Home 

  TUGS ON FILM  



Following the successful completion and testing of my model cabin cruiser as described in Radio Cruise Control, I decided to use this presence on the water to document both the environment through which the Julia Ruth Jones sailed and any other model boats nearby.

However, this required a either a camera with remote control for taking still pictures or a movie camera which could be switched on at the start of a voyage and then switched off afterwards.  Given that the former option would be very "hit or miss" without some kind of remote viewfinder on the bank - which would be an expensive and technically difficult option involving a transmitter on the boat - I decided to pursue the latter course.  

I had envisaged using the movie function on one of my digital cameras - mounted on a separate barge due to the size of its casing - with a small G cramp holding down the shutter button.  However, after acquiring a D Class lighter from Mobile Marine Models of  Lincoln as a vacuum formed kit which I subsequently built, a visit to Maplins in Cheltenham revealed that CnM 's self contained MD80 pocket camera recorder was no bigger than a USB memory stick, could take high quality images and was available at a very reasonable price.

Indeed, the MD80 unit was small and light enough to be mounted on  a mast on the Class D lighter - to be named in honour of top Gloucestershire Photographer the late Kim Hibberd - which proved a very stable camera platform that allowed viewers to see its motive power as a reference point during the resulting motion picture. Keeping the photographic unit separate also meant that the Kim Hibberd could be hauled by other vessels if the need arose.  All that would be required was a suitable connecting point for the thick wire towbar on Kim Hibberd's bows, as pictured here.


Indeed, the MD80 unit was small and light enough to be mounted on a mast on the Class D lighter - to be named in honour of top Gloucestershire Photographer the late Kim Hibberd - which proved a very stable camera platform that allowed viewers to see its motive power as a reference point during the resulting motion picture. Keeping the photographic unit separate also meant that the Kim Hibberd could be hauled by other vessels if the need arose. All that would be required was a suitable connecting point for the thick wire towbar on Kim Hibberd's bows, as pictured here.


Testing this combination of cabin cruiser and photographic barge resulted in the footage visible at the top of this feature.  As can be seen from the slight collision with the wall at the start, Mobile Marine Model's Class D lighter is very difficult to roll and the easy vertical articulation of the towbar on the hitching post at the back of the cruiser means that it tends not to pitch either. Having no keel and very little draught with such a light load though it does yaw dramatically - with the two vessels easily adopting a 90 degree jacknife position in adverse winds and currents.  However, this can be used to advantage as jacknifing does take "JRJ" out of camera shot if an unobstructed view of an object is required.

The simple launch-cruise-recover nature of filming also required no editing, although looking back at the 7 minute epic on YouTube did teach me to keep my fingers out of the way of the lens when switching on the camera!


 
 
 
"Tugs" meanwhile was the result of editing together several attempts to obtain good pictures of the radio controlled vessels present at Over on 22 August 2009.  Due to the high relative power and speed of the tugs to the photographic vessel it was found that simply chasing after them only yielded relatively distant views.  As such, future productions will have to involve the co-operation of the Gloucester and District Model Boat Club members at their radio helms to allow close-ups like the one that starts the movie.

However, having brought my pocket digital camera with me I was able to take the following still pictures of the vessels involved.


Typical of many between-the-World-Wars twin screw harbour tugs, 'Imara' was built to a Crown Colonies contract for delivery to Dares-Salaam in what was at the time Tanganyika. Thereafter she had a colourful history, ultimately entering Royal Naval service where she was renamed 'Perseverance'. This particular model had plenty of power and could easily turn in its own length!


Typical of many between-the-World-Wars twin screw harbour tugs,  'Imara' was built to a Crown Colonies contract for delivery to Dares-Salaam in what was at the time Tanganyika. Thereafter she had a colourful history, ultimately entering Royal Naval service where she was renamed 'Perseverance'.  This particular model had plenty of power and could easily turn in its own length!


Built by Stothert and Marten in 1861, Mayflower - as modelled here - is the oldest Bristol-built ship afloat and is one of the five oldest iron vessels in the world, as well as being the oldest steam tug in the world. She is the sole surviving purpose-built steam barge and lighterage tug.


Built by Stothert and Marten in 1861, Mayflower - as modelled here -  is the oldest Bristol-built ship afloat and is one of the five oldest iron vessels in the world, as well as being the oldest steam tug in the world. She is the sole surviving purpose-built steam barge and lighterage tug.

Mayflower was delivered new to Timothy Hadley, towage contractor to the Gloucester & Berkeley Canal Company to tow sailing ships, steamers, small coasting vessels and barges along the 16-mile ship canal.

