#freeboarding

[fieriframes]

[Freeboard.]

[fangirltothefullest]

I find it fascinating seeing the use of tone indicators circle around so much back to a similar way that my mom used them in early AOL message board days. Tone indicators are useful to us because they help people read how we are talking and the tone we intend so as to not alarm people when talking online. We don't have the ability to tell if anyone is serious by playful manner of facial and physical expression so they're useful to us online even now!

But the fact that they evolve and change is fun to watch even as I watch it circle around.

So here's some examples of American tone indicators and outside influences to them that I've seen since first being online:

My mom's age- AOL users/early message board system used a fabulously straightforward way of indicating tone:

::::begin sarcasm now::::, ::::laughing::::, ::::shaking my head::::

The usage of colons was an easy way to identify a tone indicator was coming. There was a very limited way of creating text and often message boards did not come equipped with rich text formatting so this was a perfect way to show what you meant. They tended to have indicators fully worded with no short/chatspeak.

Then two things happened near each other- cellphones and rich text formatting being more prominent in online spaces.

Starting with cellphones- when they became a more accessible thing, tone indicators changed and abbreviations of the sayings became prominent, originally known as "chat speak" which began to form much more readily in texts and online. These indicators tended to be indecipherable unless told what they meant and the indicators had to be memorized:

Rofl, lol, smh, istg, wtf, ruok,

These tone indicators persist today, but part of their legacy was the limitation on character counts. Most places had a 140 character limit, meaning you had to get your message across fairly quickly. A way to indicate tone was either go the abbreviation route, or use the rich text editing.

Rich text allowed for italics, bonding and underlining so people could use these tools to indicate tone. These also had to be learned, because not everyone read them the same way and sometimes different places online would have different etiquette on what each tone meant. Freeboards would often have one board to specify what each one was for:

Sarcasm was popularly italicized

Anger was often bolded

Underlining was used often for seriousness

CAPSLOCK WAS YELLING!!!!

BOLDED CAPSLOCK WAS REALLY FUCKING ANGRY!!!

ITALICIZED BOLDED CAPSLOCK WAS A CATACLISMIC EVENT EVEN WITH A PERIOD.

If you had the ability to strike through, it was a whisper or afterthought.

Doubling your rich text with different punctuation could change the tone.

But the internet also let people in America see other people's cultures more readily. We are notoriously bad for teaching about other cultures here but the internet did allow us something fun! An exchange of faces if you will.

In the West, we were using emoticons with other things (note that this was dependent on if it would not work if your HTML or CSS confused the brackets and parentheses etc. as coding):

:), :(, :O, >:(, =), =D, D8, D:<, O_O, ( • )( • ), >.>, 8===D~~~, [̲̅$̲̅(̲̅1̲̅0̲̅)̲̅$̲̅], ಠ__ಠ, ʕ •ᴥ•ʔ,

But now we could see that other people were making faces in different ways and the anime crowd caught on very quickly:

OTL, (^_^;), (⁄ ⁄•⁄ω⁄•⁄ ⁄), (/◕ヮ◕)/, \(^o^)/, (✿◠‿◠), ᕕ( ᐛ )ᕗ, ¯\_(ツ)_/¯, (づ￣ ³￣)づ, (OwO), (ノಠ益ಠ)ノ彡┻━┻,

Boy do I LOVE emoticon indicators! A lot of them are still used today as well.

And then things shifted again when cellphones gave us emojis! Now tone indicators were colourful!

🥺🤞🙂😔❤️😝🙄😨😱😣💀🤏👍👎🤞

But they were not accessible as easily to PC users so there becomes a nice little divide between who is and isn't using them. Also there are so many now sometimes it's hard to figure out what the intended emotion is, considering they look different on different devices! But the younger age groups of my students are trained on emojis! So much so that if I ask them to draw happiness, they draw the happy emoji.

I'm sure I'm missing a few but right now we've been back to a combined group of tone indicators! Here on tumblr we are using the slash to indicate tone much like the original AOL message board users used the colon and we are shortening the words AND using abbreviations and some write out the whole thing! Its FASCINATING seeing it come full circle.

