4 July 2020
Today I offer you David´s Anecdote, Captain Tim Reports, art and a quote from Mandy and wise words from Eric in the USA.
David´s Anecdote
Today I offer you David´s Anecdote, Captain Tim Reports, art and a quote from Mandy and wise words from Eric in the USA.
David´s Anecdote
Having dropped out of sixth form at the first half term at 16 years old I would have to wait until I was 21 before I could apply to be a customs officer. In my third job I was still looking for suitable employment that might stand me in good stead.
My first job was in the city working for a shipping and forwarding company where I learnt about shipping goods overseas. On one occasion I had to instruct about 4 or 5 different factories to mark and crate up a number of crates of components for a large piece of equipment for I think a power station. The crates duly arrived in West Africa where to the power stations horror they had 4 or 5 boxes all numbered one and another 4 or 5 numbered 2 and so on. Instead of them being able to unpack and work with crates in number order like say 1 to 20 they had to unpack each crate to see where it fitted.
My second job of working in a dock office lasted just 2 weeks and I had already decided that job was not for me within minutes of going into the office. Dickensian would have made the office sound modern. Writing up ship’s manifests not the most exciting job. Luckily after a few days the London dockers went on strike so I had nothing to do for my remaining week.
My third job shipping goods by railway wagons to Switzerland. Each morning I would go to Bricklayers Arms goods depot in London’s Old Kent Road to see what goods had been delivered - it was known as a call over. On return to the office my immediate boss would decide how to best load up the wagons and I would type up various forms. Nothing in that to fire my imagination.
One morning having done the call over I again read the advert I had seen in the previous day’s Evening News. Smart, intelligent, reliable young man needed for busy shipping and transport department. Hm I thought you might be thought big headed to apply for that then again nothing to lose. So I decided to give the company a call before returning to my office.
Me: Good morning I am calling in respect of your advert in last night’s Evening News for a smart, intelligent, reliable young man.
Advertiser: Hello, hello.
Me: Good morning I am calling in respect of your advert in last night’s Evening News for a smart, intelligent, reliable young man.
Advertiser: Hello, hello.
Good morning I am calling in respect of your advert in last night’s Evening News for a smart, intelligent, reliable young man.
Advertiser: Hello, hello. Then in a rather pained way ‘’Caller if you are in a public ‘phone box press button A.’’
Me: In a very small voice said ‘’I am calling in respect of your advert in last night’s Evening News for a smart, intelligent, reliable young man.’’
I got an interview and to my even greater surprise got the job. Within a short time of starting, like 30 minutes, I was not sure that this was the job for me. I thought I ought to give it a week or two before handing in my notice.
In fact I stayed with that company for almost 43 years. Perhaps I once was smart, intelligent and a reliable young man and HM Customs and Excise lost out.
....................................................................................................................................................................................
CAPTAIN TIM REPORTS
On 14th October 1966 I passed the examinations for the 1st Mate Foreign Going Certificate of Competency that in modern times is known as a Class 2 Certificate. I was 22 years and a few months old. After a short coastal spell on the Scottish Shire Line’s steamer “Argyllshire” I joined the Clan Macnair in Liverpool on 14th December and sailed for East Africa, Ceylon (Sri Lanka) and Australia.
I often found myself being appointed to a ship just before the Christmas/New Year holiday. The Company must have had a list of names of officers that did not make a fuss about shipping out just before Christmas; in my case it was usually not that I didn’t like to be home at Christmas, it was more a case of financial necessity.
The voyage to Australia was an exciting adventure as I had not been there before, and we did the whole of the Aussie coast discharging between Fremantle then round Cape Leeuwin and West Cape Howe to Albany, across the Great Australian Bight to Adelaide, Melbourne, Sydney, Brisbane and Townsville to Cairns. Loading at the same ports on the way back, leaving Fremantle for Colombo, the Suez Canal, through the Mediterranean, the Straits of Gibraltar, across the Bay of Biscay, along the English Channel and back to the London docks. It had been a good voyage, with mostly fair winds and calm seas, together with some pleasant adventures and whale watching episodes. The Officers all got on well together and I looked forward to another voyage on the same ship with the same captain after a few weeks leave.
