Thank you:)
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Thank you:)
I was on 4 ore. Carriers over a longer period of time at different intervals . The Pennyworth and the Ravensworth of Dalgliesh s and the Beechwood and the Cherrywood of John I Jacobs nearly 10 years later. The Iron Horse If never sighted her probably heard her on the Radio Schedules if she was on the BISCO Charters . BISCO had a. Fleet of ships built by various companies and think they helped various shipowners in their building costs so the government of the day had a say on their building requirements. They were then taken on 15 year Bareboat charters by BISCO. Which was why they were so well kept as the shipowner wasn’t paying the. Overtime or wages bill , the taxpayer was. I believe the likes of Denems was paying the. Deck crew 6 hours a day . Dalgliesh paid 3 hours a day to attract crews the same as they all did. How any one could justify some of the reasons for overtime on ships with no running gear , no bilges as such , the holds being small steel boxes , the ballast being controlled mainly from the deck by drop valves over the side to the. Sea used to at times beat me on looking for written excuses for overtime , they should of and had every reason to be the best maintained vessels afloat at their time.when the seamans strike ended in 1966 we were the second ship out of Port Talbot , the crew on the Ravensworth did not want to go on strike and some of them informed me officially before going that if it lasted more than a couple of days they wouldn’t be back , and they weren’t . Those that did going through the locks outward bound one said to me he was pleased to be back and said overtime tomorrow then Mr. mate , I said only if your on watch . We had been told by the shipowner that weekend overtime was out unless essential work for the safety of the vessel was involved . That was a break in my service on British ships and I departed for more lucrative pastures . The whole episode was a well planned farce and to my thinking at the time the seamen were the patsys.
JS
Hello, I've been off the radar for some time now and have just spotted your post. I was 4th engineer on the Horse when we hit EG. It was on the 2nds afternoon watch and we were outward bound from Bidston dock to Sept Isles. From hearsay among the bridge officers the skipper ordered hard starboard to get get closer to the cutter to drop the pilot. Too close as it happens, bang. Bridge rang emergency full astern and the 2nd gave it reverse air which caused severe damage to the engine (another story ). We dropped the hook and had a visit from a Lloyds inspector and eventually got under way some time later. What happened in the days that followed is of interest and I can relate the details in another post if requested.
The point I wish to make is that this incident took place in September 1962 not 1963. I know the official history states 1963 but despite several attempts to correct the record over the years (all one way correspondence, the museum have never replied) I visited the Museum in February last but the EG was shut down and I asked to speak to a curator but none were available. I left a written request to be contacted but to date, zero.
I have documented evidence to prove the dates but I guess such a detail is of no interest in the overall scheme of things. I hope you will read this post and I would be interested in your response.
Regards George Harrison
Hello--in 62/63-i spent time on the ore as it was tied up in harwich as 4th eng
defore emigrating to canada.
Bill was 2 eng and we sailed to the tyne for repairs where common bros allowed
me to payoff although i had signed on for the trip to severn islands.
Billy was a great guy and if you hear from him please let me know.
Thanks --don.
A mate of mine was an engineer on the Iron Horse 72-73ish, I recall picking him up in Grangemouth.Quote:
Originally Posted by Donald Young