/gen, /pos, /jk, /srs, /serious, /genuine, /positive, /happy, /encouraging

I just love how languages evolve! 8D

What are some tone indicator trends YOU noticed in your online spaces?

Edit: FIXED all of the stupid phone spelling errors.

[burningvelvet]

while driving down the road i often think to myself how lucky it is that the adrenaline junkie romantics didn’t have cars. they got into enough shit with boats and carriages and horses.

byron literally had a dramatic black carriage designed to be exactly like napoleon’s but larger, complete with a bedroom and library. it was so big it broke down continuously. he also never paid the bill for it and the makers were still trying to collect it from his estate years later after he died.

percy and byron had a boat building competition and byron insisted on his (again) being nearly twice as big and having a library and bedroom inside it. then he barely even used the thing. percy customized his boat to go way too fast with multiple sails, an extremely low freeboard, and an extremely heavy ballast (… all contributing factors to why it wrecked and killed him).

if they lived today they would have had sports cars and shelley would have died like james dean.

[floridaboiler]

he SS Edmund Fitzgerald was a Great Lakes freighter built by Great Lakes Engineering Works of Ecorse, Michigan, and launched on June 7, 1958. Here are the detailed specifications and description of the ship: length overall: 729 feet length between perpendiculars: 711 feet breadth molded: 75 feet depth molded to spar deck amidship: 39 feet draft (designed summer draft): 26 feet, 6.5 inches gross tonnage: 13,632 tons deadweight capacity: 25,891 gross tons service speed: 16 mph power: 7,500 shaft horsepower engine manufacturer: Westinghouse Electric Corporation registry number: US 277437 hull number: 301 The Edmund Fitzgerald was designed to carry taconite iron ore pellets from mines near Duluth, Minnesota, to steel mills in the Great Lakes region. The ship was noted for its luxurious interior, including deep pile carpeting, tiled bathrooms, leather swivel chairs in the guest lounge, and two guest staterooms for passengers. It featured advanced nautical equipment for its time, including a large galley and a fully stocked pantry. On November 10, 1975, the ship sank in a severe storm on Lake Superior, approximately 17 miles north-northwest of Whitefish Point, Michigan. All 29 crew members perished, and the exact cause of the sinking remains unknown, though it is speculated that the ship may have suffered from structural failure, topside damage, or grounding on a shoal. The wreck was located in deep water, split into two large pieces. The sinking of the Edmund Fitzgerald led to changes in Great Lakes shipping regulations, including mandatory survival suits, depth finders, positioning systems, increased freeboard, and more frequent inspections of vessels.

[kcg69]

The SS Edmund Fitzgerald was a Great Lakes freighter built by Great Lakes Engineering Works of Ecorse, Michigan, and launched on June 7, 1958. Here are the detailed specifications and description of the ship:

length overall: 729 feet

length between perpendiculars: 711 feet

breadth molded: 75 feet

depth molded to spar deck amidship: 39 feet

draft (designed summer draft): 26 feet, 6.5 inches

gross tonnage: 13,632 tons

deadweight capacity: 25,891 gross tons

service speed: 16 mph

power: 7,500 shaft horsepower

engine manufacturer: Westinghouse Electric Corporation

registry number: US 277437

hull number: 301

The Edmund Fitzgerald was designed to carry taconite iron ore pellets from mines near Duluth, Minnesota, to steel mills in the Great Lakes region. The ship was noted for its luxurious interior, including deep pile carpeting, tiled bathrooms, leather swivel chairs in the guest lounge, and two guest staterooms for passengers. It featured advanced nautical equipment for its time, including a large galley and a fully stocked pantry.

On November 10, 1975, the ship sank in a severe storm on Lake Superior, approximately 17 miles north-northwest of Whitefish Point, Michigan. All 29 crew members perished, and the exact cause of the sinking remains unknown, though it is speculated that the ship may have suffered from structural failure, topside damage, or grounding on a shoal.

The wreck was located in deep water, split into two large pieces. The sinking of the Edmund Fitzgerald led to changes in Great Lakes shipping regulations, including mandatory survival suits, depth finders, positioning systems, increased freeboard, and more frequent inspections of vessels.