The ship left the Thames on May 21st bound for East Africa with cargo for Mombasa, Dar es Salaam, Nacala, a beautiful natural unspoiled harbour in the north of the then Portuguese East Africa (now Mozambique) and Beira. On the passage across the Mediterranean I celebrated my 23rd birthday and we arrived in Port Said on Tuesday May 30th. Port Said was always a bit hectic, trying to get on the next available convoy so that we didn’t waste any voyage time. On this occasion there was an unusual atmosphere as we prepared for the transit and I noticed as we went through the Canal that the Egyptians were putting hoods, rather like a cardinal’s hat, but black, on all the channel marker buoys, such that the lights from the buoys could not be seen from above, but could still be seen from the bridge of the ship, shining out from under the wide brim. Bit odd, but I didn’t think any more of it. The transit passed off unremarkably and we passed through the Bitter Lakes, after anchoring to let the northbound convoy through, back into the Canal and on to Suez where the pilot disembarked on 3rd June.
The Captain was pleased to have got the Suez Canal transit under his belt and came on the bridge to sign the Night Order Book and pass the time of night with a cup of cocoa before he turned in after a tiring day. The passage down the Gulf of Suez was uneventful.
The average watch is quiet, gives you time to think and let your imagination soar freely, interspersed by plotting the ship’s position on the chart every fifteen minutes or so and checking that the helmsman (or auto-pilot) is following the correct course.
So when you saw the lights of a ship dead ahead on a collision course and you knew that you were going to pass quite close, it was not uncommon to grab the Aldis lamp that was always plugged in for emergency readiness, point it at the ship approaching and send out • , • , • ,• , (AA, AA) of the Morse Code; a two letter signal used for calling an unknown station or general call. If the other ship’s officer was equally bored, there was a response, and the standard exchange using the lamp “What ship? Where bound?”. Many ships ignored the call up, but ships of European country flags usually responded. If the ship was a British company ship you might have quite a conversation on the lamp, and if it was one of your own company’s ships you would then get on the VHF to exchange crew lists and generally chat about the ship’s company and your respective voyages. Sometimes you got an old shipmate and had a reminiscing chat.
So, I was a bit surprised when the vessel coming the other way, in response to my signal, sent “Scottish Star ……….. Suez ……… VHF Channel 16”. I knew that the Scottish Star was a British ship of the Blue Star shipping company, but thought it was odd for them to want to have a chat on the VHF. Once we had agreed a working VHF Channel the conversation went something like this:
“Scottish Star, Scottish Star this is Clan Macnair, how do you read me, over”.
“Clan Macnair, Clan Macnair, this is Scottish Star, reading you loud and clear, over”. Then the conversation continued “Clan Macnair, what was your transit of the Canal like? Over”
“No problem,” I said, “We arrived on Tuesday 30th, got a convoy on 31st. Anchored in the lakes on June 2nd and passed out of Suez, down the Gulf of Suez on 3rd June”.
“You didn’t experience any problems then?”
“No, everything was fine.”
“Thanks, Clan Macnair, this is Scottish Star signing off, over and out”
By this time the two ships had passed each other safely (port side to port side) and the Scottish Star was rapidly disappearing astern. I’d better put another position on the chart and start writing up the logbook. A quick scan of the horizon and nothing untoward so I go into the dimly lit chartroom. A few moments later the helmsman calls to me that there is a vessel two points on the port bow, so I leave the chartroom to have a look. To my surprise the oncoming ship starts calling on the Aldis. We are busy tonight, I think as I respond and read the usual message. “Clan Macnair ……. Aden, what ship?” I replied.
“Port Invercargill …… Suez …… Channel 16”. Not again. Another British company, Port Line, I thought, it’s getting near to the end of the watch and the 2nd Mate will be coming up to the bridge soon, but never mind.
The VHF crackled “Clan Macnair, Clan Macnair, this is Port Invercargill calling, how do you read please? Over.”
“Loud and Clear, Port Invercargill. Over”.
“Clan Macnair, how was your transit of the Canal? Over”. I retold the message that I had given the Scottish Star only an hour or so before, finishing off with “No problem. Over”.
“Thank you, Clan Macnair, the Old Man will be pleased when I tell him in the morning. Over and out!”.
