Comparison of Energy Measurements in the Standard Penetration Test Using the Cathead and Rope Method
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Chapter 3 Ship Compartmentation and Watertight Integrity
CHAPTER 3 SHIP COMPARTMENTATION AND WATERTIGHT INTEGRITY Learning Objectives: Recall the definitions of terms watertight integrity, and how they relate to each other. used to define the structure of the hull of a ship and the You will also learn about compartment checkoff lists, numbering systems used for compartment number the DC closure log, the proper care of access closures designations. Identify the different types of watertight and fittings, compartment inspections, the ship’s draft, closures and recall the inspection procedures for the and the sounding and security patrol watch. The closures. Recall the requirements for the three material information in this chapter will assist you in conditions of readiness, the purpose and use of the completing your personnel qualification standards Compartment Checkoff List (CCOL) and damage (PQS) for basic damage control. control closure log, and the procedures for checking watertight integrity. COMPARTMENTATION A ship’s ability to resist sinking after sustaining Learning Objective: Recall the definitions of terms damage depends largely on the ship’s used to define the structure of the hull of a ship and the compartmentation and watertight integrity. When numbering systems used to identify the different these features are maintained properly, fires and compartments of a ship. flooding can be isolated within a limited area. Without compartmentation or watertight integrity, a ship faces The compartmentation of a ship is a major feature almost certain doom if it is severely damaged and the of its watertight integrity. Compartmentation divides emergency damage control (DC) teams are not the interior area of a ship’s hull into smaller spaces by properly trained or equipped. -
Pennsylvania
Spring 1991 $1.50 Pennsylvania • The Keystone States Official Boating Magazine Viewpoint Recently we received a letter suggesting that we were being contradictory in Boat Pennsylvania. According to one reader, we suggested that boaters wear personal flota- tion devices, but that the magazine photographs don't always show their use. Obtaining photographs for a magazine can be a difficult proposition. Sometimes we stage situations and take the photographs ourselves. More often, we rely on photographs submitted by contributors. Photos that depict the general boating public often do not show people wearing PFDs simply because the incidence of wearing them is so low. If we were to say that we would only use photos that showed boaters wearing PFDs, we would have a difficult time fmding acceptable photos. Generally, we try to show people wearing PFDs in small boats in situations in which devices should obviously be worn. On large boats, people most often do not wear their PFDs. Should people wear PFDs? Statistics show that wearing a PFD can save your life. Are PFDs needed all the time? Because accidents happen when they are least expected, wearing a PFD all the time is a good idea. Practically, however, as comfortable as the newest PFDs are, they can be excruciating on a hot July day. Many boaters also want to get a little sun. We accept this and our statistics show that the chances of having an accident where a PFD would have been a factor are much lower in the summer months. Ofcourse, circumstances do exist in which wearing a PFD,even on the hottest day, is warranted. -
35 CFR Ch. I (7–1–98 Edition)