[your-resident-boat-person]

something about your blog seems to have changed but I can't quite put my finger on what :3 p.s. what would you say is the worst liner, looks wise

I got a new icon :3

And as for your question, there's a couple of ways I could answer this. There are probably thousands of no-name liners that no one's really ever heard of, so the answer is probably one of those, but I wouldn't have any way to know. Instead, let's have some fun with more of the "popular" choices.

Number one would be the SS Johan Van Oldenbarnevelt. She's become something of a meme is this niche little boat community for having a mouthful of a name and a relatively unpleasant exterior. Her superstructure is much too tall, her funnels are too short and too far back, and her hull has comparatively little freeboard (distance between the water and the bottom of the superstructure). Later in her life, she was refit as a cruise ship, and she looked surprisingly better.

As you can see, they made her funnels taller, and the lack of freeboard is much less noticeable while painted white.

As for my second choice, this one is extremely controversial.

I'm not a fan of the Normandie, and one of those reasons is her exterior. My two big things are the funnels and the shape of the bow. The funnels are too big. I think if they were shorter OR thinner, they would have looked much better. The MV Georgic was able to pull off the short funnels surprisingly well, and here's a pic for reference.

Now, my second point, her bow. I think this picture says it all.

It just looks so ugly to me. I think if the white part had continued all the way forward instead of like, swooping down and stopping, she would have looked fine. I think without the issues with her funnels, and without the weird bow shape, she'd be one of my favorites (at least externally).

Before this ends, I should admit some bias. In the Ocean Liner community, there is a Neverending Twilight esque battle between Normandie fans and Queen Mary fans. This is because the two ships traded the speed record back and forth several times, and were both being regularly being refit to be bigger than the other. I don't think competition between liners has existed like this before or since. Personally, I'm team Queen Mary, which I'd rather dedicate a separate post to, because there's a lot to go over. So, with all that being said, I MAY have a slight bias against the Normandie. With that being said, I'm still just not a fan of the way she looks.

[captain-price-unofficially]

A very Victorian era ship: the rather low freeboard battleship HMS Trafalgar. Commissioned in 1890, she spend most of her short career as second flagship in the Med or as a training ship. Scrapped in 1912

[arcticseawolf]

Hi, what does your wrist tattoo mean? Saw it on the keychain post and was curious. My partner has ideas that I am not saying to a stranger.

It’s a Plimsoll line or a Plimsoll mark, or more colloquially a load line. It’s a stability marking that is placed on the sides of ships to help determine if a vessel is at its safe water line based on the stability and freeboard calculations for the vessel.

On actual ships they come in all different configurations based on the nation of inspection for the vessel and what waters it will be sailing in.

My tattoo is based on the most basic form of the line without the letter designations for artistic reasons. But what’s important to note is that water density changes with both temperature and salinity which ultimately effects how much bouyancy a vessel has, and the different lines indicate how much water a vessel needs to displace to generate the correct amount of bouyancy.

The circle with the line is called the certified load line which is basically what a vessel will sail on like 99% of the time and the two letter on the line on either side of the circle designate which inspecting agency has certified the load line as correct. If you’re from the US then you’ll mostly see ships with AB on the certified load line for the ABS or American Bureau of Shipping.

I do understand what the placement can make people think of and I’m okay with that. But for me the real meaning is simply I am a nerd and a marine engineer. The Plimsoll line has often been a mark to mariners about keeping balance and not letting things getting in over your head. Or we just put it on shot glasses for the laughs.

[fantastic-rambles]

Is it just me but I doubt that Ainosuke is also a snowboarder but prefers to hide it. because he has shown proof that he can use langa's freeboard.

Hello! I'm always happy to chat, especially about Ainosuke! Thank you for stopping by! 😍

I tend to believe that Ainosuke has a strong grasp of skateboarding principles and is very athletic in general, as he was able to give Miya very detailed, spot-on advice for improving his own skating (and attempted to do the same for Langa). Whether this is a natural talent or something he cultivated through his years of skateboarding might be up for debate, but at the very least, he's a "professional-level" skater.

