Posts tagged: folkestone

Things seen – October 2012

  • We start once again in Newhaven and a pair of remarkable films from the SNCF archive showcasing the Villandry and Valencay:

    Chateaux sur mer
    and
    Car Ferry des années 70

  • Newhaven port has fallen some way in importance and in maintenance since those halcyon days of the 1960s and, as these urban explorers discovered, the grade 2 listed former marine workshops are in a sorry state.
  • Fifty years later, and just before the end of the final incarnation of SNCF’s ferry fleet as Seafrance, the crew of the Seafrance Rodin were captured at work.
  • Few Dover-Calais car ferries of the 1990s remain in that service but reminders of what was, at times, a slightly tawdry era were recorded by a Frenchman with a camcorder:
    Stena Invicta

    Stena Empereur

    Stena Challenger

    Seafrance Renoir

    Pride of Kent

    Pride of Dover

  • Pride of Burgundy

  • Not being in a position to mock others for their obscure interests, one can only salute Beno and his Youtube Elevator Tours.

    Whilst it is noted that the Pride of Burgundy has nice Lutz lifts, the reviewer is more impressed with the “really retro 80s Lutz lifts on the Pride of Dover”.

  • Beno’s website also has some images of abandoned and decaying Folkestone harbour.
  • Thoresen’s overlooked freighter, the Viking IV, was a product of the Trosvik shipyard in Norway and she had a sister ship, the Mandeville, which was owned by A F Klaveness & Co, who would later become one of the three founder companies of Royal Viking Line. The Mandeville had an interesting career, tramping across the North Sea and seeing initial service on charter to Grimaldi and operating to Libya.

    Both ships ended their days as livestock carriers, the Mandeville as the Murray Express prior to being scrapped in the late 1990s. The Viking IV met her doom in more unfortunate circumstances: as the Guernsey Express she was caught by Super Typhoon Dale as it swept through the Pacific in November 1996. The ship sank, taking nearly 1,600 helpless cattle down with her in what became one of the most controversial reference points in the debate about Australia’s live export trade.

  • Staying briefly with livestock carriers and it is interesting to see images of the Linda Clausen, which must be the only Cunard passenger ship ever so converted. Originally the Cunard Ambassador, the ship sufferred an on board fire when just two years old in 1974. Declared a total loss, the wreck was rebuilt and served for a further decade before a further fire in the engine room saw her head for scrap in 1984.
  • The fates of the three Wappens Von Hamburg continues to be played out. The trio were built as successive passenger ship generations in 1955, 1962 and 1965 for HADAG service to the small German archipelago of Helgoland. The youngest was the first and, so far, only one of the three to go for scrap. Here is a somewhat distressing video of the ship being demolished by a digger in Esbjerg.

    The first and second HADAG ships of this name survive but the future in each case remains uncertain. The 1955 version remains laid up in the United States, now under the name Aurora. Her owner’s website contains some more information, together with a plea for donations.

    The Wappen Von Hamburg of 1962, which briefly saw 1960s service with Stena as the second Stockholm-based “Jatten Finn”, soon returned to HADAG and remained with the company until the 1980s. She continued to serve Helgoland until 2000 but now finds herself named the Supper Clubcruise 2, laid up in Istanbul.

  • The third “Jatten Finn” was Stena’s own Poseidon and this picture of the little ship is worthy of reference, if only for the oustanding backdrop. To complete the story of Stena’s early escapades in Stockholm, the very first ship to be bestowed with Jatten Finn titling was another HADAG ship, the Helgoland which was chartered in 1964. She returned to Stena in 1972 as the Stena Finlandica having been chartered in between times to the Red Cross for use in Vietnam as a hospital ship – in which guise she was covered in the harrowing 1970 documentary Nur leichte Kämpfe im Raum Da Nang. The Helgoland/Stena Finlandica survives as the Galapagos Legend.
  • The same Esbjerg scrapyard which dealt with the 1965 Wappen Von Hamburg also scrapped five Wightlink ships in recent years, including the Our Lady Pamela.
  • The Vitsentzos Kornaros at Piraeus

