History of the RSL Fleet and 1654 in particular.
With thanks to the British Military Powerboat Team website for the majority of the information below.
When the RAF made the decision to switch to Rolls Royce power units, the replacement Range Safety Launch for the ageing conversions of 41.5ft Seaplane Tenders was proposed, and the task of evolving a craft to meet staff requirements was given to the Research and Development of Marine Craft department of the Ministry of Supply. Subsequently the M.O.S. entrusted to Thornycroft the task of designing the new launch. Some of the requirements for the 43ft RSL were a continuous speed of 20 knots in coastal sea conditions, a very heavy construction suitable for rough usage in tropical or arctic conditions, a 2-ton tow hook, a range of 200 miles, accommodation for four stretcher cases under cover and space and stability to carry up to 30 passengers. Other requirements included good all-round visibility for the coxswain, separate radio office, galley and W.C.
Thanks to Christian Sheppard-Capurro for sending me some additional history information, via the British Military Power Boat Team website which means I can update this with the following.
Sheppard-Capurro
RSL1654 was ordered, by the RAF, in 1955 on charge 30.08.56, which I presume means when she was delivered for service. Upon completion 1654 had been allocated to serve at 238 MU Calshot, but she remained in storage (oddly in tropical livery as completed).
She was then allocated to serve at RAF Glugor, Penang, Malaysia, with 1123 MCU.
In1967 she was returned to the UK and was in storage at Haslar, Gosport, after being in storage at Mountbatten for 3 years.
July 1972 she was 'posted' to 1151 MCU in Malta to replace Pinnace 1373, 3 months before my own posting to Luqa, where she served until 1978 when the British forces left Malta.
She was then transferred to the Malta coastguard as C20 (see the photographs below) on 29 September 1978 and was used by a boys training school in Valletta.
This information was obtained, by Christian, from the RAF Marine Craft Directory, Volume II.
Thanks to Christian Sheppard-Capurro for sending me some additional history information, via the British Military Power Boat Team website which means I can update this with the following.
Sheppard-Capurro
RSL1654 was ordered, by the RAF, in 1955 on charge 30.08.56, which I presume means when she was delivered for service. Upon completion 1654 had been allocated to serve at 238 MU Calshot, but she remained in storage (oddly in tropical livery as completed).
She was then allocated to serve at RAF Glugor, Penang, Malaysia, with 1123 MCU.
In1967 she was returned to the UK and was in storage at Haslar, Gosport, after being in storage at Mountbatten for 3 years.
July 1972 she was 'posted' to 1151 MCU in Malta to replace Pinnace 1373, 3 months before my own posting to Luqa, where she served until 1978 when the British forces left Malta.
She was then transferred to the Malta coastguard as C20 (see the photographs below) on 29 September 1978 and was used by a boys training school in Valletta.
This information was obtained, by Christian, from the RAF Marine Craft Directory, Volume II.
Serving in Marsaxlokk
I took this photograph from the sailing club building in Marsaxlokk when RSL 1654 was standing by in case anything went wrong with the launch of another boat down the slipway.
Had a comment from Norman Seargeant on teh Guestbook page about when he was Cox'n on RSL 1654.
"I was cox'n i/c RSL 1654, 1977-1978. She was mainly used on Harbour duties, towing slipped craft, the odd dinghy drill but mostly ACM Hall vip duties, official visits to ships and Sunday "jollies", swimming in local areas. One memorable VIP task in Grand Hbr we picked up a coir fender and shunted on one engine in the dark. The result was the ACM got me my Third, so happy memories of 1654. sorry to see her present state."
Had a comment from Norman Seargeant on teh Guestbook page about when he was Cox'n on RSL 1654.
"I was cox'n i/c RSL 1654, 1977-1978. She was mainly used on Harbour duties, towing slipped craft, the odd dinghy drill but mostly ACM Hall vip duties, official visits to ships and Sunday "jollies", swimming in local areas. One memorable VIP task in Grand Hbr we picked up a coir fender and shunted on one engine in the dark. The result was the ACM got me my Third, so happy memories of 1654. sorry to see her present state."
Launching from the slipway
The original photograph that the one above was taken from. There is a small boat to the left which is also MCU but I don't know the type.
Originally designated the 43ft Seaplane Tender, but later known as the 43ft Range Safety Launch, the Thornycroft 43ft RSL met the RAF requirements for a robust, fast seagoing launch for duties which were to include clearance of air/sea practice bombing ranges and SAR. Design and build of the first batch were carried out at Hampton with electrics designed and produced mainly at the Woolston yard and the machinery entrusted to the builders Marine Engine works at Reading. In comparison to the 41.5ft RSL Mk I, the 43ft RSL was more solidly built, crew kindly and comfortable craft which were suited to spending many hours at sea on range safety work. The same type of Rolls Royce engines used in the 63ft GSPs were utilised to give a speed of 20 knots, and although slower than the earlier craft, they were better in a seaway. After the first batch were ordered in 1953, several others were ordered in 1955, with orders going out to several builders.
The 43ft RSL hull was of conventional hard chine wooden construction. The bottom and side planking was laid double diagonally, whilst the deck planking was laid longitudinally with single tongued and grooved planks. The deck superstructure was prefabricated from aluminium-alloy sheet. The keel was designed to support the keel structure when the RSL was beached on a level slipway. The hull was subdivided by 5 bulkheads of which both the forepeak and aft peak bulkheads were watertight to deck level.