However, I personally don't think that he has learned how to snowboard: my headcanons for him (especially in his America years) do place him in the Northeastern US, so I do think that he would have had some exposure to winter sports that he couldn't get in Okinawa, but I also tend to believe he had someone watching him/reporting back to his family, and if he had touched a snowboard, they would have worsened his punishment (which he was aware of). So I personally think that he would probably have proficiency in skiing over snowboarding (as skiing is typically seen as "more elite"). However, I do think that he wanted to learn how to snowboard while he was there. 😢

With regard to Langa's board, I believe that his athleticism and his own love of novelty/desire to challenge himself (as well as others' perceptions) would absolutely allow him to use it. And while I don't write a lot about it, my headcanons also include that his own board has very loose trucks to allow him more latitude to invent and pull off "impossible" tricks, so while it's not completely free-moving like Langa's, it would be easier for him to adjust to Langa's board than, say, Kaoru trying to use Langa's (since Kaoru is a very "by the book"/technical skater).

[hiswordsarekisses]

Rocking the Boat

“In the last few years, I've sensed a rise in cautionary words for the Church. A word of caution is not always warm and fuzzy, especially when it disrupts the status quo of our assumptions. When our lives seem stable and prospering, we don’t want to think of any kind of social or spiritual storm of disorder that could arrive and sink our present understanding of reality.

I recently watched a few videos of pleasure boats attempting to navigate a treacherous harbor entrance along the east coast of Florida. After I viewed the videos, I concluded the boats that were the most seaworthy and able to press through the waves with confidence had sufficient freeboard built into the design of their hull. Freeboard is the distance between the waterline and the deck of a vessel. If the original design is lacking or when a vessel is overloaded reducing its available freeboard, the ship’s ability to navigate is put in jeopardy. In still water the amount of available freeboard is not much of a concern. It is life-threatening when a storm arrives.

The phrase “Don’t rock the boat” has been interpreted as meaning we shouldn’t say or do anything that could upset a stable situation, especially when at the dock in a quiet harbor of assumption. Like it was in the days of Noah, “People were eating and drinking, marrying, and giving in marriage, up to the day Noah entered the ark; and they knew nothing about what would happen until the flood came and took them all away. That is how it will be at the coming of the Son of Man. (Matthew 24: 38-39).

Paul spoke similar words, “When people are saying, ‘Everything is peaceful and secure', then disaster will fall on them as suddenly as a pregnant woman’s labor pains begin. And there will be no escape” (I Thessalonians 5:3). Those words applied to the hearer’s on the day the Lord first spoke and to those in 70 AD when Jerusalem was attacked and for those somewhere in the future when some of the events noted in Matthew 24 will need a future context in which to unfold.

Truth has a way of offending the unaware, especially the kind of truth that rocks the boat of false stability created by those who have told us what to think and what to ignore as we float along in a state of denial. Truth in any form will challenge the illusion of forever still waters.

When Paul was a passenger on a sailing vessel as a prisoner sailing under guard toward Rome, a violent storm came. Paul addressed the crew, “Men,” he said, ���I believe there is trouble ahead if we go on—shipwreck, loss of cargo, and danger to our lives as well” (Acts 27:10). Paul’s warning was not heeded, and the ship was put in a place of jeopardy of sinking. “As gale-force winds continued to batter the ship, the crew began throwing the cargo overboard. The following day they even took some of the ship’s gear and threw it overboard. (vs. 18-19).

In placid harbors, we can load down our lives with the weight of what our culture tells us we need or should believe. We tend to ignore the jeopardy of what we take on board as cargo in times of peace and quiet. In the process of that overloading, we begin to lose inch-after-inch of available emotional and spiritual freeboard placing us in a compromised position unable to sail safely should a sudden and unexpected storm appear.

This is a time to consider the warnings of what may come and begin to offload the things that will weigh down the vessel of our lives and reduce the freeboard of our faith. Storms are on the horizon. Prepare your vessel. Properly loaded, it can endure more than we can imagine if we are not overloaded.”

www.garriselkins.com

[error-404-fuck-not-found]

do not underestimate the freeboard effect. the inertia of sloshing liquid can and has sunk ships that should have been able to float.