    The Vitsentzos Kornaros at Piraeus

  • Time for a quick look inside the engine room of the Vitsentzos Kornaros (ex-Viking Viscount).
  • The ‘Viscount’ also features in this collection of recollections from the Townsend Thoresen era.
  • Michele Lulurgas has written a fine appreciation of his personal favourite, the Ionian Island (ex-Albireo, later Blue Island, Merdif 1) on the Adriatic & Aegean Ferries website. An intriguing image of the ship in her final guise can be found here.
  • Car deck difficulties for the Penelope A.
  • It is difficult to imagine any company which had a more interesting passenger ferry fleet than Sol Lines, the Cyprus Liners, who operated for less than a decade from the late 1970s. The company acquired second hand ships with all sorts of backgrounds, starting with the remarkable Sol Phryne, originally the 1948-built Taisetsu Maru and followed up with the Sol Express (Sealink’s Dover), Sol Olympia (the first Stena Britannica), Sol Christina (Trasmed’s Juan March) and Sol Olympia II (Trasmed’s Santa Cruz de Tenerife).

    The website of Solomonides Shipping has an excellent section which details the Sol Lines era. All ships are covered through the ‘History’ menu but particularly recommended are the pages covering the company’s general history, the Sol Phryne and the ill-fated Sol Olympia II which burned in dry dock in Elefsis in 1985 and brought the entire operation to an end.

  • The Sol Olympia’s time as the Wickersham is remembered in this blog post.
  • One ship which has survived a near-death experience is the 1962-built Ambriabella. For many years she could be found rotting in Elefsis as the Panic but a couple of years ago she was discovered by a group of Italians who sought to restore her as a luxury yacht. The ship was originally built for Italian north Adriatic coastal service before heading to Greece in the 1970s. Her new owners have launched a website and restoration of the ship is planned to take place in Trieste.
  • The sister to the Ambriabella is the Dionea and several years ago this ship was similarly converted to a yacht.
  • The despatch of the Scotia Prince for scrap has provoked a fair amount of remorse in North America. The ship’s final period of operation in Europe saw her working for Marmara Lines in their final season between Italy and Turkey; she is seen here passing through the Corinth Canal.
  • The first of seven interesting pages of archive of material relating to one of the Scotia Prince’s Portland-Yarmouth predecessors, the Prince of Fundy, can be found here (click ‘Next’ to proceed).
  • The Nindawayma laid up in Montreal, June 2006

    The Nindawayma laid up in Montreal, June 2006

  • The Nindawayma (ex-Manx Viking) was reported to be finally scrapped a couple of years ago. The ship lay unwanted in Montreal for seven years before being towed to Sault Ste. Marie where she lay for some time, although a certain amount of work was done to enable both stern and bow doors to be properly opened.

    Fotunately, one astute photographer managed to completely document the ship as she was just before leaving Montreal.

  • Some radio controlled ferry models:
    Polaris
    Towada Maru
    Norsea
  • Jumbo Ferry's Ritsurin II

    Jumbo Ferry's Ritsurin II

  • Japanese operators love nothing more than to promote their services through catchy jingles and accompanying videos. Here are a couple of the very best from over the years:
    Jumbo Ferry (as played on board at all port arrivals)
    Higashi Nihon Ferry Rurururu Rurururu Car Ferry…
    The original Sunflower
    More Sunflower – a classic
  • The ship depicted in the last video is the Sunflower 11 which went on to operate for the ill-starred Sulpico Lines as the Princess of the Orient for whom she sank in The Philippines in 1998 with the loss of 150 lives. Film of a dive on her wreck can be found here.
  • Lastly, rough weather affects ships all over the world and a few videos have caught the eye in recent months:
    The Hamnavoe is seen caught in heavy seas leaving Stromness.

    A difficult arrival at Mikura-jima for the Camellia-Maru.

    Rough weather for the Theofilos at Lemnos.

    The Corsica Express Three leaves a trail of destruction in Samothraki during her brief Greek sojourn.

    The Cruise Olympia in difficulties at Ancona.

    The Olympic Champion rolling into Heraklion harbour.

  • A few hints on using the conditions to your advantage can be taken from the skipper of this small passenger ferry on the Mekong River in Thailand.
  • Things seen – November 2010

    The Anthi Marina, Milena and Dimitroula laid up in Piraeus outer harbour.

    The Anthi Marina, Milena and Dimitroula laid up in Piraeus outer harbour.

