Sunday, 24 September 2023

Early School Days

 Robin Hoods Bay

My first recollection of school was around 1945 when I would be 5 years old. We lived in my grandfather’s large house in Robin Hoods Bay, a small fishing/farming community on the NE coast of Yorkshire.

Robin Hoods Bay was really divided in two, those that lived at the bottom of the bank in the old village and those that lived at the top of the bank.

Grandfather was a successful Captain, like many men in “the Bay” who bought new and expensive houses at the top of the bank. Our house, “Lincoln” had a large garden adjacent to the car park, a pantry, a “poshtub” in an outhouse where clothes were heated in a water bowl before being poshed, rinsed, and hug out to dry and a set of room indicators over the entrance hall inked to each room. The idea was that this was an indicator for servants where there was a request for service. Not sure why we had them as we had no servants!!

School was in the hamlet of Thorpe some one kilometre away up two steep hills, Donkey bank and Thorpe bank to an imposing stone building on the outskirts of Thorpe on the way up to Fylling Dales. We did this all-year-round summer, winter, sun, and rain.

The school was run by a man and wife teacher duo that lived onsite, so it paid to be on time, a demanding target most days!

There was no bus so we had to walk and often my brother and I would join up with the Lawson children as we made our way to school. That meant we often got up to some pranks on the way or on the way back.

I have absolutely no recollection of the teaching we received which might say something about my ability to learn or the content we were presented with. Remember this was late 1940’s and I was only seven or eight years old.

However, paradoxically I do remember some of the incidents that occurred on our trips to and from school.

One was the winter of 1947, one of the worst on record. It snowed for a week and left snowdrifts telegraph pole high. Snow clearing took a long time in coming.

However we must go to school so off we went on this winter adventure. After wading through knee high snow up Donkey Bank we came to a giant snowdrift outside the Vicarage on Thorpe Lane completely blocking the road.

Tunnelling through it was the only option if we where to get to school so without regards to safety we excitingly we buried down to the asphalt road and onward through the snowdrift to emerge some two metres later. What an adventure even though we were by now soaking wet.

So we arrived at school shivering and found we were the only ones to make it. Yes! Success!

However, our elation was short-lived as the teacher made us take off our clothes and hang them over the large potbellied stove in the corner of the room to dry. Once dry we dressed ourselves and were sent home as the school would be closed for two weeks until the snow melted sufficiently so that children from the outlying farms could reach school, experiencing that our snowdrift tunnel had survived so we arrived a little less wet than our outward journey.

Three years later we moved to a new house in Middlesbrough, and I was to attend Whinney Banks junior school.

The transition from village school in Robin Hoods Bay to a large junior school in a large town was a huge step for a ten-year-old boy.

Now there were classes of 20-30 pupils and a class timetable with different teachers and subjects such as PT and RI. What are they?

Physical training (PT) took place in a gymnasium with lots of apparatus that we had to use such as climbing ropes. We had to change for this class into shorts and sports shirt and plimsoles on our feet. These were black soft soled trainers.

Religious Instruction (RI) was quite different and very difficult to grasp. Here we were to focus on the Bible, both the old and new testaments and learn by heart the ten commandments. These lessons were often in a coded language relating to evils, sins, and heaven. All very difficult for a happy go lucky ten-year-old.

Then there were breaks as they were called, a sort of pause between classes when we could go out in the playground and meet up with our newfound pals and have fun. I must say fun often meant taunting other pupils, called bullying today!

It was in one of these breaks that I came across my first sighting of a boy “of colour”. I think he was either from Pakistan or India but spoke with a broad Middlesbrough accent. My first contact with multiculturalism.

We got free lunch when we could sit together in a huge canteen. The food was not very exciting consisting of stews and boiled vegetables and even worse semolina pudding that we called “frogs’ eyes” as the semolina popped in the custard.

My time at Whinney Banks was short as I was about to face my next educational hurdle, the “11 plus exam”. Success here would open opportunity to enter grammar school and eventually could lead to university. Failure meant attending secondary school and picking up a trade to follow.

Saturday, 16 September 2023

Maritime choke points

Free navigation on our oceans?