A PSA about trucks from a truck driver

I and some colleagues were talking about how we wish everyone could see the safety videos that our company was showing us, because I don’t think most people understand how traffic works in a truck. So here’s some things we wish everyone on the road knew.

- we’re not kidding about tailgating. If you’re right behind us on a straight highway? Chances are we have NO IDEA you’re there, which means we can’t anticipate any of your movements. Plus slowing down takes multiple downshifts, so we might start decreasing speed way earlier than you expect.

- We’re not kidding about any of our blind spots. WE CAN’T SEE YOU, GUYS.

- That bit about slowing down taking a while? The same goes for when you’re in front of us. Don’t cut off a truck. Oh god, PLEASE don’t cut off a truck. If you cut me off, I’m not irritated, I’m terrified. For YOU. It can take 7 to 9 seconds for us to stop. DON’T CUT OFF TRUCKS.

- Before you get mad about how slow we’re going on the highway, keep in mind that many companies govern their vehicles so they literally CAN’T go over 60 or 65. This is a good thing, I promise. Because…

- Do you know what happens when a car meets a truck in an accident? The car gets totaled and the truck needs a new coat of paint. You will not win this fight. I know nobody likes getting stuck behind a big dumb truck, but it’s not worth your life.

We are trying our best to protect you from our 80,000 pound death machines. Please help us out.

[labyrinths-library]

Book 53 of 2024

Two Towers by JRR Tolkien

���★★★

Pages: 334

Find the author here. Learn more about the author here. Find the book here.

Genre: Fantasy

Review:

So I read this book by book in anticipation of a fanfic/fanart swap event. The version I purchased has all three books of The Lord of the Rings in it, but I will be reviewing per book.

Okay, my main takeaway is this: Freeboard is a GOAT. Honestly, I've loved Merry and Pippin since seeing the films but reading about them just deepens the love. They're such chuckleheads. They give off Scooby Doo/ Shaggy vibes. Legolas and Gimli's friendship is beautiful. I feel like it gets fleshed out a bit more in the books, and the body count competition still sends me. I find Gollum to be more likable in book form. I think its because he is truly pathetic and you get to know more about what motivates him so he isn't as "villainous" as in the movies (I don't really think he is a true villain because I don't think he is evil incarnate ala the scale of Sauron as more of he's been corrupted into a little shit). Also, for anyone who just wants to know, Po-tay-toes is in this one.

[slowlyenchantingturtle]

현실판 길건너 친구들.gif

[haruspexism]

Hi! What's your opinion on Hersh Goldberg-Polin, Eden Yerushalmi, Carmel Gat, Alex Lubnov, Ori Danino and Almog Sarusi?

Royal Arctic Line A/S (RAL) or Royal Arctic is a seaborne freight company in Greenland, wholly owned by the Government of Greenland. It was formed in 1993, and is headquartered in Nuuk. History

Royal Arctic Line A/S was spun off as a company separate from the Greenlandic conglomerate KNI in 1993. Like many Greenlandic companies, its operations derive from and carry on the traditions of the earlier Royal Greenland Trading Department. Operations

The company has a monopoly on all sea transport of cargo to, from, and within Greenland. Construction materials account for roughly a quarter of shipping to Greenland; fish makes up roughly half of shipping from Greenland; fish and beverages bottled at Nuuk (principally water and beer) account for most shipping within Greenland.

Royal Arctic operates cargo routes among the Greenland settlements and between Nuuk and Aalborg in Denmark[3] and manages 13 harbors in Greenland as well as the Greenlandic base harbour in Aalborg, which serves as the source for all European shipping to the island. Seaborne traffic from North America goes to Reykjavík aboard Eimskip, whence it is carried to Greenland aboard Royal Arctic.

In 2011, government concessions accounted for 76% of the company's income. The Transport Committee newly formed by the Greenland Home Rule government issued a report stating that liberalisation of the shipping market offers no benefits and the current concession is reasonable. It also began planning with RAL and stakeholders to expand the harbors in Nuuk and Sisimiut. Divisions Linietrafik (Line Traffic)

Royal Arctic Linietrafik operates the company's fleet, currently consisting of ten ships – six container ships and four "settlement ships" – with five more under construction.