The bulkhead separating the wheelhouse from the galley area was watertight to the wheelhouse floor. At the after extremity of the cabin was an aluminium-alloy bulkhead which was watertight also to floor level.
Teak was used for the side and bottom planking. The side planking was 11/16 inch in total thickness laid double diagonally, the inner skin was 3/4 inch thick and the outer 7/16 inch. The bottom planking was 3/4 inch in total thickness, with the inner layer 1/4 inch and the outer skin ½ inch thick. The deck superstructure was fabricated from aluminium-alloy riveted and welded. It covered the wheelhouse, galley and W/T compartment and cabin. Windows were fitted in the front, rear and sides of the superstructure, with standard portlights fitted for the W/T room, galley and toilet compartments. The interior surface was insulated with 1½ inch Isoflex covered by 1/8 inch thick plywood lining.
Originally designated the 43ft Seaplane Tender, but later known as the 43ft Range Safety Launch, the Thornycroft 43ft RSL met the RAF requirements for a robust, fast seagoing launch for duties which were to include clearance of air/sea practice bombing ranges and SAR. Design and build of the first batch were carried out at Hampton with electrics designed and produced mainly at the Woolston yard and the machinery entrusted to the builders Marine Engine works at Reading. In comparison to the 41.5ft RSL Mk I, the 43ft RSL was more solidly built, crew kindly and comfortable craft which were suited to spending many hours at sea on range safety work. The same type of Rolls Royce engines used in the 63ft GSPs were utilised to give a speed of 20 knots, and although slower than the earlier craft, they were better in a seaway. After the first batch were ordered in 1953, several others were ordered in 1955, with orders going out to several builders.
The 43ft RSL hull was of conventional hard chine wooden construction. The bottom and side planking was laid double diagonally, whilst the deck planking was laid longitudinally with single tongued and grooved planks. The deck superstructure was prefabricated from aluminium-alloy sheet. The keel was designed to support the keel structure when the RSL was beached on a level slipway. The hull was subdivided by 5 bulkheads of which both the forepeak and aft peak bulkheads were watertight to deck level.
The bulkhead separating the wheelhouse from the galley area was watertight to the wheelhouse floor. At the after extremity of the cabin was an aluminium-alloy bulkhead which was watertight also to floor level.
Teak was used for the side and bottom planking. The side planking was 11/16 inch in total thickness laid double diagonally, the inner skin was 3/4 inch thick and the outer 7/16 inch. The bottom planking was 3/4 inch in total thickness, with the inner layer 1/4 inch and the outer skin ½ inch thick. The deck superstructure was fabricated from aluminium-alloy riveted and welded. It covered the wheelhouse, galley and W/T compartment and cabin. Windows were fitted in the front, rear and sides of the superstructure, with standard portlights fitted for the W/T room, galley and toilet compartments. The interior surface was insulated with 1½ inch Isoflex covered by 1/8 inch thick plywood lining.
Into private ownership
I don't know who the first owner of 1654 was, or who it is now but that is the first thing I need to establish.
This photograph was after 1978 as she is obviously privately owned with some modifications to the original structure.
Looks very like Marsa they are sailing through into the harbour.
Image from http://www.maltashipphotos.com/ reproduced with kind permission of Capt Lawrence Dalli
This photograph was after 1978 as she is obviously privately owned with some modifications to the original structure.
Looks very like Marsa they are sailing through into the harbour.
Image from http://www.maltashipphotos.com/ reproduced with kind permission of Capt Lawrence Dalli
Recognise these photographs?
Do you know who owned 1654, or C20 as it was known, after the RAF left. Please let me know, it might be the key I need to find the current owner.
Image from http://www.maltashipphotos.com/ reproduced with kind permission of Capt Lawrence Dalli
Image from http://www.maltashipphotos.com/ reproduced with kind permission of Capt Lawrence Dalli
In Marsa?
Possibly taken in Marsa. Do you know when this was?
http://www.maltashipphotos.com/reproduced with kind permission of Capt Lawrence Dalli
http://www.maltashipphotos.com/reproduced with kind permission of Capt Lawrence Dalli
Marsa again?
I suspect that this photograph was taken at the same time as the one above. Appears to be the same mooring.
reproduced with kind permission of Capt Lawrence Dalli
http://www.maltashipphotos.com/
reproduced with kind permission of Capt Lawrence Dalli
http://www.maltashipphotos.com/
The beginning of the end?
She's starting to look a bit the worse for wear here. Not sure where this is but I don't think it is Marsaxlokk. It definitely is not where she is now.
reproduced with kind permission of Capt Lawrence Dalli http://www.maltashipphotos.com/
reproduced with kind permission of Capt Lawrence Dalli http://www.maltashipphotos.com/
Marsaxlokk - September 2012
This is where she is lying now, rotting away but we hope to find out who the owner is and carry out a feasibility test to see if we can restore her sufficiently to move her to a permanent display site. Hopefully this will be in Marsaxlokk but lots of discussion, planning and hard work needs to be carried out before we will realise this dream.
See the '2012 Condition Gallery' page for more photographs of how she is now and her location.
See the '2012 Condition Gallery' page for more photographs of how she is now and her location.
Side elevation and Plan view of upper and lower decks.
This is a drawing, from the ASR&MCS website, showing the side and plan elevation of the 43ft Range Safety Launch.