Appearance
🎉 your wikipedia🥳
"Danmark was an armored frigate of the Royal Danish Navy originally ordered by the Confederate States Navy. The origins of the Danmark lie in efforts of the Confederate States of America to purchase warships in Europe, which is to say in the United Kingdom and France, during the American Civil War. These efforts were led by James Dunwoody Bulloch, but the Danmark was ordered by another Confederate agent, Lieutenant (later Commander) James H. North. North was sent to Europe by Confederate Navy secretary Stephen Mallory with the aim of buying a completed sea-going ironclad warship, the French Navy's Gloire, and ordering a similar vessel on Confederate account. The French government refused to sell Gloire, or to allow a sister ship to be built in French shipyards. North proceeded to Britain, where the Whig government had adopted a laissez-faire attitude to American arms-buying. Here he met with George Thomson, co-owner of the Clydebank shipbuilders J. & G. Thompson. North signed a contract with Thomson's on 21 May 1862 for an armoured frigate of some 3,000 tons and 80 metres in length, for a contract price of 190,000 pounds sterling--around two million Confederate dollars at the prevailing rate of exchange--paying a deposit of 18,000 pounds. Thomson's contracted to the deliver the ship by 1 June 1863. Known to the Confederates as "North's ship", or as "Number 61", she was Santa Maria to her builders. As finally completed, she displaced 4,750 tons, a slab-sided three-masted barque. Under steam, she would make . By the summer of 1863, the Confederate agents in Europe were seeking to sell off North's ship, offering her to the Imperial Russian Navy. The ship was clearly unsuited to Confederate needs, being too large and requiring too large a crew for their limited resources, and her draft of 6 metres was too deep for operations in the shoal waters on the Confederate coasts. Thompson's too were concerned that they would not be allowed to deliver the ship to the Confederates in the changed political climate and cancelled the contract in late 1863. Work continued slowly on the ship, which was launched on 23 February 1864. The outbreak of the Second War of Schleswig led the Royal Danish Navy to purchase the ship, but delays in fitting out and working up meant that she was not ready for service before the end of the war. The Danmark undertook only one active commission, from June to October 1869. At sea with her armament aboard she rolled violently, and the coal consumption of her engines was extremely high. As a result, she remained in reserve thereafter, becoming a barracks ship in 1893 before being eventually scrapped in 1907. As commissioned into Danish service, she was armed with 20 60-pounder (8-inch) smoothbore muzzle-loading guns of 88 hundredweight and 8 18-pounder rifled muzzle-loading guns of 40 hundredweight. In 1865 this was changed to an all-rifled muzzle-loading armament of 12 60-pounder guns and 10 24-pounder guns. Two more 24-pounder guns were added in 1867. References * * * Noirsain, Serge, La flotte européenne de la Confederation sudiste. Confederate Historical Association of Belgium, 2000. Published without ISBN * * Still, William H. (ed.), The Confederate Navy: The Ships, Men and Organization, 1861–1865. Conway Maritime Press, 1997. Category:Ironclad warships of the Confederate States Navy Category:1864 ships Category:Ironclad warships of the Royal Danish Navy Category:Ships built on the River Clyde "
"The Deeside Tramway was a gravity and horse-worked, narrow gauge industrial railway connecting the slate workings on the Dee valley with the main road at Glyndyfrdwy See Deeside Tramway rail, Glyndyfrdwy, Denbighshire further down page. and later the Great Western Railway's Ruabon-Dolgellau railway. It was one of the last tramways in regular use to use wooden rails covered in iron sheaths. History The tramway was constructed around 1870, following the opening of the Llangollen and Corwen Railway which passed through Glyndyfrdwy. The tramway initially ran from the Deeside Slate Works at Nant-y-Pandy to the Deeside quarry. The tramway was unusual in its use of wooden rails with iron sheaths on the running surfaces, a very early form of permanent way, and one that had almost entirely died out by this date. In the late 1870s the tramway was extended in two directions to bring its total length to . The line was extended north from the Deeside slate works along the east side of Nant-y- Pandy to the head of a long incline that dropped through Glyndyfrdwy to a transhipment wharf with the Llangollen and Corwen Railway. The line was extended south and west from Deeside Quarry, running up the west side of the quarry by a further incline, then looping westwards along the hillside to the foot of the exit incline of the Moel Fferna quarry. These extensions were laid with traditional iron rails, although the original section retained the wooden rails throughout its lifetime. The line continued operating until just after the end of the Second World War, finally closing in 1947. Operation Throughout its life the tramway was operated by gravity workings from the quarries to Glyndyfrdwy, with return trains hauled by horses. The remains of the tramway= Glyndyfrdwy = The remains of the incline running through the village The remains of the trans-shipment wharf are on the east of the crossing keeper's box on the Llangollen Railway and are now part of a children's play area. The inclined plane runs approximately south up the hill. One modern house is built across the incline on the north side of the A5 road. Another house has been built across the formation on the south side of the A5, and the tunnel under the road was filled-in during the early 1960s = Glyndyfrdwy to Nant-y-Pandy = At the top of the incline the walls of the winding house still stand. From here a footpath follows the trackbed of the tramway. There are occasional sleepers and lengths of flat-bottomed rail along this section. There are several building remains at the Deeside Slate Works and explanatory signboards have been installed there. Running south is the shallow incline towards Deeside Slab Quarry. There are longitudinal wooden rails still in situ in many places, especially in the damp cuttings. Occasionally, a line of rusty metal marks where one of the tie bars that held the rails to gauge sat. In at least one location, a metal rail sheath is still visible over the wood of a rail. = Nant-y-Pandy to Deeside Slab Quarry = Above Nant-y-Pandy the route passes the site of the reservoir that provided water power to the mill's overshot waterwheel, before the formation is breached by the valley road. Above Ty'n y Wern the tramway formation reappears on the hillside above the road, past Tan-y-Graig, until the road climbs up and takes over the tramway route. From here until the Deeside quarry, the tramway formation is now a farm road. The formation crosses the head of the valley in a horseshoe curve and rounds the bluff to reach the quarry. At the south-west edge of the quarry an incline leads up to the route to Moel Fferna quarry. See also * British narrow gauge slate railways ReferencesFurther reading * * External links * Website with photos of the tramway route * Historic photos of Moel Fferna mine Category:2 ft 6 in gauge railways in Wales Category:Industrial railways in Wales Category:Closed railway lines in Wales Category:Horse-drawn railways Category:Railway inclines in Wales "
"Martin Green may refer to: *Martin Green (professor) (born 1948), pioneer in solar cells *Martin Green (author) (1932–2015), scholar and author *Martin E. Green (1815–1863), Confederate brigadier general in the American Civil War *Martin Green (musician), accordionist in Scottish folk trio Lau *Martin Green (events producer) *Martyn Green (1899–1975), English actor and singer *Marty Green (River City), fictional character in Scottish soap opera River City *Martin Grene (1616–1667), Jesuit "