Our ship continued on its way bound for Aden, past Jeddah to port and Port Sudan to starboard. Another day and I went for breakfast before relieving the Mate at 8 o’clock. The Captain was in full voice as I entered the dining saloon and I just heard “ ….Israelis are having another go at the Arabs, bombing the Canal and ships in the Canal. There are four British ships trapped in the Lakes, two Blue Funnel ships: the Agapenor and the Melampus, a Blue Star ship, the Scottish Star, and a Port Liner, the Port Invercargill”.
Well, how was I to know?!!
....................................................................................................................................................................................
On 14th October 1966 I passed the examinations for the 1st Mate Foreign Going Certificate of Competency that in modern times is known as a Class 2 Certificate. I was 22 years and a few months old. After a short coastal spell on the Scottish Shire Line’s steamer “Argyllshire” I joined the Clan Macnair in Liverpool on 14th December and sailed for East Africa, Ceylon (Sri Lanka) and Australia.
I often found myself being appointed to a ship just before the Christmas/New Year holiday. The Company must have had a list of names of officers that did not make a fuss about shipping out just before Christmas; in my case it was usually not that I didn’t like to be home at Christmas, it was more a case of financial necessity.
The voyage to Australia was an exciting adventure as I had not been there before, and we did the whole of the Aussie coast discharging between Fremantle then round Cape Leeuwin and West Cape Howe to Albany, across the Great Australian Bight to Adelaide, Melbourne, Sydney, Brisbane and Townsville to Cairns. Loading at the same ports on the way back, leaving Fremantle for Colombo, the Suez Canal, through the Mediterranean, the Straits of Gibraltar, across the Bay of Biscay, along the English Channel and back to the London docks. It had been a good voyage, with mostly fair winds and calm seas, together with some pleasant adventures and whale watching episodes. The Officers all got on well together and I looked forward to another voyage on the same ship with the same captain after a few weeks leave.
The ship left the Thames on May 21st bound for East Africa with cargo for Mombasa, Dar es Salaam, Nacala, a beautiful natural unspoiled harbour in the north of the then Portuguese East Africa (now Mozambique) and Beira. On the passage across the Mediterranean I celebrated my 23rd birthday and we arrived in Port Said on Tuesday May 30th. Port Said was always a bit hectic, trying to get on the next available convoy so that we didn’t waste any voyage time. On this occasion there was an unusual atmosphere as we prepared for the transit and I noticed as we went through the Canal that the Egyptians were putting hoods, rather like a cardinal’s hat, but black, on all the channel marker buoys, such that the lights from the buoys could not be seen from above, but could still be seen from the bridge of the ship, shining out from under the wide brim. Bit odd, but I didn’t think any more of it. The transit passed off unremarkably and we passed through the Bitter Lakes, after anchoring to let the northbound convoy through, back into the Canal and on to Suez where the pilot disembarked on 3rd June.
The Captain was pleased to have got the Suez Canal transit under his belt and came on the bridge to sign the Night Order Book and pass the time of night with a cup of cocoa before he turned in after a tiring day. The passage down the Gulf of Suez was uneventful.
The average watch is quiet, gives you time to think and let your imagination soar freely, interspersed by plotting the ship’s position on the chart every fifteen minutes or so and checking that the helmsman (or auto-pilot) is following the correct course.
So when you saw the lights of a ship dead ahead on a collision course and you knew that you were going to pass quite close, it was not uncommon to grab the Aldis lamp that was always plugged in for emergency readiness, point it at the ship approaching and send out • , • , • ,• , (AA, AA) of the Morse Code; a two letter signal used for calling an unknown station or general call. If the other ship’s officer was equally bored, there was a response, and the standard exchange using the lamp “What ship? Where bound?”. Many ships ignored the call up, but ships of European country flags usually responded. If the ship was a British company ship you might have quite a conversation on the lamp, and if it was one of your own company’s ships you would then get on the VHF to exchange crew lists and generally chat about the ship’s company and your respective voyages. Sometimes you got an old shipmate and had a reminiscing chat.
So, I was a bit surprised when the vessel coming the other way, in response to my signal, sent “Scottish Star ……….. Suez ……… VHF Channel 16”. I knew that the Scottish Star was a British ship of the Blue Star shipping company, but thought it was odd for them to want to have a chat on the VHF. Once we had agreed a working VHF Channel the conversation went something like this:
“Scottish Star, Scottish Star this is Clan Macnair, how do you read me, over”.