  • The laid up GA Ferries fleet in Piraeus has been put up for auction by the port authority. The following starting bids have been specified:

    DIMITROULA €1,277,000
    ANTHI MARINA €2,128,000
    ROMILDA €979,000
    MILENA €957,000
    MARINA €1,309,000
    RODANTHI €1,383,000
    DALIANA €957,500

    One wonders which shipboard delights make the Daliana €500 more valuable than her sister the Milena. Truthfully, I doubt many will miss most of these ships all of which were fairly grim clunkers at the very bottom of the market by the time GA Ferries finally gave up the ghost. The Dimitroula, whilst not an exception to that comment, was perhaps the most interesting, retaining many of her pocket Italian liner stylings through her Greek career. The fast craft Jetferry I, tucked up in the inner harbour adjacent to the berths of the smaller Blue Star ships, has already been repossessed by her secured creditors so is excluded from the list.

    There are some slightly haunting videos of the ships in the outer harbour, creaking and groaning at their berths here and here.

    The same set of videos also features a close up consideration of the Mediterranean Sky, once of Karageorgis Lines and before that Ellerman’s City of York but now a sunken, rusting hulk in a corner of Elefsis Bay.

    Meanwhile, near to the end of her operational days, life on board a Christmassy Romilda was captured by a nautilia user with the highly commendable name of ‘vortigern’.

  • The final departure of the Athens from Igoumenitsa en route for scrapping was captured for posterity – the vessel had served Ventouris Ferries for approaching a quarter of a century and had survived through all of the troubles of the family’s shipping operations – being right on the spot of disaster on occasion as pictures of her, freshly painted, alongside the sunken Grecia Express (ex-Norwind) prove.
  • Another former British ferry whose operational career in Greece was cut short at an early stage was the Theseus (ex-Dundalk, St Cybi). She did see service for a while however, as evidenced by this highly entertaining video of her berthing in rough weather at Kythira in 1993. Comedy highlights include the lost tyre bouncing around behind a disembarking vehicle and, somewhat cruelly, the lady who manages to drench herself as she attempts to embark by running up to and over the vehicle ramp.
  • ‘Mr Snail’ has a fine collection on flickr of images of and on board many of the lesser lights of the currently operational Greek domestic fleet, large and small.
  • The recent collision of the Superferry II (ex-Prince Laurent) with the pier in Tinos rang a bell and a quick search revealed a similar incident in Andros a couple of years ago – with rather more dramatic consequences for those on board.
  • The many and varied incidents which have affected BC Ferries’ fleet are documented in this remarkable youtube video which formed part of local TV coverage of the sinking of the Queen of the North.

    Meanwhile, this series of videos shows Tsawwassen terminal and the Queen of New Westminster being pounded by wet & wild weather in 2007.

  • Whilst Corsica Ferries seem somehow less accident-prone than rivals Moby, this image of the stern of the Mega Express shows that they still have their share of mishaps.
  • Continuing the theme of accidents and incidents, the former Ursula of Scandinavian Ferry Lines, latterly the Cozumel II, was washed ashore at Chinchorro Bank in Mexico during Hurricane Wilma in 2005. In May of this year she was finally released from her predicament as evidenced by this local television report.
  • Staying in Mexico, it is nearly three years since the Victory of Grandi Navi Veloci was sold to Baja Ferries where she operates as the Chihuahua Star alongside the California Star (ex-Stena Forwarder). She appears to have settled down quite well in operation, but, as can be seen from this voyage report, remains very much a GNV ship onboard.
  • Sessan Linjen was one of the more prestigious and upscale early car ferry operators and the company’s absorption by local rivals Stena Line in 1982 remains in many ways regrettable The vast majority of Sessan’s fleet were purpose-built and some interesting images are found here and here whilst a snatched recording of cars boarding the Prinsessan Desiree in Gothenburg in the early 1970s can be seen here. Today, Sessan’s Gothenburg terminal is the only remaining local link with the company, it now being home to Stena’s Kiel operation.
  • Mention of Stena and their early, rapid, growth prompts a quick link to one of my all time favourite ferry photographs, from the Dover Ferry Photos website, showing the little Stena Danica of 1965 in Dover alongside the Free Enterprise III and the Roi Baudouin. Stubby and small, she still manages to somehow outshine her equally modern rivals.
  • That Stena Danica image was taken during her brief charter to Townsend over the Winter of 1967/68 and just a couple of months later Pathé news ventured aboard the brand-new Dragon on her promotional visit to London to film this footage of one of the more attractive British-registered car ferries. The recording also resolves a minor query I had as to just what the Dragon featured in her main lobby, where her sister Leopard had a leopard clambering up the liftshaft (below). To the surprise of nobody it was a dragon (below x2), but still it is nice to see just what it looked like. As can also be seen both ships had Bayeux Tapestry extracts around the lobby’s upper circle.
    A leopard on the Leopard...

