which were not surface ships. They were nicknamed "Milchkuh/Milchkühe (pl.)" (milk cows).
Design.
German Type XIV submarines were shortened and deepened versions of the Type IXDs. The boats had a displacement of when at the surface and while submerged. The U-boats had a total length of , a pressure hull length of , a beam of , a height of , and a draught of . The submarines were powered by two Germaniawerft supercharged four-stroke, six-cylinder diesel engines producing a total of for use while surfaced, two Siemens-Schuckert 2 GU 345/38-8 double-acting electric motors producing a total of for use while submerged. They had two shafts and two propellers. The boats were capable of operating at depths of up to .
The submarines had a maximum surface speed of and a maximum submerged speed of . When submerged, the boats could operate for at ; when surfaced, they could travel at .
The boats were not fitted with torpedo tubes nor deck guns. The only armament was for defense, consisting of two SK C/30 anti-aircraft guns with 2500 rounds as well as a C/30 gun with 3000 rounds.
The boats had a complement of fifty-three.
Operation.
Due to its large size, the Type XIV could resupply other boats with of fuel, of motor oil, four torpedoes, and fresh food that was preserved in refrigerator units. In addition, the boats were equipped with bakeries in order to provide the luxury of fresh bread for crews being resupplied. The Type XIV also had a doctor and medical facility for injured sailors, and even had a two-man brig to imprison sailors awaiting discipline back at home. Cargo was transported by means of a 20-foot inflatable boat and portable cranes. The flat main deck with cargo hatches and davits was designed in theory to facilitate the transfer of bulk supplies, however its low freeboard made this work extremely hazardous in typical North Atlantic swells that made the deck awash, so often supplies had to be hand-lifted through the smaller but dryer conning tower hatches to avoid flooding the boat. Resupply and refueling operations often took hours, putting both the milk cow and the submarine it was servicing at risk.
If the Germans came under Allied attack during a resupply operation, the milk cow would dive first while the other submarine might fight it out on the surface for a while, as the Type XIV's bulk and flat deck made it slower to maneuver and submerge. The Type XIV had no torpedo tubes or deck guns, only defensive armament of anti-aircraft guns.
The milk cows operated 300–400 miles off the North American mainland which was the so-called mid-Atlantic gap, far enough from Allied anti-submarine patrols and aircraft while still close enough to provide logistical support to U-boats. In 1942, the milk cows enabled Type VIIC boats to remain on station for a couple more weeks off of the American coast during the "Second Happy Time" raids of the Battle of the Atlantic. Type IXC boats otherwise only carried 12 weeks of supplies.
The milk cows were priority targets for Allied forces, as sinking one milk cow would effectively curtail the operations of a dozen attack U-boats and force them to return home for supplies. Ultra intercepts provided information concerning sailing and routing, and this, coupled with improved Allied radar and air coverage in the North Atlantic, eliminated most of them during 1943 including 4 lost in the month of July alone. By the end of the war all ten had been sunk. Milk cow duty was especially hazardous; 289 sailors were killed out of an estimated complement of 530–576 men.
List of Type XIV submarines.
Ten boats of this type were commissioned:
Fourteen planned Type XIVs were cancelled. Three of them ("U-491", "U-492", "U-493") were about 75% complete when work was stopped in 1944. The other eleven boats had not been laid down when they were cancelled on 27 May 1944. On that same day Karl Dönitz stopped construction on the Type XX U-boats, large transport boats that would not have been ready until mid-1945.


USCS Bowditch

USCS "Bowditch" was a schooner that served as a survey ship in the United States Coast Survey from 1854 to 1874.
"Bowditch" spent her entire Coast Survey career operating along the United States East Coast.


St Albans-class ship of the line

The "St Albans"-class ships of the line were a class of three 64-gun third rates, designed for the Royal Navy by Sir Thomas Slade.
Design.
Slade based the "St Albans" draught on that of his earlier 74-gun .


SS Surprise


Churchill-class submarine

The three Repeat "Valiant"-class submarines, sometimes known as the "Churchill" class, were nuclear-powered fleet submarines which served with the Royal Navy from the 1970s until the early 1990s. The "Churchill" class was based on the older , but featured many internal improvements.
The lead vessel was named after the former Prime Minister and First Lord of the Admiralty Winston Churchill. was the most famous of the class, sinking the Argentinian cruiser during the 1982 Falklands War. , this is the only instance of a nuclear-powered submarine of any nation sinking an enemy ship by torpedo.
Design.
The "Churchill"s carried a crew of 103 and had a full load displacement of 4,900 tons whilst dived. They were long, had a beam of and a draught of . Their single pressurized water-cooled reactor supplied steam to two English Electric geared turbines, producing a total of for the single shaft and resulting in a maximum of submerged. Like all nuclear-powered submarines the "Churchill" class could remain submerged almost indefinitely, with supplies of food being the only limiting factor. One Kelvin Type 1006 surface-search radar was fitted. The ships were built with a Type 2001 sonar array, but this was replaced in the late 1970s with a Type 2020 array and a Type 2026 towed array. Weapons included Mk VIII torpedoes, Mk 24 Tigerfish torpedoes, and Sub-Harpoon anti-ship missiles. Six torpedo tubes fired from the bow.
HMS "Churchill" evaluated both the American Mark 48 torpedo and the UGM-84 Harpoon missile, though only the latter was adopted by the Royal Navy. She was decommissioned in 1990 and is laid up at Rosyth awaiting disposal.
In 1981 became the first British submarine to carry the Sub-Harpoon missile. She was decommissioned in 1992 and is at Devonport Dockyard serving as a museum ship.
Service history.
 was the most famous of the class, sinking the Argentinian cruiser during the 1982 Falklands War. She did not fire again during the war, but provided valuable help to the British task force by using her monitoring equipment to track Argentine aircraft departing the mainland. After the war "Conqueror" returned to Faslane; the sinking of "General Belgrano" had provoked controversy in Britain and "Conqueror" was criticised for flying the Jolly Roger on returning to port, as Royal Navy submarines customarily did on returning after scoring a kill. She the only nuclear-powered submarine of any nationality to have engaged an enemy ship with torpedoes. She was decommissioned in 1990 and is laid up at Devonport awaiting disposal. "Conqueror"s periscopes can be viewed at the Royal Navy Submarine Museum in Gosport.