“Clan Macnair, Clan Macnair, this is Scottish Star, reading you loud and clear, over”. Then the conversation continued “Clan Macnair, what was your transit of the Canal like? Over”
“No problem,” I said, “We arrived on Tuesday 30th, got a convoy on 31st. Anchored in the lakes on June 2nd and passed out of Suez, down the Gulf of Suez on 3rd June”.
“You didn’t experience any problems then?”
“No, everything was fine.”
“Thanks, Clan Macnair, this is Scottish Star signing off, over and out”
By this time the two ships had passed each other safely (port side to port side) and the Scottish Star was rapidly disappearing astern. I’d better put another position on the chart and start writing up the logbook. A quick scan of the horizon and nothing untoward so I go into the dimly lit chartroom. A few moments later the helmsman calls to me that there is a vessel two points on the port bow, so I leave the chartroom to have a look. To my surprise the oncoming ship starts calling on the Aldis. We are busy tonight, I think as I respond and read the usual message. “Clan Macnair ……. Aden, what ship?” I replied.
“Port Invercargill …… Suez …… Channel 16”. Not again. Another British company, Port Line, I thought, it’s getting near to the end of the watch and the 2nd Mate will be coming up to the bridge soon, but never mind.
The VHF crackled “Clan Macnair, Clan Macnair, this is Port Invercargill calling, how do you read please? Over.”
“Loud and Clear, Port Invercargill. Over”.
“Clan Macnair, how was your transit of the Canal? Over”. I retold the message that I had given the Scottish Star only an hour or so before, finishing off with “No problem. Over”.
“Thank you, Clan Macnair, the Old Man will be pleased when I tell him in the morning. Over and out!”.
Our ship continued on its way bound for Aden, past Jeddah to port and Port Sudan to starboard. Another day and I went for breakfast before relieving the Mate at 8 o’clock. The Captain was in full voice as I entered the dining saloon and I just heard “ ….Israelis are having another go at the Arabs, bombing the Canal and ships in the Canal. There are four British ships trapped in the Lakes, two Blue Funnel ships: the Agapenor and the Melampus, a Blue Star ship, the Scottish Star, and a Port Liner, the Port Invercargill”.
Well, how was I to know?!!
....................................................................................................................................................................................
Three beautiful painting by Mandy Borelli. Also, another of her thought provoking quotes.
Her contact details are,
mandygata@hotmail.com
Her contact details are,
mandygata@hotmail.com
This is from Eric Fuller, a friend from the old days in the UK. Eric now lives in the USA.
16 June 2020
For your enjoyment, today, are contributions from Captain Tim, Mandy Borelli, Lucinda E Clarke and Dawn Howlett.
Captain Tim Reports
For your enjoyment, today, are contributions from Captain Tim, Mandy Borelli, Lucinda E Clarke and Dawn Howlett.
Captain Tim Reports
THROUGH THE SUEZ CANAL.
When you traverse the Suez Canal it is eerie. Especially at night. The ship is going at slow speed, so the usual powerful vibrating throb of the huge diesel engine is reduced to the murmur of a mouse’s heartbeat. In certain sections of the Canal there is just desert sand on either side (well there was in the nineteen sixties and seventies, but it is over forty years since I went through there). Down in the engine room it is not much different than when you are on passage in the middle of the ocean, but the engine is just working more slowly, and the propeller shaft is turning lazily. The engineer is alert; monitoring the engine in case there is need to change the ship’s speed if the bridge telegraph rings.
Up on the bridge it is a different atmosphere. As usual at night the bridge wheelhouse is in complete darkness, with just a faint glow from the monitor lights on the various pieces of navigational, communication and steering equipment. The autopilot has been turned off and there is a helmsman at the wheel. Sometimes the Captain will be on the bridge with the ship’s officer of the watch (OOW). In my day there were sufficient cadets to have one on each watch, taking notes of what happens as the transit proceeds. And, of course, there is the Suez Canal pilot who is conning the ship and occasionally giving orders in the dead quiet that are repeated by the OOW and the helmsman to make sure the correct order has been given and received at the helm. It is spooky, especially when it is your first voyage.
The Universal Company of the Maritime Canal of Suez constructed the canal in the decade between 1859 and 1869 and operated it until the 1956 Suez Crisis. The company was formed by the famous Ferdinand de Lesseps in 1858, and it owned and operated the canal for many years. Initially, French private investors were the major shareholders, with Egypt having a significant stake.