§ 109.5 35 CFR Ch. I (7±1±98 Edition) (b) The number of Canal deckhands not less than 100 square inches (645 to be placed on board a transiting ves- square centimeters) in areaÐpreferred sel to assist her crew in handling tow- dimensions are 12 x 9 inches (305 x 229 ing wires in the locks. millimeters)Ðand shall be capable of withstanding a strain of 100,000 pounds § 109.5 Ship's gear to be ready during (43,331 kilograms) on a towing wire transit; test. from any direction. Before beginning transit of the (e) Chocks designated as double Canal, a vessel shall have hawsers, chocks shall have a throat opening of lines and fenders ready for passing not less than 140 square inches (903 through the locks, for warping, towing, square centimeters) in areaÐpreferred or mooring as the case may be; and dimensions are 14 x 10 inches (356 x 254 shall have both anchors ready for let- millimeters)Ðand shall be capable of ting go. The Master shall assure him- withstanding a strain of 140,000 pounds self, by actual test, of the readiness of (64,000 kilograms) on the towing wires his vessel's main engines, steering from any direction. gear, engine room telegraphs, whistle, (f) Use of roller chocks is permissible rudder-angle and engine-revolution in- provided they are not less than 14.94 dicators, and anchors. During the tran- meters (49 feet) above the waterline at sit, at all times while a vessel is under- the vessel's maximum Panama Canal way or moored against the lock walls, draft and provided they are in good her deck winches, capstans, and other condition, meet all of the requirements power equipment for handling lines, as for solid chocks as specified in para- well as her mooring bitts, chocks, graphs (a), (b), (c), and (d) of this sec- cleats, hawse pipes, etc., shall be ready tion, as the case may be, and are so for handling the vessel, to the exclu- fitted that transition from the rollers sion of all other work. -
The MARINER's MIRROR the JOURNAL of ~Ht ~Ocitt~ for ~Autical ~Tstarch
The MARINER'S MIRROR THE JOURNAL OF ~ht ~ocitt~ for ~autical ~tstarch. Antiquities. Bibliography. Folklore. Organisation. Architecture. Biography. History. Technology. Art. Equipment. Laws and Customs. &c., &c. Vol. III., No. 3· March, 1913. CONTENTS FOR MARCH, 1913. PAGE PAGE I. TWO FIFTEENTH CENTURY 4· A SHIP OF HANS BURGKMAIR. FISHING VESSELS. BY R. BY H. H. BRINDLEY • • 8I MORTON NANCE • • . 65 5. DocuMENTS, "THE MARINER's 2. NOTES ON NAVAL NOVELISTS. MIRROUR" (concluded.) CON· BY OLAF HARTELIE •• 7I TRIBUTED BY D. B. SMITH. 8S J. SOME PECULIAR SWEDISH 6. PuBLICATIONS RECEIVED . 86 COAST-DEFENCE VESSELS 7• WORDS AND PHRASES . 87 OF THE PERIOD I]62-I8o8 (concluded.) BY REAR 8. NOTES . • 89 ADMIRAL J. HAGG, ROYAL 9· ANSWERS .. 9I SwEDISH NAVY •• 77 IO. QUERIES .. 94 SOME OLD-TIME SHIP PICTURES. III. TWO FIFTEENTH CENTURY FISHING VESSELS. BY R. MORTON NANCE. WRITING in his Glossaire Nautique, concerning various ancient pictures of ships of unnamed types that had come under his observation, Jal describes one, not illustrated by him, in terms equivalent to these:- "The work of the engraver, Israel van Meicken (end of the 15th century) includes a ship of handsome appearance; of middling tonnage ; decked ; and bearing aft a small castle that has astern two of a species of turret. Her rounded bow has a stem that rises up with a strong curve inboard. Above the hawseholes and to starboard of the stem is placed the bowsprit, at the end 66 SOME OLD·TIME SHIP PICTURES. of which is fixed a staff terminating in an object that we have seen in no other vessel, and that we can liken only to a many rayed monstrance. -
Pulls up to 75,000 Lbs. PULSTAR P75 PULLS up to 75,000 LBS
P75 Pulls up to 75,000 lbs. PULSTAR P75 PULLS UP TO 75,000 LBS. STANDARD FEATURES & SPECIFICATIONS PULLING • 75,000 lbs. hook load accomplished by primary mainline and 6-part traveling block • Roller bearing sheaves • Inner stinger may be fully extended and locked mechanically • Mast is self-supporting and does not require guy cables in most operating conditions (additional tower heights, if selected, have individual load ratings and restrictions) • We provide highly compacted, high-performance wire rope and also provide a tapered roller bearing eye and hook swivel, Pulstar-engineered 6-part traveling block with roller bearing sheaves, and documented certification MAST & MAIN