    A leopard on the Leopard...


    ...and a dragon on the Dragon.

    ...and a dragon on the Dragon.

  • The branch lines serving former railway ports still capture the imaginations of many and video tributes to those at Folkestone and Weymouth have found their way onto youtube. The Weymouth version includes some entertaining footage of cars being moved out of the way of the train as it passes along the quayside. Over at Folkestone, spread over three parts are some excellent clips of trains transiting the harbour line:
    Part One
    Part Two
    Part Three
  • The departure of the SNAV Sicilia (ex-Norland) for scrap is a reminder that this ship was once very famous indeed in her homeport of Kingston-upon-Hull. The Norland pub in Hessle remains a well-known local hostelry, whilst the name of Norland ARLFC continues to bring a wry smile to ferry enthusiast observers of the Hull & District League (this may indeed be a very limited number of people). Meanwhile a house on Norland Avenue doesn’t sound too bad a proposition, although that may depend on one’s view of the merits of living in Hull.

    The East Yorkshire version of the BBC’s Look North carried a decent segment on her demise (no longer available on iplayer but a related news item is here); the Hull Daily Mail predictably missed the story altogether.

  • It comes as a rude shock that some people don’t take ferry enthusiasm as seriously as this blog ceaselessly strives to. An entertaining critique of Brian Haresnape’s book Sealink, a revered tome in the eyes of this writer, can be found on the four pages of this link to an irreverent car forum – page 2 onwards are frankly not for the faint hearted.
  • Staying with Sealink and the ITN website has some interesting coverage of newsworthy events from the 1980s:
    ‘Save Our Senlac’
    On board the strikebound Earl Harold
    Refloating the Hengist
  • Lastly, the arrival of the Istra for scrapping in Aliaga didn’t go undocumented and below are some links to a series of images of and on board the old ship as she was prepared for cutting up (click on the thumbnails to go to the original urls):
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    (h/t Brodovi i pomorstvo)

  • Please send any contributions for ‘Things Seen’ to admin@hhvferry.com.

    Boulogne & The Canterbury

    Boulogne in in 1965 or 1966 with the St Patrick and Normannia at the Gare Maritime. Across the Liane on the Quai Gambetta is the General Steam Navigation Co.'s Queen of the Channel which operated excursion sailings from various Thames ports until 1966.

    Boulogne in 1965 or 1966 with the St Patrick and Normannia at the Gare Maritime. Across the Liane on the Quai Gambetta is the General Steam Navigation Co.'s Queen of the Channel which operated excursion sailings from various Thames ports until 1966.


    Visits to Boulogne-sur-Mer are always slightly haunting for me. This port town, which was massively damaged in the Second World War, rebuilt itself into the Channel port in the 1950s and much of the 1960s. For my family, it was almost always the continental port of arrival for motoring holidays – even back in the ’80s it was still a major port with two or three million passengers passing through each year. The years since then have been tough, and it is sometimes difficult to reconcile the busy, tourist and transport-oriented Boulogne of my childhood to the more sedate town of today. Boulogne lost out to Calais in the end for a variety of reasons but it was a protracted decline, culminating in December 1991 when Sealink Stena Line, ultimate successor to the railway operators who had placed such importance in sailings to Boulogne, closed their car ferry service from Folkestone.

    Just over twelve months after Sealink’s exit, the final mainstream conventional ferry service, operated by P&O, closed. Various low-profile freight services continued to Folkestone for a few years, together with Hoverspeed’s SeaCat but both ceased not long after the turn of the century. For three long years the port was desolate until Speedferries, sometimes more of a PR machine than a ferry operator, arrived in May 2004. As with most of the more recent operators, they proved to be a short-lived affair and closed amidst unpaid port dues and an arrested Speed One in late 2008.

