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  1. How to post a report using Flickr Flickr seems to change every time the wind changes direction so here's a quick guide on how to use it to post a report... Step 1 - Explore and take pictures Step 2 - Upload your chosen pictures to Flickr like this.. Step 3 - Once your images are successfully uploaded to flickr choose a category for the location that you have visited... Step 4 - Then "Start New Topic".. You will then see this screen... Step 5 - Now you are ready to add the image "links", known as "BBcodes", which allow your images to display correctly on forums.. Step 6 - Then click "select" followed by "view on photo page".. Now select "Share" shown below.. Step 7-13 - You will then see this screen... Just repeat those steps for each image until you're happy with your report and click "submit topic"! You can edit your report for 24 hours after posting to correct errors. If you notice a mistake outside of this window contact a moderator and they will happily rectify the problem for you
  2. Visited the ship in north wales with woopashoopaa vulex and Telf great looking ship with some good graffitti. Lots of barbed wire and fences around the ship but managed to get to the ship but then we heard " your not supposed to be here" by the secca guy coming from his cabin. Did manage to get some pictures was a nice leisurely look around and nice scenery to be had.on with my history and pics.... On August 10th, 1979, a former Sealink passenger ferry called The Duke of Lancaster" was beached at Llanerch-y-Mor in North Wales with the intention of turning it into a floating leisure and retail complex called The Fun Ship but the project never achieved it's full potential due to many long running legal disputes with the local council. Make no bones about it, until it was converted into a car ferry she was one of the finest vessels afloat at the time. The first class quarters in the late fifties and early sixties were the best around, silver service restaurants, state rooms and luxurious cabins. In fact, the facilities and the accommodation on board Lancaster were so good she was frequently taken out of her usual ferry service and used as a cruise liner with frequent annual cruises around Scotland, Scandinavia and the Mediterranean.
  3. Last year I made a stop here and looked around these abandoned Boats. I really loved this place, very windy but also very peacefull. I know there is some History about this place, but I don't know why these boats are still lying there. Maybe someone can tell me #1 #2 #3 #4 #5 #6 #7 #8 #9 #10 #11 #12
  4. Lost Ghostship BE by Vancolen Photography, on Flickr Lost Ghostship BE by Vancolen Photography, on Flickr Lost Ghostship BE by Vancolen Photography, on Flickr
  5. Most people will know straight away the real name of this boat, I visited a local shop as a child and rememebered seeing the boat in the distance thinking it was in a field (i was 7) I never thought it was real just a chiildish dream lol. Soon as I figured it wasnt (In jan) I had to try to see it up close; Access was life threatening and it has 24hr security, all recorded managed to get some photos and a quick chat before being removed from site; Some background info The TSS Duke of Lancaster is a railway steamer passenger ship that operated in Europe from 1956 to 1979, and is currently beached near Mostyn Docks, on the River Dee, north-east Wales. It replaced an earlier 3,600 ton ship of the same name operated by the London Midland and Scottish Railway company between Heysham and Belfast. From the mid-1960s, passenger ships such as the Lancaster were gradually being superseded by car ferries. Rather than undertake the expensive option of renewing their entire fleet, British Railways instead began a part-programme of conversion. In order to maintain ferry services whilst these modifications took place, the Lancaster's duties as a cruise ship ceased. On 25 April 1970 the ship returned to service, having had her main deck rebuilt to accommodate vehicles via a door at her stern. The ship now provided space for 1,200 single-class passengers and 105 cars, with a total cabin accommodation for 400 passengers The Duke of Lancaster arrived in Llanerch-y-Mor in August 1979 to start her new life as the Funship. Despite Delyn Councils' own resolution in favour of the project which led to the financial commitment the subsequently refused numerous planning applications, even for signage, opposed the granting of bar licenses, issued a magistrates' summons over a lack of sufficient fire escapes, applied for a High Court injunction to close the ship on safety grounds, refused permission to trade on the car park area although the Coed Mawr was allowed trading at the time without planning