FRAME • Pulstar-engineered and fabricated • Load tested and proven • Documented certification DERRICK ASSEMBLY • Pulstar-engineered rectangular tubing • Alloy tubing incorporated into stinger • (8) elevating and holding hydraulic cylinders incorporated into elevation and holdback • Once in the layback position, we can maintain 475,000 lbs. of holdback automatically, making our derrick truly self-supporting • Documented certification WIRE ROPE • Highly compacted and rotation-resistant • High-performance configuration for state-of-the-art durability • Documented certification PRIMARY MAINLINE • Pulstar-engineered winch drum and drives • Planetary reduction • Failsafe hydraulic disc brakes • Lebus grooving sleeves installed • Heavy hoist option • 2-speed option • Electronic shift on the fly • 6-line traveling block reeved at all times • Eye and hook swivel and high-performance wire rope • Documented certification TAILOUT WINCH • Pulstar-engineered drum and drives • Planetary driven • Hydraulic failsafe brake • Lebus grooving sleeve • 140 FPM bare spool line speed • 8,500 lbs. bare spool pull • High-performance wire rope and swivel hook provided • Documented certification HYDRAULIC SYSTEM • Pressure-compensated, load-sensing pump • Independed stacker control valves • Remotes provided where noted 2 PULSTAR P75 PULLS UP TO 75,000 LBS. -
The Physics of Sqiling Bryond
The physics of sqiling BryonD. Anderson Sqilsond keels,like oirplone wings, exploit Bernoulli's principle. Aerodynomicond hydrodynomicinsighis help designeri creqte fosterioilboots. BryonAnderson is on experimentolnucleor physicist ond,choirmon of the physicsdeportment ot KentSlote University in Kent,Ohio. He is olsoon ovocotionolsoilor who lecfuresond wrifesobout the intersectionbehyeen physics ond soiling. In addition to the recreational pleasure sailing af- side and lower on the downwind side. fords, it involves some interesting physics.Sailing starts with For downwind sailing, with the sail oriented perpen- the force of the wind on the sails.Analyzing that interaction dicular to the wind directiory the pressure increase on the up- yields some results not commonly known to non-sailors. It wind side is greater than the pressure decrease on the down- turns ou! for example, that downwind is not the fastestdi- wind side. As one turns the boat more and more into the rection for sailing. And there are aerodynamic issues.Sails direction from which the wind is coming, those differences and keels work by providing "lift" from the fluid passing reverse, so that with the wind perpendicular to the motion of around them. So optimizing keel and wing shapesinvolves the boat, the pressure decrease on the downwind side is wing theory. greater than the pressure increase on the upwind side. For a The resistance experienced by a moving sailboat in- boat sailing almost directly into the wind, the pressure de- cludes the effects of waves, eddiei, and turb-ulencein the crease on the downwind side is much greater than the in- water, and of the vortices produced in air by the sails.To re- crease on the upwind side. -
Naval Ships' Technical Manual, Chapter 583, Boats and Small Craft
S9086-TX-STM-010/CH-583R3 REVISION THIRD NAVAL SHIPS’ TECHNICAL MANUAL CHAPTER 583 BOATS AND SMALL CRAFT THIS CHAPTER SUPERSEDES CHAPTER 583 DATED 1 DECEMBER 1992 DISTRIBUTION STATEMENT A: APPROVED FOR PUBLIC RELEASE, DISTRIBUTION IS UNLIMITED. PUBLISHED BY DIRECTION OF COMMANDER, NAVAL SEA SYSTEMS COMMAND. 24 MAR 1998 TITLE-1 @@FIpgtype@@TITLE@@!FIpgtype@@ S9086-TX-STM-010/CH-583R3 Certification Sheet TITLE-2 S9086-TX-STM-010/CH-583R3 TABLE OF CONTENTS Chapter/Paragraph Page 583 BOATS AND SMALL CRAFT ............................. 583-1 SECTION 1. ADMINISTRATIVE POLICIES ............................ 583-1 583-1.1 BOATS AND SMALL CRAFT .............................. 583-1 583-1.1.1 DEFINITION OF A NAVY BOAT. ....................... 583-1 583-1.2 CORRESPONDENCE ................................... 