What according to Royal Navy legend, is a golden rivet?
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In naval folklore there is a tale that every ship is built containing a single, commemorative "golden rivet"— an idea doubtless adapted from the golden spike that was temporarily driven at the completion of the transcontinental railroad in 1869. The rivet's location is allegedly different for each ship and undisclosed, known only to the crew. Of course no such thing exists: gold is too malleable to use for a rivet; like many urban legends the "golden rivet" is perpetuated for the amusement of "old salts" at the expense of the gullible.\n\nMost often the myth is used as a practical joke or snipe hunt played on junior sailors, exploiting their naivety and natural curiosity with their new surroundings. The prank consists of informing a new sailor of the existence of the "golden rivet", and encouraging him to look for it. After scouring the entire ship without success, it eventually dawns on the junior that he has been the butt of a joke.\n\nIn a crueler addition to the gag, a senior sailor calls attention to the rivet somewhere in the deck plating; then as the junior bends over to look at it, he is given a kick in the backside. Sometimes the snipe hunt is dispensed with altogether, with the senior sailor merely pointing to a spot on the deck and inviting the junior examine it. When pointed out to female guests (especially attractive ones), the point is simply to get the target to bend over.\n\nAs navies around the world are increasingly the target of criticism regarding victimization, the "golden rivet" gag can be seen as a fairly harmless form of initiation.\n\nOther steel structures said to contain a golden rivet include the Forth Rail Bridge and the Empire State Building
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yep, Lincoln for some bellows attached to the hull of a ship
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http://en.wikipedia.org/wiki/Navy_seals
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Red herring.  I have included a link which tells all about this word.  Evidentally, Samuel Pepys, a sailor, used it in his diary in 1660.\nHe was eating red herring for breakfast while the cabin boy was fixing (supposedly) a hole in the boat.  But the boy did not fix the hole at all.  It was just a ruse, a "red herring".
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There has been much written about the origin and proliferation of Kilroy. \n\nIn December 1946 the New York Times credited James J. Kilroy, a welding inspector at the Bethlehem Steel shipyard in Quincy, Massachusetts, with starting the craze. Usually, inspectors used a small chalk mark, but welders were erasing those to get double-paid for their work. To prevent this, Mr Kilroy marked his welding work with the long crayoned phrase ("Kilroy was here") on the items he inspected. The graffito became a common sight around the shipyard and was imitated by workers when they were drafted and sent around the world. As the war progressed, people began opening void spaces on ships for repair, and the mysterious Mr Kilroy's name would be found there, in sealed compartments "where no one had been before."\n\nThere are other origin stories, but they're less credible. \n\nThe above is taken from www.straightdope.com directly from a column. It is a really long article and has lots more information than I posted. It is worth a read if you really want to know more about "Kilroy".
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King Arthur's knights.\n\nCamelot is one of Rngland's greatest legends.  Arthur pulled the sword from the stone and became King of England.  He united England and then when peace prevailed his knights when on the quest for the Holy Grail.  His best knight Lancelot and his Queen Guinevere fell in love and that love destroyed the kingdom.
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Shipbuilding  for example> Fabrication and assembly\nSince 1930, rivetting has been progressively supplanted by welding. This has proved more than a mere alteration in the method of connecting structural components because welding facilitates prefabrication of large component parts of the main hull structure. \n  \nBefore welding came into wide-scale use every ship was constructed on the building berth. The keel was laid, floors laid in place, frames or ribs erected, beams hung from the frames, and this skeleton, framed structure was held together by long pieces of wood called ribbands. Plating was then added and all the parts of the structure were rivetted together. In other words, the ship was built from the keel upward. \n\nThe modern method is to construct large parts of the hull, for example, the complete bow and stern. Each of these parts is built up from subassemblies or component parts, which are then welded together to form the complete bow or stern. These sections of the ship are manufactured under cover in large sheds, generally at some distance from the building berth, before being transported to the berth and there fitted into place and welded to the adjacent section. The advantages of this procedure are that work can proceed under cover, unhampered by bad weather, and the units or component parts can be built up in sequences to suit the welding operations—not always possible at the building berth itself. \n\nA number of techniques can be used to weld together two pieces of the same metallic material. The ideal weld is a continuity of homogeneous material, with the same composition and the same physical properties as the parts being joined. In steel shipbuilding, metal arc welding is produced by an electric arc formed between the parts to be joined; the fusion material is supplied by a coated electrode. The welding electrode consists of a core rod that is deposited as weld metal; it is flux coated to protect the molten metal from the atmosphere during deposition and to supply certain metallurgical properties to the weld. A great deal of research has gone into the production of the best possible coated electrodes for specific duties. The main advantages of welding over rivetting are: (1) a lighter structure (because overlaps are eliminated), (2) improved watertightness and oiltightness, (3) smoother surfaces, and (4) reduced hull upkeep. Certain precautions, however, are necessary. The design of the structure must be adapted for welding because structural details which can be rivetted are seldom suitable for welding. The joints must be carefully prepared beforehand for welding. Incomplete penetration, lack of fusion, porosity, and cracking are typical weld defects that must be avoided. Hard spots must be avoided and gradual tapering off of stiffness is necessary if defects in service are to be minimized.