permission, required the Funship to charge an admission fee to supposedly protect the trade in Holywell town centre although the Funship targeted tourism and even sabotaged a Welsh Development Grant awarded for sea defence and landscaping purposes. All this was followed by the serving of 13 separate Enforcement Notices, around 1985, blighting the site until 1990 when the Council lost on their actions at the hands of the Secretary of State for Wales. The Council were ordered to pay unprecedented costs. They had failed yet again. In 1994 the Council struck once more claiming monopoly rights in the High Court. They claimed the Funship Market was within a 6 mile radius of their newly opened Holywell Market and was direct competition, therefore had to close. They applied to the High court for an interlocutory injunction forcing the Funship to close whilst the case went for trial. That was probably the death knell for the Funship with her owners sick of the attacks they closed the business in 2004. They have continued to fight the case over the years and are still doing so but unfortunately the ship has stood closed ever since. Despite having large amounts of its exterior paintwork covered in rust, the interior of the ship is in good condition. It was featured in the 2011 series of BBC Two's Coast. In early 2012 several local arcade game collectors made a deal with Solitaire Liverpool Ltd and were able to purchase most of the coin operated machines left behind inside the ship at the time the fun ship closed. Removing the games required the use of cranes and other heavy lifting equipment. The plan is to transform the ship into the largest open air art gallery in the UK. As of August 2012, the Latvian graffiti artist "Kiwie" was commissioned to spraypaint a design on the ship. The ship is slowly being covered with graffiti described as "bright and surreal". The first phase of the project saw Kiwie and other European graffiti artists paint murals on the ship between August and November 2012, and the second phase (starting at the end of March 2013) included the work of British-based artists such as Snub23, Spacehop, Dan Kitchener and Dale Grimshaw. One of the artworks is a picture of the ship's first captain, John 'Jack' Irwin.
  6. Visited with The Elusive and two others. The Elusive have already posted lots of info, so I'll just post some of my shots :-). Some impressive art work on this ship. The Elusive in action. I thought the colours of the decay itself was quite artsy too :-). Thanks for looking :-)
  7. Anderton Boat Lift The Anderton Boat Lift near the village of Anderton, Cheshire, in north-west England provides a 50 feet (15.2 m) vertical link between two navigable waterways: the River Weaver and the Trent and Mersey Canal. Built in 1875, the boat lift was in use for over 100 years until it was closed due to corrosion in 1983. Restoration started in 2001 and the boat lift was re-opened in 2002. The lift and associated visitor center and exhibition are operated by British Waterways. It is one of only two working boat lifts in the United Kingdom; the other is the Falkirk Wheel in Scotland. By 1870 the Anderton Basin was a major interchange for the trans-shipment of goods in both directions, with extensive warehousing, three separate double inclined planes and four salt chutes. However, trans-shipment was time-consuming and expensive, and the Trustees of the Weaver Navigation decided that a link between the two waterways was needed to allow boats to pass directly from one to the other. A flight of canal locks was considered but discarded, mainly because of the lack of a suitable site and the loss of water from the canal that would have resulted from operating locks. In 1870 the Trustees formally proposed a boat lift between the waterways. The Anderton Basin was the obvious site for such a boat lift. The Trustees approached the North Staffordshire Railway Company, then owners of the Trent and Mersey canal, to ask if they would contribute towards the cost of the boat lift. However, this approach was unsuccessful, so the Trustees agreed to fund the boat lift themselves. The Trustees asked their chief Engineer, Edward Leader Williams, to draw up plans for a boat lift. Leader Williams considered various ideas and finally settled on a design involving a pair of water-filled caissons, which would counter-balance one another, and so require relatively little power to lift boats up and down. A similar boat lift on the Grand Western Canal, completed in 1835, used chains to connect the caissons via an overhead balance wheel. However, this design required a very solid masonry superstructure to support the weight of the loaded caissons. Leader Williams realised that if he used water-filled hydraulic rams to support the