Tag Archives: Maritime

Chapel Street and The Pirate of Penzance

The Admiral Benbow

Chapel Street and the Pirate of Penzance

Market Jew Street may be the main street in Penzance, but historic Chapel Street is without doubt my favourite. It leads from the harbour right up to the Greenmarket in the centre of town and has an eclectic mix of architecture and some intriguing maritime history.

Like the rest of Penzance, Chapel Street was almost razed to the ground in 1595 when a Spanish raiding party set fire to the town in retaliation for the defeat of the Spanish Armada in 1588. One of the buildings that did manage to survive was the Turks Head which has supposedly been here since 1233. According to the pub’s website it gets its name from when the Turks invaded the town around the same time, and was the first pub in the country to be called by that name.

Whatever the truth is, it’s definitely one of the oldest buildings in Penzance – and it’s a well-known fact that Penzance was raided by corsairs from the Barbary Coast from the 16th century onwards. In 1625 it was recorded that 60 men, women, and children were taken from a local church, no doubt to be used as slaves, as was normally the case, by these Mediterranean pirates.

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A Hospital Fit For Heroes

A Hospital Fit For Heroes

Taking a Boat trip down to Greenwich has to be one of the best days out in London, but unless you know exactly what you want to do when you get there, it’s worth dropping into the excellent Discover Greenwich Visitor Centre first before dashing off like a headless chicken.

If you’re anything like me, a day in Greenwich will be nowhere near enough, but for the purposes of expediency, I’m going to start my virtual tour of the town at the Old Royal Naval College, which the visitor centre is part of.

Greenwich has an exceptional maritime history, and next to the visitor centre is the Old Brewery, which used to supply sailors of the Royal Hospital for Seamen with their daily allowance of 4 pints of beer, but which now serves people like you and me, and although I suggested coming to the visitor centre first, I’m also suggesting that you leave the Old Brewery bar to last – otherwise you might not end up going anywhere.

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The East Neuk Fishing Villages

St Monans

The East Neuk Fishing Villages

‘Neuk’ is a Scottish word for nook or corner, and if you take a look at the map opposite, you’ll see that the East Neuk of Fife is the bit that juts out into the North Sea at the end of the Firth of Forth.

Along this coastline are a string of attractive fishing villages, the most interesting being St Monans, Pittenweem, Anstruther (including Cellardyke) and Crail.

If you’ve travelled to Fife over the Forth Bridge, then the first of these villages is St. Monans, about an hour’s drive away. There are several theories as to who St. Monan was, but the church that is dedicated to him is often described as Scotland’s nearest church to the sea, which is only around 20 metres away. It’s been here since the 14th century so whether it’s been that close since it was built, I wouldn’t like to say.

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The Royal Yacht Britannia

The State Dining Room

The Royal Yacht Britannia

I have to confess that I wasn’t sure how much I wanted to see Queen Elizabeth’s former private yacht, but when it was confirmed that the admission fee went towards the upkeep of the boat rather than into the pockets of the Royal family, I decided to travel out to the Ocean Terminal at Leith to take a look at this luxurious floating palace.

Several buses run out to the Ocean Terminal, but you have to negotiate the shopping mall and its escalators to reach the 2nd floor and the entrance to the attraction, but from hereon in it’s plain sailing, so to speak.

I suggest that you allow a couple of hours at least – more if you intend stopping for tea and cake in the Royal Deck Tea Room.

It’s a self-guided tour with the aid of an audio guide which you pick up at the visitor centre before making your way to The Bridge.

This is all very convenient for boarding the ship, but no so convenient if, like me, you would like to take photographs of the vessel itself.

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Wallsend and Segedunum

Wallsend and Segedunum

Lying about half-way between the centre of Newcastle and the mouth of the River Tyne, Wallsend is an easy and worthwhile metro ride out of the city.

As soon as you get off the train you know that you’re somewhere a bit different because the station goes by its Roman name of Segedunum, but the English name of Wallsend is perhaps just as appropriate because Segedunum was the fort at the eastern end of Hadrian’s Wall.

The wall was built during the 120s AD and was originally planned to end at Pons Aelius (Newcastle), the lowest bridging point of the River Tyne. It was then decided to extend it out here, where the river then became the natural frontier between the Roman world and the Barbarians to the north. The fort was probably built around 127 AD.

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Newcastle Quayside

The Millennium Bridge at Night

Newcastle Quayside

When the Roman Emperor Hadrian came to Britain in 122 AD he set about building his famous northern frontier wall between the Cumbrian coast and the North Sea, and at the eastern end he constructed a bridge and fort on the River Tyne known as Pons Aelius, or Hadrian’s Bridge.