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I believe I have found your answer for you on the following website.\nhttp://www.navysite.de/crew.php?action=ship&ship=cv_41
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Interesting reading here about 'The Development of the Codpiece'.\n\n Legend has it that Edward III, king of England from 1327-1377, had the codpiece of his armor ENLARGED to astounding proportions because he had heard that strength and military prowess were correlated with a man's endowment. As he was in the midst of the Hundred Years' War with the French at the time, it would not be surprising that he would try to seek any possible advantage available to him.\n\n He then ordered that the nobility and knights do the same to their armor. The legend goes on to say that the gullible French (from the nobility all the way down to the peasantry) were scared to death by the advance of the "WELL-EQUIPPED" men. If this legend is true, and the personality of Edward III would support it, it is an example of how the nobility can influence fashion. \nP.S. for the nicest codpiece go here: \n http://www.perrybrass.com/storypag.htm
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Jack Dawson, remember?\n\n(From Titanic)
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Here ya go:\n\nhttp://www.churchill.navy.mil/bioco.htm
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Damage Controlman Third Class (Naval)
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USS RONALD REAGAN (CVN 76). RONALD REAGAN is the ninth Nimitz class aircraft carrier.
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Actually viper and frogprincess61 are close and right.  In wwII there was a man named Kilroy that worked in the tank factory.  His job was quality control.  He would inspect the tanks to make sure they worked properly.  Once they passed inspection he would write on them "Kilroy was Here" to show it passed inspection.  The logo of the man looking over the fence's origin is lost to time.
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the edmund fitzgerald by gordon lightfoot\n\nhe is telling a story of the boat
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Yes, it was Nelson.\n\nNelson's famous signal "England Expects That Every Man Will Do His Duty" was made from the poop deck of the Victory at 11.15 a.m. on 21 October 1805. This was just minutes before the commencement of the Battle of Trafalgar.\n\nThe signal was raised using Popham's Telegraphic Code which had been adopted by the Navy in 1803.\n\nShortly after 11 a.m. Nelson was pacing the quarterdeck with Captain Henry Blackwood, the captain of the frigate Euryalus. The nearest enemy ships were less than two miles away.\n\nTurning to Blackwood, Nelson said: "I'll now amuse the Fleet with a signal. Do you think there is one yet wanting?" "I think the whole of the Fleet seems to understand very clearly what they are about," answered Blackwood.\n\nBut Nelson was already walking across to where Pasco and his signalmen were waiting. He ordered a signal to be made to the Africa - sailing towards them over on the larboard beam near the head of the enemy's line - to "Engage the enemy more closely", and another to the Fleet, to "Prepare to anchor after the close of the day".\n\nThen he said: "Mr Pasco, I wish to say to the Fleet, England confides that every man will do his duty". He added; "You must be quick, for I have one more to make, which is for Close Action."\n\nPasco thought for a moment, mentally sarching through Sir Home Popham's telegraphic vocabulary. Then he replied: "If your Lordship will permit me to substitute "expects" for "confides" the signal will soon be completed, because the word "expects" is in the vocabulary, and "confides" must be spelt". "That will do Pasco," said Nelson "make it directly".
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Also known as Marston Matting.  Look up Seabee Pacific Action.