caissons instead, then the weight of the caissons would be borne by the rams and their cylinders, buried underground, and a much lighter superstructure could be used. He may also have been inspired by inspecting a hydraulic ship lift and graving dock at the Royal Victoria Dock in London, designed by experienced hydraulic engineer Edwin Clark. Having decided on a hydraulic ram design, Leader Williams appointed Edwin Clark as principal designer. The Anderton Basin, at that time, consisted of a cut on the north bank of the Weaver surrounding a small central island. It was decided to construct the boat lift itself on this island. The two wrought iron caissons were each 75 ft (22.9 m) long by 15 feet 6 inches (4.7 m) wide by 9 feet 6 inches (2.9 m) deep, and could each accommodate two 72 ft (21.9 m) narrowboats or a single barge with a beam of up to 13 feet (4.0 m). Each caisson had a weight of 90 tons when empty and 252 tons when full of water (because of displacement, the weight is the same with or without boats). Each caisson was supported by a single hydraulic ram consisting of a hollow 50 ft (15.2 m) long cast iron vertical piston with a diameter of 3 ft (0.9 m), travelling within a buried 50 ft (15.2 m) long cast iron vertical cylinder with a diameter of 5 feet 6 inches (1.68 m). At river level the caissons sat in a water-filled sandstone lined chamber. The above ground superstructure consisted of seven hollow cast iron columns which provided guide rails for the caissons and supported an upper working platform, walkways and access staircase. At the upper level the boat lift was connected to the Trent and Mersey canal via a 165 ft (50.3 m) long wrought iron aqueduct, with vertical wrought iron gates at either end. In October 1871, the Trustees of the Weaver Navigation held a Special General Meeting, which resolved to consider the desirability of constructing a lift with basins and all other requisite works for the interchange of traffic between the River Weaver and the North Staffordshire Canal at Anderton and of applying to Parliament for an Act to authorise the construction of such works .... In July 1872, Royal Assent was granted for the Weaver Navigation 1872 Act which authorised the construction of the boat lift. The contract for construction of the lift was awarded to Emmerson Murgatroyd & Co. Ltd. of Stockport and Liverpool. Work started before the end of 1872, and took 30 months. The Anderton Boat Lift was formally opened to traffic on 26 July 1875. The total cost of the work was £48,428 (£3,384,000 at today's prices. For its first five years of its life the boat lift operated successfully, with the longest closures being during spells of cold weather when the canal froze over. However, in 1882 one of the cast iron hydraulic cylinders burst while the caisson that it supported was at canal level with a boat in it. The caisson descended rapidly, but fortunately the water escaping from the burst cylinder slowed the rate of descent, and the water-filled dock at the river level softened the impact. No-one was hurt and the superstructure of the lift was not damaged. During subsequent testing, the second cylinder failed too, and the boat lift was closed for six months while sections of both cylinders were replaced and the connecting pipework, which was thought to have contributed to the cylinders' failure, was redesigned. Volumes of traffic through the lift grew steadily through the 1880s and 1890s, but the hydraulic cylinders continued to give problems. The gland of one cylinder (where the piston travelled through the cylinder wall) had to be temporarily repaired in 1887 and replaced in 1891, and the gland of the other cylinder was replaced in 1894. However, the main cause for concern was corrosion of the pistons. The use of canal water as a working fluid in the hydraulic system, and the immersion of the pistons in the wet dock at river level led to corrosion and "grooving" of the pistons. Attempts to repair these grooves with copper made matters worse, as this reacted electrolytically with the acidic canal water and hastened the corrosion of the surrounding iron. In 1897 the lift was converted to use distilled water as its working fluid. This slowed down the corrosion, but did not stop it completely. Over the next few years maintenance and repairs took place with increasing frequency, each occasion requiring either the complete closure of the lift for several weeks or a period of reduced and slower operation with a single caisson. By 1904 the Trustees faced the imminent prospect of a having to close the boat lift for a very considerable period in order to replace the hydraulic rams. They asked their chief Engineer at the time, Colonel J.A. Saner, to investigate alternative solutions. Saner proposed