The wall was later extended to Segedunum (now called Wallsend), and the fort at Hadrian’s Bridge has become the city of Newcastle-upon-Tyne.

After the Romans left, little is known about Anglo-Saxon Newcastle, which is surprising when you think that the great chronicler of the time, the Venerable Bede, was living only a short distance away on the other side of the river at Jarrow.

What we do know though is that the original Roman bridge was replaced, and that bridge too was replaced after a fire in 1248. Today, the site of all these bridges is occupied by another one – William Armstrong’s practical and wonderfully designed Swing Bridge of 1876. There are now seven bridges that span the river from this part of the city and this is definitely one of my favourites.

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Canary Wharf

Canary Wharf

London is undeniably one of the world’s most important financial centres, and although the City of London has traditionally been at the heart of London’s finance industry, Canary Wharf has today joined it as a place to come where fortunes can be made or lost at the press of a button.

It hasn’t always been like this of course. The area referred to as Canary Wharf is located on the Isle of Dogs and includes the former West India Dock, the first dock to be built in London.

Built purely to handle trade with the West Indies, it still has the same basic layout as when it was built in the early 19th century, but the name ‘Canary Wharf’ didn’t come into existence until 1937 when a warehouse was built at North Dock to handle fruit from the Canary Islands.

In 1802 the North (import) Dock was the first part of the West India Dock scheme to be built, followed 4 years later by the Middle (export) Dock. The South Dock was completed much later and was never really intended to be part of the set-up.

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Underfall Yard

Replica of John Cabot's 'Matthew' on the Patent Slip

Underfall Yard

Prior to the creation of William Jessop’s Floating Harbour in 1809, the River Avon flowed through where Underfall Yard now stands.

The construction of Cumberland Basin and the New Cut meant that an island was formed between where the river was diverted, to Bathurst Basin at Redcliffe. This island became known as Spike Island.

Jessop’s plan included an ‘Overfall’ Dam to allow excess water in the Floating Harbour to flow over into the New Cut, but by the 1830s the harbour was becoming badly silted up.

Although Jessop had included sluices with his Overfall Dam, the main method of clearing the silt out was to drain the harbour and remove it by hand, which was less than ideal to say the least.

Isambard Kingdom Brunel was brought in to make improvements to both Cumberland Basin and the Overfall Dam, and for the Overfall Dam he recommended developing Jessop’s sluices further and using dredger boats to remove the silt.

He devised an Underfall system where three shallow sluices could be used in a way that would control the harbour water level according to the tide and weather conditions, and a fourth ‘deep scouring’ sluice which could be opened at low tide when a powerful undertow (undercurrent) would suck the silt into the New Cut to be carried away by the next tide.

This Underfall system is still in use today, although a more modern system of dredging is used.

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Cumberland Basin

The view across Cumberland Basin towards Clifton

Cumberland Basin

I deliberately kept my previous article about Bristol’s Floating Harbour short and sweet for two reasons: The first one being that I didn’t want people to immediately lose interest in a topic that is important to the city’s heritage, and the second one is because my name isn’t Isambard Kingdom Brunel.

All the same, I’ve decided to include some information about the Cumberland Basin for anybody who would like to know a bit more about how this important part of the system operates.

The Floating Harbour project was awarded to William Jessop, an engineer from Devonport, who started work on the scheme in 1804. It took 5 years to build and was officially opened on the 1st May 1809.

For the Cumberland Basin, his plans included two entrance locks from the river into the holding basin, and a junction lock between the basin and the Floating Harbour. Why it was called Cumberland Basin I’ve no idea, but it was used as a lock when there were a lot of ships sailing in and out of the harbour.

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The Floating Harbour

The Waterfront from Narrow Quay

The Floating Harbour

Bristol’s Floating Harbour doesn’t float, so why is it called that? It takes a bit of explaining, but to understand what the Floating Harbour is will help to explain why Bristol’s maritime history was so important to the city for so long.

The port developed approximately 8 miles from the mouth of the River Avon during the 11th century, which at the time would have had the distinct advantage of being in a very sheltered location. Not only that, the River Severn has one of the highest tidal ranges in the world, which meant that the fast-flowing tide could bring ships swiftly up the Severn and the Avon to the protection of Bristol’s inland harbour.

For centuries it worked well, but as the ships got bigger things became a bit more complicated. Anyone who has witnessed the ebb and flow of these rivers will know only too well how quickly the tide can go out as well as come in, and the bigger the ships became, the more often they got stuck in the mud – and there’s plenty of that here.

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