In 1874, the tugs were taken over by the Canal Company, which changed its name that year to the Sharpness New Docks & Gloucester & Birmingham Navigation Co. In 1899, her vertical single-cylinder steam engine was replaced by a vertical compound condensing engine, and a sheltered steering position was provided to fit her for use on the Bristol Channel. Her funnel was hinged in1906 to permit passage under bridges on the non-tidal Severn up to Worcester. With this wide versatility, Mayflower frequently served as the training tug in the Company’s fleet.

When her deck was raised in 1922, most of her bulwarks were cut away along each side and replaced by stanchions and chains, enabling her crew to step safely across to laden barges on the Canal. Late in the 1930s, a wooden wheelhouse replaced the steering shelter and some time later, the bulwarks were replaced.

On transfer to the British Waterways Board, Mayflower continued in steam whilst her sister tugs were motorised and served until the end of the exceptionally hard winter in 1962/3 when the Canal froze.

Mayflower was laid up in 1963 and was sold to C Morgan in 1967. In 1972 she was sold to K T Donaghy and became derelict before being acquired by the Bristol Industrial Museum in 1981, restored in 1982-7, and first re-steamed in September 1987. She was the winner of the Steam Heritage Marine Award in 1988 and the Scania Transport Trust Marine Award in 1989.


At the time of the vessel's introduction the Loschkreuzer Weser was Europe's most modern fire-fighting cruiser, and the German Federal Republic's first ocean-going fire-fighting boat which was also able to operate in coastal waters.


At the time of the vessel's introduction the Loschkreuzer Weser was Europe's most modern fire-fighting cruiser, and the German Federal Republic's first ocean-going fire-fighting boat which was also able to operate in coastal waters.

The fire-fighting cruiser was built in the Schichau-Unterweser yard, and was christened in Bremerhaven on 28 January 1974. Its primary area of action is the regional harbour systems and the River Weser reaching as far as the sea.

In its lifetime the Weser was subjected to one comprehensive refit with the most conspicuous modification being a new, sealed, gas-tight bridge. For fighting fires the Weser carries three fire cannon (also known as monitors), capable of hurling a stream of water up to 100 m.

One of the cannon is mounted on a stand above the double funnel, and this can be extended to a height of 17 m above the waves. The two double searchlights above the lattice mast can also be extended upward, making nocturnal action considerably easier.






"Over Time" was made a week after "Tugs" and followed the former film's enthusiastic reception by members of the Gloucester and District Model Boat Club.  As envisaged above, other vessels were directed near to the camera vessel, resulting in tugs overtaking Julia Ruth Jones and yachts tacking toward her bows among other sequences.




"Over Time - All Aboard The Mayflower" was shot during the same afternoon of 29 August 2009 and also proved that the photographic barge "Kim Hibberd" could be successfully attached to another vessel - in this case with rope from the towbar to the stern of Derek's "Mayflower".  The higher speed of the single-screw tug also enabled longer shots of similarly powerful vessels as it was able to keep up more easily.




The Marie Felling - as depicted in 1/32 scale by Caldercraft Classic Scale Model Kits - was built by Earls of Hall and launched in 1928. Designed by the same team as the Imara, she was a Crown Colony Contracts vessel and judging by the margin notes of the contract, gave rise to the many improvements incorporated in the later Imara, especially with regard to accommodation. Both were designed for the same type of harbour work. From the deck layout up, the Marie Felling is an unusual and appealing vessel. From the single lifeboat carried cross ship on the sub deck atop the forward saloon and the raised bridge on stilts, not to mention the cross passage through the single superstructure, the massive plain funnel and open funnel deck all combine to give this vessel a unique charm.




Rob Strong's part finished model - based on the 1/72 scale Revell kit - represents His Majesty's Canadian Ship Snowberry (K166) ,  one of the original Flower Class corvettes used for convoy escort duties during World War II. 

Laid down by George T Davie & Sons Ltd of Lauzon, Quebec, on 24 February 1940 HMCS Snowberry was launched on 8 August 1940. She was ordered by the Royal Navy (RN) but was transferred to the RCN prior to completion and commissioned on 26 November 1940. K166 also had her forecastle extended on 14 May 1943 at Charleston, South Carolina, USA.

Snowberry escorted several convoys from the Clyde and Londonderry to Iceland, Newfoundland and Nova Scotia often in appalling weather. Corvettes had been designed for coastal convoy duty but were unsuited to North Atlantic conditions. As such, crews received double 'hard lying money' because of the discomfort. Convoys often took weeks because they had to zig zag to avoid U-boats and heave to or slow down in bad weather. Their speed was often that of the slowest ship, such as a whaling factory.

It was common to be hove to for days in hurricane force winds and 40-foot waves, rolling 45 degrees and slowed down by thick fog. Every fog signal used a bucket of precious water as steam. Apart from U-Boats there was always the threat of icebergs and being run down by ships of the convoy in fog.

