Shipbucket

After seen some videos of the fast ferries Stena Explorer class, I thought a similar fast ferry for covering long distances to Aegean Sea ( 100-180 nm). A "Stena Explorer" based design ( Semi -SWATH, right?) would have better sea keeping capabilities from real Austal High Speed or going to a real SWATH? Another very large distance is the Adriatic route (Patra-Ancona).

http://www.youtube.com/watch?v=J7entQq2aqg Stena Explorer
http://www.hellenicseaways.gr/index.php ... /highspeed The High Speed Catamarans Austal Built

What about a large SES? (like TSL Ogasawara?)

The interesting thing is that one hellenic defense magazine of 2010 suggested a fast fleet which among other contains a variant of TSL-A 140 Ogasavara. Somewhere I saw also a fast Norwegian AOR.

But the TSL-A 140 has only 210 tons load and I am wondering its role (if has anything to offer in a Navy). In commercial service perhaps could work.

Something else ready for months and discovered today: Lifeboats of Hellenic Coast Guard (AU)

The roots of HCG Lifeboat Command go back in late 1940's, when a marine branch of RHAF was created (like RAF had in WW2). First vessels were of course ex-RAF Thornycroft 67' & 73' ASRL launches. In 1957 RHAF decided to drop this service and passed the vessels and personnel to Coast Guard. Several more old British vessels were acquired through the years and some copies also built locally. HCG now following RNLI rescue tactics. In mid 1980's the first new lifeboats were ordered, 12 Halmatic Arun. Later an development of Arun appeared from Lambro, the SAR 60, which replaced all old vessels until late 1990's. Latest addition is one of the most advanced lifeboats Europe has, a variant of Norwegian Fosen Class lifeboats, built with license from Lambro as SAR 75. Latter started replacing the Arun's from 2011, which given to Cypriot Lifeboat Service (AU, similar with RNLI). However, some of the wooden rescue launches are still in use by the Hellenic Lifeguard Service [sea branch of Hellenic Rescue Team (AU)].



Note that this marine branch of RHAF did exist in real world also.

Former lifeboats will also appear in the future, since I have found plans of these vessels. In both Boulton Paul turrets had been removed already from mid 1950's since they were not necessary and re-engined with diesel engines. Copies were diesel powered from the beginning, based on the 73ft hull because that had better sea keeping capabilities. Also had different superstructure and if wondering twin Detroit Diesel 12V-71TI with 1500hp total.

Very nice!

Next in list are ambulance vessels from late 1950's to today.

First were based on British Seaplane Tenders 41.5 ft and 37.5ft ( some used from RHN for this role from mid 1930's until early seventies). Already from 1959 an ambulance variant appeared (powered by indigenous 120hp diesels, inspired from Flying Christine I& II) Later vessels built/modified had licence built Perkins 6354T diesels.
The Hellenic Ambulance Service used these wooden ambulance vessels for many years, with some surviving until well into the 1990' s. Today ambulance vessels are based on the Lambro Olympic series, a development of the venerable Halmatic/Nelson hull. Many workboats, coastal and lake patrol vessels plus pilot boats built also (still continuing from late 1960's), mainly with Volvo Penta and Scania diesels. Total 30 amblulance vessels are in service, making one of the largest fleet of its kind in world.

The Lambro Olympic Ambulance Boat is quite different from Flying Christine III in appearance, though equipment is very close.

Experimental Ambulance Boat Javelin 74A

Actually a rebuilt of the patrol boat Javelin in service with HCG, this fast ambulance boat tested in mid 2000's in Dodecanese Islands. Very capable, but expensive to maintain and run, returned back in HCG in 2011. Main problem was fuel cost, up to three times more than convectional ambulance vessels.

And finally one more car for AU, the Ford Mountaineer ("Ορειβάτης") Mk.1. Designed and built form Kontellis Factory (Ford), resembled a lot the US Bronco I but it was longer and used parts from european Ford. Interrion was borrowed from the last Taunus 17M/20M (this model production continued until 1976) and the Cologne V6 of course plus headlights/rear lights from Cortina MkIV, produced from 1972 to 1989. Most units built sold to civilians. Second series (Mk1A) was restyled completely and had the interior of the Granada II. Very succesfull model, was offered as a cheaper equivalent to Range Rover. The Mountaineer Mk.2 was the US Ford Explorer with several modifications and lasted until 2006.

Nice cars!