When the Wali (a sort of Provincial Governor) of Egypt and Sudan changed in 1863, he refused to abide by some of the concessions to the canal company made by his predecessor. As compensation Napoleon III awarded £3,800,000 (equivalent to about £350 million in 2020) to the company for the losses incurred by the changes that the Wali demanded. During 1875, a financial crisis forced the Wali to sell to the UK for £3,977,000 (equivalent to about £380 million in 2020).
The UK owned company operated the canal until it was nationalised by Nasser in 1956, (which led to the Suez Crisis). In 1962, Egypt made the final payment for the canal to the Universal Suez Ship Canal Company and took complete control of the canal which is now owned and operated by the Suez Canal Authority.
So it was that in 1961, on my first voyage from London to East Africa, on a ship called the M.V. “Riebeeck Castle”, that the Suez Canal pilot who came aboard was German. At the time the Canal Company employed pilots from all over the world, but mainly European. By the end of the sixties, however, they had nearly all retired and been replaced by Egyptian pilots.
In order for the pilot to be able to keep the ship in the middle of the canal channel, a searchlight was rigged on a gimbal on the prow. On the older ships (the Riebeeck Castle was built in 1946) the searchlight was hung from a permanent stanchion post on the focsle deck, right at the point of the prow. An Egyptian electrician was employed who came aboard at Port Said and left in Suez (or vice-versa depending on which way you were going). He set the whole system up and at night focused a split beam giving two separate ribbons of light to shine on the two edges of the canal well ahead of the ship. When properly calibrated the lights shone equidistant on both canal banks when the ship is in the centre of the canal, in the deepest water. If the beam on the port side appears to be nearer to the ship than on the starboard side, it means the ship has drifted to the port side of the channel and a course correction is necessary. The pilot continually made sure that the ship was kept in the middle. The electrician stayed by the light from dusk until dawn. On the company’s newer ships, there was a “Suez Canal Lamp/ Searchlight” permanently in place in the bow, with its own special area and a door in the bow of the ship that was opened to enable the light beam to shine out.
So there I am, just turned 17 years old, full of excitement and romantic thoughts of adventure, pootling through the Suez Canal, at 2 o’clock in the morning, half asleep, with the faint glow of the equipment lights, eerily quiet, leaning on the bridge front trying to keep awake, watching the sandy banks of the canal slip slowly by when I feel a tap on my shoulder. I turn to see a disembodied, turbaned head and dark face with blood streaming down one side mysteriously lit by the glow from the ship’s telegraph. It was far more frightening than that moment in “Psycho” and gave me the nearest to a heart attack I have ever had. I let out a muffled scream and a softly spoken Egyptian voice said to me in broken English “help, please!”. It was the electrician from the Canal light. He had slipped on the deck and fallen, splitting a nasty gash in his temple that was bleeding badly and he needed First Aid. I will never forget that moment.
Sorry I must rush; I am guest judge for the “Guadalcanal Under 21 Girls Hula-Hula Dancing Contest”. It is a tough life in the Solomon Islands, but someone’s got to do it!!! (Only joking)
......................................................................................................................................
Donald,
Objectionable
Man,
It’s
Not
A
Terrorist
Entity.
?
Donald,
Objectionable
Character,
Turn
Off
Racism.
Strange
Trump
Rat
Actions
Never
Gain
Egalitarian
Law
Over
Violent
Enforcement
Donald,
Objectionable
Nut’,
Trump
Delivers
Republican
Objectionable
Policies
This
Highly
Explosive
BOMB
DOMINATE?
DOCTOR STRANGELOVE, DON’T DROP THE BOMB!
.......................................................................................................................................
Captain Tim.
....................................................................................................................................................................................
When you traverse the Suez Canal it is eerie. Especially at night. The ship is going at slow speed, so the usual powerful vibrating throb of the huge diesel engine is reduced to the murmur of a mouse’s heartbeat. In certain sections of the Canal there is just desert sand on either side (well there was in the nineteen sixties and seventies, but it is over forty years since I went through there). Down in the engine room it is not much different than when you are on passage in the middle of the ocean, but the engine is just working more slowly, and the propeller shaft is turning lazily. The engineer is alert; monitoring the engine in case there is need to change the ship’s speed if the bridge telegraph rings.