Around seventy percent of the planet is covered by water, and we could be led to believe that everyone can travel and navigate wherever they want.

It is a little more complicated than that.

There are nations that have jurisdictions in the seas adjacent to their land and there are international maritime traffic regulations. Together these limit the notion of free navigation in many parts of the world.

Freedom of navigation on the high seas historically has been governed by customs and bilateral agreements between nations. It was only with the creation of UNCLOS (United Nations Convention on the Law of the Sea) in 1982 that freedom of navigation became a right for all states.[1]

So in principle, ships could travel wherever they wanted.

However there are many places in the world where passage by sea is hindered by natural or artificial obstacles. Narrow straits or channels or canals or waterways passing through the territory of neighbouring countries.

These restrictive routes are often called maritime choke points and there are many.[2]


Often, their value to the shipowner is that they reduce transit time on a voyage thus lowering transport costs. The downside is that they are heavily trafficked and demand a high level of operational skill and they can also be subject to political interference by neighbouring countries. Examples are the closure of the Suez Canal during war, piracy that disrupts passage in the Gulf of Aden and the attacks by Iran on tankers in the Straits of Hormuz leading to the oil rich states in the Arabian Sea.

[3]


 


It was the United Nations Convention on the Law of the Sea (UNCLOS) that came into effect in 1994 that changed the seascape of the world’s oceans by giving rights to maritime nations over their adjacent seas.

The seas from the coast for 12 nautical miles are territorial waters and are subject to the jurisdiction of the maritime state, a sort of extension of the maritime state’s authority. Freedom of navigation is allowed here.

The next 12 nautical miles is called the contiguous zone in which the coastal State may exercise the control necessary to prevent and punish infringements of its customs, fiscal, immigration, and sanitary laws within its territory or territorial sea.

The EEZ (Economic Exclusive Zone) extends 200 nautical miles from the coast and gives the maritime state jurisdiction over living and non-living resources such as fish and minerals.

International waters are generally accepted to be the seas beyond the territorial limit of 12 nautical miles and in which no country has jurisdiction and where there is freedom of navigation. However there are many disputes over these areas. Perhaps the most noticeable is the Northwest passage which is designated international water, but which Canada and the USA consider internal waters. The Northern Sea Route north of Russia is another example of contested seas.

Controlling and policing these areas is controversial and is open to abuse where commercial ships have been hindered in their voyage as in SE Asian waters.


 [4]Another layer of restriction appears with marine traffic control, and this applies especially in straits and around conspicuous headlands such as the English Channel. A Vessel Traffic Service (VTS) is a service that provides for the safe navigation of ships. It is a mandatory scheme in territorial waters. In the English Channel and Dover straits this means that east-going vessels follow the French coast traffic lane and west-going traffic follows the English coast traffic lane. Segregation of traffic with one-way systems provides the necessary safety for vessels.

So the worlds seas have restrictions and some control to both help the seafarer and to protect the marine environment.

References

‘Cross Channel Atlas - Channel Space’. Accessed 14 September 2023. https://atlas-transmanche.certic.unicaen.fr/en/page-376.html.

‘Freedom of Navigation’. In Wikipedia, 7 May 2023. https://en.wikipedia.org/w/index.php?title=Freedom_of_navigation&oldid=1153545793.

Magazine, Hakai. ‘In Graphic Detail: Choked Off’. Hakai Magazine. Accessed 17 June 2023. https://hakaimagazine.com/videos-visuals/in-graphic-detail-choked-off/.

Staff, BRINK Editorial. ‘World Oil Trade Hinges on These 8 Vulnerable Chokepoints’. BRINK – Conversations and Insights on Global Business. Accessed 17 June 2023. https://www.brinknews.com/world-oil-trade-hinges-on-these-8-vulnerable-chokepoints/.

 



[1] ‘Freedom of Navigation’.

[2] Magazine, ‘In Graphic Detail’.

[3] Staff, ‘World Oil Trade Hinges on These 8 Vulnerable Chokepoints’.

[4] ‘Cross Channel Atlas - Channel Space’.

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