Added the speed limit on the highways of HLK (page 47). In theory, this limit is 140kph, with 15% allowance, so it is 160, but Highway Patrol is not very strict to upper limit as is in those who drive very slow without reason or driving dangerously. There are even some parts with good visibility were a driver can go much faster without any charging. The speed limit before 1990 was 120 (+ 15%), but raised after a research when it was announced that for 6 months no speed limits will exist, while Highway Patrol checked driving speeds.
The results was that most car drivers went from 130 to 150, while KTEL buses reached the spped of ELS railbuses (up to 110-120kph). Buses were finally limited electronically to 130. With better training for driving lisence and new limits high speed accidents reduced significantly, together with low speed city accidents. Careful driving is recommended in tunnels and bridges (as a mountainous country Hellas (AU) has many of both), were the old speed limit still exists.

Plans for highways in the Kingdom were from mid 1930's, but the state finally started building highways in early 1950's. First highway, named "1", linked Athens with Thessaloniki, covering 504km following mostly the coastline of Aegean Sea with the exception of a part passing near Larissa city in the middle of Thessaly plain. Officialy opened in January 1960, this road was similar with Italian Autostradas but having only two lanes in each direction seperated by a cement barrier in the middle, while in other areas two seperate parts built. Speed limit in those days was 90 (+10%), lated increased gradually to 100, 110 and 120 in early eighties, following transport equipment evolution. Side roads connected the highway with nearby cities and villages, while several restaurants, cafes, refueling stations opened alongside through the years, generally inspired by US movies. In 1980's some tunnels opened together with the adding of one more lane in each direction, in most of its length and a new method of making aspalt tarmac created a road with good grip. The last adittion on this highway was a double brigde over Maliakos bay in 1990's, reducing the total distance between these major cities to just under 480km. Maliakos bridges are large, but they are of a convectional design, not cable brigdes like the new Patraikos Bay bridge. Highway network continued to grow in next decades, with combined funding from EEC and Hellenic State. Secondary roads built by State money.
The most difficult highway to built was the Egnatia Highway (AU), connecting Igoumenitsa with Messimvria. With total length of 970km, this project last for nearly 17 years (1978-1996), because of the need of creating many tunnels, brigdes and even wildlife crossings besides the distance covered. It was the first Hellenic highway designed from the beginning with wildlife crossings, due to passing through forests and areas known for their wildlife (Wildlife crossings introduced in midwar period above the railway in same area, later with increasing train speed some more added). Also this highway features the longest straight of the network, 90 km long, in North Thrace Territory plain. Some wildlife crossings of Egnatia Higway shared with railway to reduce cost, everywhere this was possible.

Finally tolls follow the Italian system, drivers stop only in entrance for taking a position ticket and pay when leaving the highway. Note that military vehicles do not pay toll fee, but they have to stop in both stations. Security Forces vehicles pass without stop, as also amblulances (both state and private). Buses and lorries do pay, but charging is through a clever card linked directly to the operating company's bank account. A similar system is also available to any citizen use frequently the highway system, with the card can be fill up like cellphone cards at every toll station, highway restaurant/cafe and in airports/ports, or through charging bank account.

What about this? An double ended DDG Kimon with twin Mk13 GMLS (68-72 SM-1,8-12 RGM-66), inspired from IFAN Adelaide:

Personally for 1974 version I will replace fwd mk13 with mk11, replace aft mk13 with 5" gun and harpoon launcher (like ticonderoka class). no phalanx but use twin 40 mm gun and change mk92 fcs to spg53, add an/sql-32 v1 ecm OH ! this is american ship

when refit in 1994 i will replace mk11 with mk26, replace aft 5" gun with mk29 (for sea sparrow). add phalanx remove harpoon launcher or not, may be i will add tomahawk launcher and increase total length i'm not sure.


this ship look like gearing class. i will modify to 1976 low cost asw frigate by reduce total length and use sm-1 by mk134 box (like taiwan ship)

Kimon Class designed in 1960' s and built from 1969 to 1976, on US Coontz design. The Sea Sparrow (original design,page 47) added in 1978, while they have the Dutch WM28, not the Mk92. CIWS Phalanx was added in 1982, together with first 2 S-Class frigates. Refit was based to US NTU program and included also modifications in GMLS to accept SM-2 missiles. The RGM-66 missile first appeared in Gearing Class in 1977.

Mk11 GMLS had issues, while RHN (AU) does not use Harpoon missiles.

We indeed received eight Gearing's in 1969-1971, but replaced soon by the new Salamis Class frigate, an indigenous ASW design built 1978-1982. In late 1990's refit with the same radars of real MEKO 200HN.





P.S Please go in page 47 to see the general specs of Kimon Class DDG.