    LD Lines are the latest operator to try their hand in Boulogne. Their Norman Arrow and Côte d’Albâtre have operated between them from Dover for much of 2009 but now it seems that the route’s real saviour will be the Norman Spirit (ex-Prins Filip/P&OSL Aquitaine). Operations will, however, be from the new hub port in the Darse Sarraz Bournet – which is nearer the hoverport at La Portel than the Gare Maritime in the heart of town. And so, any unanticipated future operation by Euroferries aside, use of the traditional arrival point for cross-channel passengers has come to an end. I’ll be looking at the history of Boulogne in more detail in the future, but here are a couple of images of the famous quayside from last month. The sad state of the linkspan at berth 15, built in 1965 to coincide with the introduction of the Dover, is of particular interest – this was for many years used by Sealink’s Hengist and Horsa and is the oldest remaining span at the port; the original 1952 linkspan around the corner at berth 13 was replaced by the present double deck structure in 1984 which, having been modified for fast craft use, was in operation right up to the transfer of LD Lines to the new port in September 2009.

    Berth 15, October 2009.

    Berth 15, October 2009.





    Standing on the Quai Gambetta to take those images, with the post-war Gare Maritime in the background, one can turn 180 degrees to see further evidence of the post-war reconstruction. Firstly, still dominating the portscape are the ‘Quatre buildings du Quai Gambetta’, four twelve-storey tower blocks, icons of French modernism which were recently the subject of an interesting exhibition at the local School of Art. Along the quayside slightly is the 1950s Chamber of Commerce building, whose interest in this case lies inside where it houses a model of perhaps the most contemporarily famous ship ever to have served the port.

    The Canterbury at Boulogne.

    The Canterbury at Boulogne.

    The Canterbury was completed by Denny of Dumbarton in 1929, being launched just before Christmas the previous year. She was built especially for use in connection with the all-first class Golden Arrow which operated from London Victoria to Paris Nord (via Dover-Calais) from May 1929 onwards. The Canterbury benefits from perhaps the finest biography of any cross-channel vessel, the mesmerising The Canterbury Remembered, a difficult to find limited edition of only 150 copies by Henry Maxwell. Certainly I find it hard to dispute Maxwell’s assertion that the Canterbury was “probably the best known, certainly the best loved cross-channel steamer there has ever been”. It is difficult to place this fame in a modern context when ferries only attain such prominence through infamy. Yet, used as she was by the ruling elite on one of most important transport connections with the Continent she, and the Golden Arrow, seeped into the public consciousness.

    Modern historians, rightly, look for an empathetic angle to any historical situation – this first class deluxe service is all well and good but how did the “real people” live, what does this ship have to do with them? During World War 2 and in her later years, the Canterbury managed to bridge the class divide that she was born in many ways to represent. A notable war service saw the ship deliver troops to Calais and Boulogne not long before both ports fell, then being present at both Dunkirk and D Day. Post-war, replaced at last by the new Invicta (which had been due for delivery in 1940 but entered railway service in 1946) she was moved over to Folkestone and operated for most of the rest of her career to Boulogne where, latterly, her passenger complements were, “in the great majority either day excursionists or members of tourist parties organised by the big travel agents: Lunn, Workers Travel Association, Wayfarers and the like”.

    As such, and together with the Isle of Thanet and the early car ferries, she helped re-popularise Boulogne both as a transit port and a destination. And it was the Canterbury which opened the new Gare Maritime which we today note the closure of: designed by the architects Georges Popesco and André Lacoste this was a modernist, almost utopian vision of the future with sweeping concrete ramps and a quite unique and complete integration of car ferry terminal with railway station. Delays in the completion of the car ramp saw the official opening delayed until 16 June 1952 with an arrival by the brand new Lord Warden but it was the Canterbury which made the maiden sailing, on 30 May.

    The post-war Gare Maritime with, alongisde, the Canterbury and Lord Warden (bottom left, the latter at the original car ferry berth) and the Isle of Thanet (top).

    The post-war Gare Maritime with, alongside, the Canterbury and Lord Warden (bottom left, the latter at the original car ferry berth) and the Isle of Thanet (top).


    New & old at Boulogne - the Canterbury alongside one of the curving concrete roadways used by departing vehicles after they had disembarked from the new car ferry at berth 13. The Quatre Buildings du Quai Gambetta can be seen on the other side of the Liane.

    New & old at Boulogne - the Canterbury alongside one of the curving concrete roadways used by departing vehicles after they had disembarked from the car ferry at berth 13. The Quatre Buildings du Quai Gambetta can be seen on the other side of the Liane.