The three largest ships – the Naja Arctica (782 Twenty-foot equivalent unit (TEU)), Nuka Arctica (782 TEU), and Mary Arctica (588 TEU) – are principally used for the Aalborg route. The Irena Arctica (424 TEU), Arina Arctica (283 TEU), and Pajuttaat are used within Greenland and have equipment for unloading in cities without harbors. All these container ships are double-hulled and built with high freeboards and the highest ice ratings: the Mary Arctica has even been chartered for Antarctic service. The settlement ships Angaju Ittuk, Anguteq Ittuk, Aqqaluk Ittuk, and Johanna Kristina are all older and smaller (220–320 m³) and used for supplying the smaller ports. In 2011, the ships had an average on-time rate of 72%.

One of the new ships is considered Mary-class and will have a capacity of 606 TEU. Of the four others, two will have 108-TEU and two will have 360-TEU capacity. Linietrafik Container ShipsNew Royal Arctic Line ships Minik Arctica and Jonathan Arctica in Gdańsk ready for delivery. New Royal Arctic Line ships Minik Arctica and Jonathan Arctica in Gdańsk ready for delivery. Naja Arctica near Nuuk, Greenland. Naja Arctica near Nuuk, Greenland.

Linietrafik Settlement ShipsAngaju Ittuk, docked in Ilulissat, Greenland. Angaju Ittuk, docked in Ilulissat, Greenland. Anguteq Ittuk, coming out of ice-choked harbor at Ilulissat. Anguteq Ittuk, coming out of ice-choked harbor at Ilulissat. Aqqaluk Ittuk at the Royal Artic dock in Qaqortoq. Aqqaluk Ittuk at the Royal Artic dock in Qaqortoq.

Havneservice (Portservices)

Royal Arctic Havneservice operates the company's harbour operations and nearby lighthouses. Aarhus (Denmark) discontinued:Aalborg (Denmark) Aasiaat (April–December) Ilulissat (April–December) Maniitsoq Nanortalik Narsaq Nuuk (home port of Royal Arctic Line) Paamiut Qaqortoq Qasigiannguit (April–December) Sisimiut Tasiilaq (July–October) Upernavik (June–November) Uummannaq (June–November)

Some other towns such Qaanaaq,[5] Pituffik, Kangerlussuaq, Ittoqqortoormiit and stations in Northeast Greenland National Park in Greenland are served only once to three times per year. Reykjavík in Iceland is served every three weeks on runs to South Greenland and Nuuk and on most trips to East Greenland.

Subsidiaries Royal Arctic Line Denmark

Royal Arctic Line Denmark A/S is a wholly owned subsidiary based in Aalborg. Logistics

Royal Arctic Logistics A/S is a wholly owned subsidiary based in Aalborg. It operates the Aalborg harbour and the forwarding business between Greenland and Denmark. Its subsidiaries include the Aalborg Stevedore Company A/S (67%), Nordjysk Kombi Terminal A/S (50%), and Aalborg Toldoplag A/S (40%). Arctic Umiaq Main article: Arctic Umiaq Line Arctic Umiaq ferry, Sarfaq Ittuk, passing Old Harbor in Nuuk, Greenland.

Arctic Umiaq Line A/S is a wholly owned subsidiary of the Royal Arctic Line and based in Nuuk. It operates one passenger ferry, Sarfaq Ittuk, among communities along the western coast of Greenland. Its 2011 operating loss of DKK 8.1 million was made good via a loss guarantee from Greenland Home Rule, and the company has secured an agreement for further loss guarantees through 2016. Arctic Base Supply

Arctic Base Supply A/S is owned jointly (50% each) with Danbor and based in Nuuk. It provides logistical support for offshore oil and gas exploration and, in 2011, assisted Cairn Energy in its work at Nuuk and Aasiaat. No activity is expected in 2012, however. Ejendomsselskabet Suliffik Ejendomsselskabet Suliffik A/S ("Suliffik Property Co.") is a subsidiary (30.3%) owned jointly with Royal Greenland (30.3%) and TELE Greenland (39%).