Up on the bridge it is a different atmosphere. As usual at night the bridge wheelhouse is in complete darkness, with just a faint glow from the monitor lights on the various pieces of navigational, communication and steering equipment. The autopilot has been turned off and there is a helmsman at the wheel. Sometimes the Captain will be on the bridge with the ship’s officer of the watch (OOW). In my day there were sufficient cadets to have one on each watch, taking notes of what happens as the transit proceeds. And, of course, there is the Suez Canal pilot who is conning the ship and occasionally giving orders in the dead quiet that are repeated by the OOW and the helmsman to make sure the correct order has been given and received at the helm. It is spooky, especially when it is your first voyage.
The Universal Company of the Maritime Canal of Suez constructed the canal in the decade between 1859 and 1869 and operated it until the 1956 Suez Crisis. The company was formed by the famous Ferdinand de Lesseps in 1858, and it owned and operated the canal for many years. Initially, French private investors were the major shareholders, with Egypt having a significant stake.
When the Wali (a sort of Provincial Governor) of Egypt and Sudan changed in 1863, he refused to abide by some of the concessions to the canal company made by his predecessor. As compensation Napoleon III awarded £3,800,000 (equivalent to about £350 million in 2020) to the company for the losses incurred by the changes that the Wali demanded. During 1875, a financial crisis forced the Wali to sell to the UK for £3,977,000 (equivalent to about £380 million in 2020).
The UK owned company operated the canal until it was nationalised by Nasser in 1956, (which led to the Suez Crisis). In 1962, Egypt made the final payment for the canal to the Universal Suez Ship Canal Company and took complete control of the canal which is now owned and operated by the Suez Canal Authority.
So it was that in 1961, on my first voyage from London to East Africa, on a ship called the M.V. “Riebeeck Castle”, that the Suez Canal pilot who came aboard was German. At the time the Canal Company employed pilots from all over the world, but mainly European. By the end of the sixties, however, they had nearly all retired and been replaced by Egyptian pilots.
In order for the pilot to be able to keep the ship in the middle of the canal channel, a searchlight was rigged on a gimbal on the prow. On the older ships (the Riebeeck Castle was built in 1946) the searchlight was hung from a permanent stanchion post on the focsle deck, right at the point of the prow. An Egyptian electrician was employed who came aboard at Port Said and left in Suez (or vice-versa depending on which way you were going). He set the whole system up and at night focused a split beam giving two separate ribbons of light to shine on the two edges of the canal well ahead of the ship. When properly calibrated the lights shone equidistant on both canal banks when the ship is in the centre of the canal, in the deepest water. If the beam on the port side appears to be nearer to the ship than on the starboard side, it means the ship has drifted to the port side of the channel and a course correction is necessary. The pilot continually made sure that the ship was kept in the middle. The electrician stayed by the light from dusk until dawn. On the company’s newer ships, there was a “Suez Canal Lamp/ Searchlight” permanently in place in the bow, with its own special area and a door in the bow of the ship that was opened to enable the light beam to shine out.
So there I am, just turned 17 years old, full of excitement and romantic thoughts of adventure, pootling through the Suez Canal, at 2 o’clock in the morning, half asleep, with the faint glow of the equipment lights, eerily quiet, leaning on the bridge front trying to keep awake, watching the sandy banks of the canal slip slowly by when I feel a tap on my shoulder. I turn to see a disembodied, turbaned head and dark face with blood streaming down one side mysteriously lit by the glow from the ship’s telegraph. It was far more frightening than that moment in “Psycho” and gave me the nearest to a heart attack I have ever had. I let out a muffled scream and a softly spoken Egyptian voice said to me in broken English “help, please!”. It was the electrician from the Canal light. He had slipped on the deck and fallen, splitting a nasty gash in his temple that was bleeding badly and he needed First Aid. I will never forget that moment.
Sorry I must rush; I am guest judge for the “Guadalcanal Under 21 Girls Hula-Hula Dancing Contest”. It is a tough life in the Solomon Islands, but someone’s got to do it!!! (Only joking)
......................................................................................................................................
Donald,
Objectionable
Man,
It’s
Not
A
Terrorist
Entity.
?
Donald,
Objectionable
Character,
Turn
Off
Racism.