Snowberry had only a magnetic compass and no radar - it was nearly always too cloudy to fix a position by sextant. The only armament was a 12-pounder gun on the forecastle for surface action. For anti-aircraft (AA) defence there was a Lewis gun as well as a Tommy gun for use at the wings of the bridge. The Tommy gun was handed in by the public because of shortages.  Similarly, some sets of crew binoculars were actually opera glasses!

There was no refrigeration only a meatsafe, and vegetable locker on the welldeck at the break of the forcastle. Meat went off after 24 hours at sea. Bread went mouldy soon after (at that time 'sea bread', long-keeping bread, had not been invented). For cooking there was a coal-fired army type range in the galley on the poopdeck abaft the engine room casing. In heavy weather the fire was often swamped, so a lot of the time the crew lived on ships biscuits and tinned meat.

On 23 August 1943 Snowberry, as part of the 5th Support Group, was deployed to relieve the 40th Escort Group which was undertaking a U-boat hunt off Cape Ortegal, Spain.

The warships of both groups were attacked by 14 Dornier 217s and 7 Junkers 87s that were carrying a new weapon, the Henschel Hs 293 anti-ship guided missile. Several sailors were injured and killed onthe 40th Escort Group's HMS Bideford but Snowberry escaped damage.

Two days later, the 5th Support Group was relieved by the 1st Support Group and the warships of both groups were again attacked by18 Dornier 217s also carrying Hs 293 weapons. HMCS Athabaskan (G07) was heavily damaged and HMS Egret was sunk but Snowberry again escaped damage.

On 20 November 1943 Snowberry, along with HMS Nene (K270) and HMCS Calgary (K231) depth charged and sank German submarine U-536 northeast of the Azores at 43 degrees 50'N, 19 degrees 39'W.

Snowberry was decommissioned from the RCN on 8 June 1945 when she was returned to the Royal Navy, becoming HMS Snowberry. She was scrapped in August 1947 at Middlesborough.




A further photographic option resulted from an experiment with some balsa wood left over from restoring the Jet Age Museum's 1/10 scale wooden skeletal model of Gloster Gladiator N5520.

The base of the superglued box, seen below, extended in front of the lens to form a flange which could then either be clipped to an SM32 format railway wagon - as used in "Testing Times on the LVLR"  seen above - or taped to the bows of the Julia Ruth Jones.  As can be seen from the resulting presentation "Ice Ice Baby", below, a camera ahead of the cabin cruiser's superstructure offered a greater sensation of speed and more rapid turning than one mounted on a mast on a trailing barge.  In practical terms, too, a mounting directly on a powered vessel also avoided problems with reversing and the "jack knife" effect associated with a towed barge.  A single powered tug also has more speed and endurance without the drag of a rear load.


A further photographic option resulted from an experiment with some balsa wood left over from restoring the Jet Age Museum's 1/10 scale wooden skeletal model of Gloster Gladiator N5520.


The base of the superglued box, seen below, extended in front of the lens to form a flange which could then either be clipped to an SM32 format railway wagon - as used in "Testing Times on the LVLR" seen above - or taped to the bows of the Julia Ruth Jones. As can be seen from the resulting presentation "Ice Ice Baby", below, a camera ahead of the cabin cruiser's superstructure offered a greater sensation of speed and more rapid turning than one mounted on a mast on a trailing barge. In practical terms, too, a mounting directly on a powered vessel also avoided problems with reversing and the "jack knife" effect associated with a towed barge. A single powered tug also has more speed and endurance without the drag of a rear load.





Six days later the ice at Over had melted, giving Julia Ruth Jones the chance to operate among other Gloucester and District Model Boat Club vessels. "Springtime at Over".  As anticipated, the bow mounted camera gave the film a more dynamic look and allowed panning shots of faster vessels crossing in front.




After the US Pacific fleet had been seriously weakened at Pearl Harbor, at the beginning of the war in the Pacific much of the responsibility in the battle against the Japanese expeditionary forces rested on the shoulders of the American submariners.

The submarines of the Gato Class were large fleet submarines that had been specially developed for use in the wide expanses of the Pacific Ocean. The Gato was, for example, much larger the German type VII submarine with a length of 95 m,  beam of 8.20 m and a draught of 4.60 m. Its displacement was 1825 tons surfaced and 2410 tons dived. The diesel engine gave it a speed of 20.75 knots on the surface. Due to their size and equipment the Gato Class submarines could remain at sea for 75 days.

Between 1940 and 1944, 77 Gatos were build at four different shipyards. Together with the Balao and the Trench Class they formed the backbone of the US submarine fleet. Most of these submarines went to the Pacific, but a few were also used in the Atlantic.

These American submarines were extremely successful, sinking a large number of irreplaceable freighters and tankers and decimating the aircraft carriers Shokaku, Taiyo, Unyo and Taiho of the Imperial Japanese naval fleet.