[mareislandfoundation]

San Francisco’s Battleship

During the late 1800’s the Mare Island waterfront was defined in part by the presence of a warship with the dubious distinction of having been sunk, before it was launched. That ship owed its presence to our Nation’s bloodiest conflict. When Confederate General P.G.T. Beauregard bombarded and captured Fort Sumter in 1861 his action started the Civil War. The war was primarily fought in the East, but California was certainly not immune to the impact of the conflict. With the outbreak of war, most federal troops and warships were withdrawn from California and sent to the east. The loss of those troops jeopardized the ability of the government to counter the actions of southern sympathizers, confederate raiders, ongoing Indian wars and to provide a show of force to dissuade foreign nations who were tempted to weigh in in support of the Confederacy. The lack of a credible navy presence on the Pacific also increased anxiety that San Francisco lay nearly defenseless to Confederate raiders and foreign warships should they ally with the rebellion. In fact, unknown to the residents of San Francisco the Commanding Officer of the Confederate Raider CSS Shenandoah which had been pillaging northern shipping throughout the Pacific eventually turned his sights to attacking San Francisco under cover of darkness and conducting a prolonged bombardment to demand a ransom from the City.  His plans were only foiled when the Civil War ended before he could reach San Francisco Bay.

Efforts to bring an iron clad warship to San Francisco Bay to improve San Francisco’s defenses gathered steam following the successful battle of the USS Monitor with CSS Merrimac at Hampton Roads, Virginia in 1862. That battle proved the superiority of iron clad warships ushering in a new era of naval warfare. The California congressional delegation became even more resolute, lobbying hard and successfully to have one of the vitally important new monitors, the USS Camanche, assigned to the San Francisco Bay Area. Camanche was to be built in New Jersey, but there was a problem. To get to San Francisco, she would have to travel around Cape Horne and there was no way the low freeboard ship would ever survive such a trip. The solution was to build the ship, disassemble it and ship it around the Horn within another vessel. By 1863 the Camanche was loaded aboard the square rigger, AQUILA, and set sail for California where a hastily assembled consortium stood ready to reassemble her. In November AQUILA arrived in San Francisco and then Murphy’s Law (Whatever can go wrong, will go wrong) took over. Just two days later a tremendous gale struck and “blew a perfect hurricane.” AQUILA sank at the dock and the Camanche sank with her. Salvaging the Camanche became a nightmare.

Finishing the Camanche required solving the technical problem of salvaging her components locked in the bowels of a square rigger on the bottom of the bay, and untangling a web of intertwined contractual, financial and insurance issues. After several failed attempts to salvage the Camanche, a crew of professional wreckers from New York were brought in and 7 months after sinking the last of the parts had been raised from the bay. The confusing mess of legal claims holding up the assembly of the ship was not resolved until the San Francisco Board of Supervisors authorized $60,000 to the contractors to compensate them for their losses. That payment was sufficient to get the work on the ship going and by the end of 1864 Camanche was launched in front of a crowd of 25,000 people. The Camanche was delivered to the Navy at Mare Island in early 1865, she was officially accepted on February 11, and she was commissioned on August 22, six months after the end of the Civil War. The much sought-after monitor would spend the next 34 years of her service mostly laid up in ordinary at Mare Island until she was sold in 1899 and converted to a coal barge.

Camanche may not have contributed to the war effort, but the consortium that reassembled her evolved into the Union Iron Works in San Francisco. That firm went on to construct a significant percentage of the new steel navy in the late 1800’s. It is likely that their ultimate success with the Camanche influenced the principals of Union Iron Works and the Navy to further pursue naval shipbuilding on the Pacific Coast. That $60,000 investment that the San Francisco Board of Supervisors made in the Camanche was repaid a hundred-fold in economic benefits from the business activity that resulted Union Iron Works entry into the shipbuilding business.