Strange
Trump
Rat
Actions
Never
Gain
Egalitarian
Law
Over
Violent
Enforcement
Donald,
Objectionable
Nut’,
Trump
Delivers
Republican
Objectionable
Policies
This
Highly
Explosive
BOMB
DOMINATE?
DOCTOR STRANGELOVE, DON’T DROP THE BOMB!
.......................................................................................................................................
Captain Tim.
....................................................................................................................................................................................
This is another beautiful painting by Mandy Borelli. Also, below, is another of her thought provoking quotes.
Her contact details are,
mandygata@hotmail.com
Her contact details are,
mandygata@hotmail.com
This is a nice pic of Lucinda E Clarke at one of her many book signings. You can contact Lucinda at
lucinda@lucindaeclarke.com
I´ve added the three pics, below, courtesy of Lucinda´s website to raise a smile in these uncertain times.
lucinda@lucindaeclarke.com
I´ve added the three pics, below, courtesy of Lucinda´s website to raise a smile in these uncertain times.
We recently reconnected with Dawn Howlett. I first met Dawn at a book signing a few years ago and she mentioned that she worked in stained glass and tile. The pic on the left is a great example of her talent and the one below is a particular favourite of mine. A truly talented lady.
25 May 2020
Welcome to the second update of my FRIENDS page.
Welcome to the second update of my FRIENDS page.
Here is a picture of my POP UP SHOP selling greetings cards, posters and prints. I also welcome commissions and can produce canvas prints from any of my images on the web site - any size to suit wall space
For Pop Up shop - info@fineartamerica.com
JENNY ANNE MORRISON - ARTIST
Visit my website to see paintings
http://www.jennyannemorrison.com
For enquiries and to arrange a private view at the Gallery call:- LANDLINE : 96 558 7711. MOBILE :- 694 412 409
.....................................................................................................................................................................................
For Pop Up shop - info@fineartamerica.com
JENNY ANNE MORRISON - ARTIST
Visit my website to see paintings
http://www.jennyannemorrison.com
For enquiries and to arrange a private view at the Gallery call:- LANDLINE : 96 558 7711. MOBILE :- 694 412 409
.....................................................................................................................................................................................
Captain Tim Reports
No Starbucks! No cinemas! No theatres! No live entertainment! No McDonalds! No KFC! 80% unemployment!
You think I’m talking about the “lockdown”.
No, I’m talking about normal life in Honiara in the Solomon Islands. Josie and I came here in 2013 and I worked here until the end of last year. It is a beautiful sleepy Pacific Island nation with beautiful Pacific Island (Melanesian) people.
We had been to the Philippines for Christmas and the New Year in November and came back at the beginning of March to the capital city (one main road, three good hotels and about 50,000 people) Honiara, on Guadalcanal Province island, to pack up our personal effects and sell our cars. My work here had come to an end.
We accomplished all that and were booked to leave on 22nd March by Air Niugini to Manila via Port Moresby when at midnight on 21st March the Papua New Guinea Government closed their border (and the International airport) to all but PNG citizens and permanent residents. So, Air Niugini would not let us board the plane in Honiara on Sunday.
We had visas to go to Australia, but Australia had already closed its borders to non-Australian passport holders and residents, and soon afterwards the Philippines did the same. Then the Solomon Islands closed its airport to all international flights. Being a poor country, the health facilities here are basic with a capital ”B”. The Government knew that if the virus ever arrived here it would practically wipe out the population. When I first arrived here my immediate “boss” a senior Government Civil Servant advised me “Whatever you do, do not get yourself admitted to the “Referral Hospital” (the only one in the Solomon Islands) as you will probably never come out”. And that was years ago before anybody had heard of COVID 19.
So, the Solomon Islands Government (SIG), in its wisdom, closed entry to foreigners; returning residents were immediately placed in quarantine from the airport for fourteen days. The result: there has never been a case of the virus in the Solomon Islands. (Johnson Trump take note).
The SIG Cabinet took it very seriously because they knew they had to and because they listened to scientific advice. A State of Emergency was declared to give the Prime Minister and his Cabinet sweeping powers, many Government offices were reduced to a minimum staff. Everybody unemployed (the wantoks) and who was not “essential” in Honiara in Guadalcanal Province was given a free enforced ferry boat ride. Baack to their original town or village on one of the other eight main Provincial Islands. The net result is that we go about our normal routine lives, which you can see from my opening sentences, is very simple. A beautiful central market with friendly smiling ladies selling luscious tropical fruits and vegetables; the biggest sweetest, tastiest pineapples for less than 50p! Eat your heart out Tesco, Sainsbury’s, Masymas and Lidl!!