    The Canterbury arriving at Boulogne stern-first late in her career.  In the foreground is the post-war Casino, designed by Marcel Bonhomme and opened in 1960, which replaced the structure damaged by fire in 1937 and left in ruins after the war. This is now the location of Nausicaä, the French National Centre for the Sea, opened in 1991.

    The Canterbury arriving at Boulogne stern-first late in her career. In the foreground is the post-war Casino, designed by Marcel Bonhomme and opened in 1960, which replaced the structure damaged by fire in 1937 and left in ruins after the war. This is now the location of Nausicaä, the French National Centre for the Sea, opened in 1991.

    The model of the Canterbury which resides in the foyer of the Chamber of Commerce was presented to the French nearly 50 years ago, on 4 December 1959. It was the (BR) Southern Region’s own model and was given to Boulogne at the suggestion of M. Sarraz-Bournet “as a permanent reminder of the town’s historic links with England, and as a souvenir of the ship’s long association with the port”. To this day, however, it retains its little sign noting that “this model is on loan from the collection of the British Transport Commission” (BTC).

    The BTC was abolished by the Transport Act of 1962.






    Boulogne was the quintessential Cross-Channel port – unlike Calais, the ferry port was physically a part of the city itself, yet clearly with a view beyond its visible horizons. Boulogne was the first taste of France for hundreds of thousands of travellers over many decades and for many the experience of arrival by ship and onward connection by rail was gripping and memorable. In his book Gateway to the Continent E W P Veale remembers “the childhood thrill of a day trip from Folkestone to Boulogne in the Lord Warden [of 1896], the old town of Boulogne rising behind the quay and crowned by the Cathedral; in the foreground the unfamiliar French rolling stock, French locomotives with working parts freely exposed and stove-pipe funnels; carriages in the smart green livery of the “Nord”; and the brown match-board panelling of the Wagons-Restaurants and Wagons-Lits.”

    Recent years have not been kind – the post-war Gare Maritime remains, but in a continually declining state. Until just a couple of years ago however it was possible to wander around the abandoned railway station with its ripped up railway lines and the adjacent quaysides. Today, chain link fencing prevents even that nostalgic pleasure. Despite its cultural and architectural significance, the only future seems likely to be demolition.

    The Canterbury was towed away from Dover for scrapping in Belgium in July 1965. For now, the Gare Maritime which she opened still glowers across the Liane at the Chamber of Commerce building housing that perpetual reminder of both the ship and of the sea links between Boulogne and England.

    The Canterbury alongside the post war Gare Maritime.

    The Canterbury alongside the post war Gare Maritime.


    The Gare Maritime in August 2008, with berth 15 to the left.

    The Gare Maritime in August 2008, with berth 15 to the left.


    “She is moving. She is moving ever so slightly forward and as she moves her bow swings round to port and she is headed up towards the jetties…. she becomes an anthology of images: she is a swan gliding upon a lake, a floating island upon some inland sea, a seagull with wings folded at rest upon still water, a ballerina bourree-ing her way before the footlights. Barely moving and yet already with all her lines, rakes and sheers melting and deliquescent.

    And now she grows in size and majesty as she enters the channel between the jetty arms, seeming taller as funnel and masts converge into one ascendant perpendicular; moving with only a sluggish ripple curving from her bows, and with another lazily upheaving behind her stern: surprisingly and surpassingly beautiful.

    And behind her, in the Inner Port, there is a sudden emptiness as her presence is withdrawn – that presence which all afternoon has drawn the eye and which has constituted, of itself, a kind of heart-beat in the port, a heart-beat now stilled.

    And all along the seaward-reaching jetty fishermen with their rods and lines, and innumerable strollers promenading there, see her pass. And the sluggish tide beneath them, already low about the jetty piles, falls in her wake lower yet and is sucked backwards uncovering the dark barnacle-encrusted stone on which the piles are set.

    And the water as it is swallowed backwards and then sluggishly regurgitated produces a sound as of a low, reluctant sigh: as if the tide were bidding the departing ship adieu.

    And as she passes the jetty’s end and stands out into the roadstead the afternoon sunlight falls directly upon her retreating stern, illuminating it with golden fire so that the lettering across it seems all to be ablaze –
    CANTERBURY
    LONDON

    Henry Maxwell, A Boulogne departure in ‘The Canterbury Remembered’

    The Canterbury leaving Boulogne.

    The Canterbury leaving Boulogne.

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