an innovative solution in which the hydraulic rams would be replaced by electric motors and a system of counterweights and overhead pulleys, allowing the two caissons to operate independently of each other. Although this system involved many more moving parts than the hydraulic system, these would all be above ground and easily accessible, so it offered easier and cheaper maintenance and a longer working life. As the entire weight of the caissons and counterweights would now be borne by the superstructure of the lift, this would have to be greatly strengthened, and put on much stronger foundations. However, by building a separate stronger superstructure around the original lift frame, Saner promised to achieve the conversion with only three short periods of closure to traffic. The new superstructure consisted of ten steel A-frames, five on each side of the lift, which supported a machinery deck 60 ft (18 m) above the river level. The electric motors, drive shafts and cast-iron headgear pulleys were mounted on the machinery deck. Wire ropes attached to each side of each caisson passed over the pulleys to 36 cast iron counterweights, 18 on each side. Each counterweight weighed 14 tons, so that 18 counterweights would exactly balance the 252 ton weight of a loaded caisson. The electric motor was required to overcome friction between the pulleys and their bearings. A 30 horsepower (22 kW) motor was installed, but normal operation only required about half of this power. In addition to new foundations and superstructure, the conversion also involved converting the wet dock at river level into a dry dock and strengthening the aqueduct between the lift and the canal. The original caissons were retained, but modified to take the wire ropes that now supported them on each side. The conversion work was carried out between 1906 and 1908. As Saner had promised, the lift was only closed for three periods during these two years, for a total of 49 days. The converted lift was formally opened on 29 July 1908 (although one caisson had in fact been carrying traffic on electrical power since May 1908 while the second caisson was being converted. After conversion to electrical operation the boat lift was successfully operated for 75 years. Regular maintenance was still necessary. In particular, the wire ropes supporting the caissons suffered from fatigue as a result of repeated bending and straightening as they ran over the overhead pulleys, and had to be replaced quite frequently. However, the maintenance was simpler than before because the mechanism of the electrical lift was all above ground. It was also less expensive because the caissons were now designed to be run independently, so most maintenance operations could be carried out while one caisson remained operational, thus avoiding the need to close the lift entirely for any extended period. Another regular maintenance job was repainting. The new superstructure of the converted lift was found to be susceptible to corrosion. To reduce this corrosion the entire lift was painted with a protective solution of tar and rubber, which had to be renewed every eight years or so. During 1941 and 1942 the hydraulic rams of the original lift, which had been left in place in their shaft beneath the dry dock constructed during conversion, were finally removed in order to salvage the iron. During the 1950s and 1960s the commercial traffic on British canals declined. By the 1970s the Anderton Boat Lift traffic was almost entirely recreational, and it was almost unused during winter months. During repainting work in 1983 extensive corrosion was found in the lift's superstructure, and it was declared structurally unsound and closed During the 1990s British Waterways carried out preliminary investigations before launching a restoration bid. At first it was intended to restore the lift to electrical operation but in 1997, after consultation with English Heritage, it was decided to restore the lift to hydraulic operation. A partnership was forged between the Waterways Trust, the Inland Waterways Association, the Anderton Boat Lift Trust, the Friends of Anderton Boat Lift, the Association of Waterways Cruising Clubs, British Waterways and the Trent and Mersey Canal Society, to raise the required £7 million. Heritage Lottery Funding agreed to contribute £3.3 million, and over 2000 private individuals also contributed to the scheme, raising between them a further £430,000. Restoration commenced in 2000 and the lift was re-opened to boat traffic in March 2002. Although a modified version of the original hydraulic system was reinstated, the 1906-1908 external frame and pulleys have been retained in a non-operational role. If you didn't need a drink before this report.....I bet you do now !.....