In the simplicity is the beauty. The Solomon Islands until Independence in 1978 was a British Protectorate and the people remember a “British” way of life from even before that time. The children play the games that I played as a child 70 years ago; they run around and laugh, squeal and sing the songs we used to sing at primary school. The grown-ups also like to laugh; not a giggle, but a belly laugh.
Solomon Islanders are spiritual; they live within their environment and are close to the sea and the earth. Prayers are said before meetings; but they are not pious, have a great sense of humour and enjoy fun. They believe strongly in the importance of family and “clan” groups; respecting their elders.
So, we could not wish to be “locked down” in a better place. We are safer here than we would be almost anywhere else in the world. See you all when we get back to Pedreguer!
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Here is another one from my collection, I am running out of space now. My "style" changes but I try and go with the flow. What is is........
I love these quotes AND this one just gently reminds us that age is only a number.... Appreciate and ENJOY " THE NOW"
If you want to contact me my email is
mandygata@hotmail.com
(and not forgetting a very happy birthday to you from Ray and Margaret.)
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I love these quotes AND this one just gently reminds us that age is only a number.... Appreciate and ENJOY " THE NOW"
If you want to contact me my email is
mandygata@hotmail.com
(and not forgetting a very happy birthday to you from Ray and Margaret.)
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8 May 2020
Welcome to the FRIENDS page. As you will have read in the HOME page, this is a forum for YOU to use at zero cost. Three very talented friends have got the ball rolling for me so, see what you think.
Welcome to the FRIENDS page. As you will have read in the HOME page, this is a forum for YOU to use at zero cost. Three very talented friends have got the ball rolling for me so, see what you think.
This is a piece by our friend and local artist
Mandy Borelli
´I had always wanted to learn to paint, having never had any artistic ability at all, so once I retired 3 years ago, I took the bull by the horns and set to. I had various classes with a local artist, but my choice is abstract.
I love all the vibrant mixes of colours, using any tools to hand, balloons, ridged cardboard, bubbly wrap, cling film, anything really , a lot of ideas that have come from youtube.
If you want to contact me my email is mandygata@hotmail.com
Lastly I would like to share a favourite poem, "my bible"
Desiderata... It says it all... Keep safe.`
Mandy Borelli
´I had always wanted to learn to paint, having never had any artistic ability at all, so once I retired 3 years ago, I took the bull by the horns and set to. I had various classes with a local artist, but my choice is abstract.
I love all the vibrant mixes of colours, using any tools to hand, balloons, ridged cardboard, bubbly wrap, cling film, anything really , a lot of ideas that have come from youtube.
If you want to contact me my email is mandygata@hotmail.com
Lastly I would like to share a favourite poem, "my bible"
Desiderata... It says it all... Keep safe.`
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This is our friend and writer Lucinda E Clarke
I first met Lucinda when we shared a table at Javea Bowls Club in Spain.
We hope to be sharing another table, later this year, at a language college in Valencia. The students will learn from our writing experiences.
You can contact Lucinda at,
lucinda@lucindaeclarke.com
I first met Lucinda when we shared a table at Javea Bowls Club in Spain.
- Lucinda was promoting her latest book and I was doing my best at promoting my first book. She sold more books than me on the day!
We hope to be sharing another table, later this year, at a language college in Valencia. The students will learn from our writing experiences.
You can contact Lucinda at,
lucinda@lucindaeclarke.com
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This is a piece by our friend and local artist Jenny Anne Morrison.
Entitled THE KISS
OIL ON CANVAS
measures. 90 cms x 90 cms
A little information:-
´I painted this image a few years ago on a smaller canvas, and it was sold to a client in the Philippines.
The painting was so beautiful to create, I decided to produce a slightly different version on a much bigger canvas.
I am known as a romantic painter, and THE KISS really captivates the romance in me.`
Visit my website to see paintings
http://www.jennyannemorrison.com
For Pop Up shop - info@fineartamerica.com
For enquiries and to arrange a private view at the Gallery call:-
LANDLINE : 96 558 7711
MOBILE :- 694 412 409
jennwill306@yahoo.co.uk
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