Dennis Kelly

[walconmarines]

Walcon's Versatile Aluminium Pontoon Systems: Built for Every Marine Need

In the world of floating infrastructure, aluminium pontoons offer unparalleled versatility, durability, and aesthetic appeal. At Walcon, we have honed our expertise in designing and engineering specialty pontoon systems, tailored to meet the diverse needs of our clients. Our commitment to providing a comprehensive service—from the initial consultation to the final product—ensures that every project is executed with the highest level of professionalism and attention to detail. This blog explores the various aluminium pontoon systems we offer and highlights the endless possibilities they present.

Why Choose Aluminium for Pontoon Systems?

Aluminium is a preferred material for pontoon systems due to its combination of strength, lightweight properties, and resistance to corrosion. In marine environments, where exposure to saltwater and harsh weather conditions is constant, aluminium’s natural resistance to rust and decay ensures that pontoons remain structurally sound and visually appealing for years. Additionally, aluminium is highly versatile, allowing for custom designs that can be adapted to various functions and environments.

Specialty Floating Pontoon Systems

At Walcon, we specialize in creating aluminium pontoon systems that cater to a wide range of activities. Each system is meticulously designed to meet specific requirements, ensuring functionality, safety, and user comfort.

Kayak and Canoe Pontoons: For kayaking and canoeing enthusiasts, we offer pontoons with lower freeboards, making it easy to access and exit watercraft. These pontoons are designed with both abled and disabled users in mind, featuring convenient access points that ensure everyone can enjoy the water safely and comfortably. The aluminium construction provides a stable platform, while the customized design ensures the pontoon blends seamlessly into its surroundings.

Swimming Pontoons: Our swimming pontoons are available in various sizes, designed to suit different locations and user needs. Whether you require a small, private platform for personal use or a larger structure for public swimming areas, our aluminium pontoons offer a durable and attractive solution. The corrosion-resistant properties of aluminium make these pontoons ideal for long-term use, even in challenging marine environments.

Commercial and Mining Applications: Beyond recreational use, Walcon’s aluminium pontoons are also engineered for commercial and industrial purposes. We design floating pontoon infrastructure that supports mining operations, commercial activities, and other heavy-duty applications. These pontoons are built to withstand substantial loads and harsh conditions, providing a reliable and robust platform for a variety of industrial needs.

Hospitality Infrastructure: The hospitality industry has increasingly embraced the concept of floating venues, and Walcon is at the forefront of this trend. We design and build floating bars, restaurants, and other hospitality infrastructure using our aluminium pontoon systems. These floating structures offer a unique and memorable experience for guests, while the durable aluminium construction ensures they stand up to the demands of their environment. Whether situated on a serene lake or bustling waterfront, our hospitality pontoons are designed to impress.

The Endless Potential of Floating Structures

One of the most exciting aspects of aluminium pontoon systems is their versatility. At Walcon, we see endless potential for floating structures, from private docks and residential platforms to large-scale commercial installations. Our team of engineers and designers work closely with clients to explore these possibilities, ensuring that each project is tailored to meet specific needs and preferences.

Whether you have a clear vision of what you want or are looking for guidance on what’s possible, our sales team is here to help. We provide expert advice and innovative solutions, ensuring that your aluminium pontoon system is not only functional but also aligns with your aesthetic and operational goals.

A Commitment to Customer Satisfaction

Walcon’s ethos is built on a foundation of friendly professionalism and a commitment to customer satisfaction. We take pride in offering a uniquely comprehensive service, guiding our clients through every stage of the project—from the initial consultation to the final installation. Our goal is to build long-lasting relationships with our clients, based on trust, quality, and exceptional service.

Get in Touch

If you’re considering an aluminium pontoon system for your next project, we invite you to discover the possibilities with Walcon. Our team is ready to discuss your ideas and provide the expertise needed to bring your vision to life. Contact us today to learn more about how we can design and build a specialty pontoon system that meets your unique needs.

Business Contact Detail->

Owner Name: Walcon Marine Australia

Business Name: Walcon Marine Australia

Business Email : steve@walconmarine.com.au

Address: 39c Grand Ave, Camellia, NSW, 2142, Australia

State Name- NSW

Country Name: - Australia

Zip Code - 2142

Phone: - 0409 840 179

  Website Url- https://walconmarine.com.au/