583-1 583-1.2.1 BOAT CORRESPONDENCE. .......................... 583-1 583-1.3 STANDARD ALLOWANCE OF BOATS ........................ 583-1 583-1.3.1 CNO AND PEO CLA (PMS 325) ESTABLISHED BOAT LIST. ....... 583-1 583-1.3.2 CHANGES IN BOAT ALLOWANCE. ..................... 583-1 583-1.3.3 BOATS ASSIGNED TO FLAGS AND COMMANDS. ............ 583-1 583-1.3.4 HOW BOATS ARE OBTAINED. ........................ 583-1 583-1.3.5 EMERGENCY ISSUES. ............................. 583-2 583-1.4 TRANSFER OF BOATS ................................. 583-2 583-1.4.1 PEO CLA (PMS 325) AUTHORITY FOR TRANSFER OF BOATS. .... 583-2 583-1.4.2 TRANSFERRED WITH A FLAG. ....................... 583-2 583-1.4.3 TRANSFERS TO SPECIAL PROJECTS AND TEMPORARY LOANS. 583-2 583-1.4.3.1 Project Funded by Other Activities. ................ 583-5 583-1.4.3.2 Cost Estimates. ............................ 583-5 583-1.4.3.3 Funding Identification. -
DNVGL-CG-0170 Offshore Classification Projects
CLASS GUIDELINE DNVGL-CG-0170 Edition July 2015 Offshore classification projects - testing and commissioning The electronic pdf version of this document found through http://www.dnvgl.com is the officially binding version. The documents are available free of charge in PDF format. DNV GL AS FOREWORD DNV GL class guidelines contain methods, technical requirements, principles and acceptance criteria related to classed objects as referred to from the rules. © DNV GL AS July 2015 Any comments may be sent by e-mail to [email protected] This service document has been prepared based on available knowledge, technology and/or information at the time of issuance of this document. The use of this document by others than DNV GL is at the user's sole risk. DNV GL does not accept any liability or responsibility for loss or damages resulting from any use of this document. CHANGES – CURRENT General This document supersedes DNV-RP-A205, October 2013. Text affected by the main changes in this edition is highlighted in red colour. However, if the changes involve a whole chapter, section or sub-section, normally only the title will be in red colour. On 12 September 2013, DNV and GL merged to form DNV GL Group. On 25 November 2013 Det Norske Veritas AS became the 100% shareholder of Germanischer Lloyd SE, the parent company of the GL Group, and on 27 November 2013 Det Norske Veritas AS, company registration number 945 748 931, changed its name to DNV GL AS. For further information, see www.dnvgl.com. Any reference in this document to “Det Norske Veritas AS”, “Det Norske Veritas”, “DNV”, “GL”, “Germanischer Lloyd SE”, “GL Group” or any other legal entity name or trading name presently owned by the DNV GL Group shall therefore also be considered a reference to “DNV GL AS”. -
Course Objectives Chapter 2 2. Hull Form and Geometry
COURSE OBJECTIVES CHAPTER 2 2. HULL FORM AND GEOMETRY 1. Be familiar with ship classifications 2. Explain the difference between aerostatic, hydrostatic, and hydrodynamic support 3. Be familiar with the following types of marine vehicles: displacement ships, catamarans, planing vessels, hydrofoil, hovercraft, SWATH, and submarines 4. Learn Archimedes’ Principle in qualitative and mathematical form 5. Calculate problems using Archimedes’ Principle 6. Read, interpret, and relate the Body Plan, Half-Breadth Plan, and Sheer Plan and identify the lines for each plan 7. Relate the information in a ship's lines plan to a Table of Offsets 8. Be familiar with the following hull form terminology: a. After Perpendicular (AP), Forward Perpendiculars (FP), and midships, b. Length Between Perpendiculars (LPP or LBP) and Length Overall (LOA) c. Keel (K), Depth (D), Draft (T), Mean Draft (Tm), Freeboard and Beam (B) d. Flare, Tumble home and Camber e. Centerline, Baseline and Offset 9. Define and compare the relationship between “centroid” and “center of mass” 10. State the significance and physical location of the center of buoyancy (B) and center of flotation (F); locate these points using LCB, VCB, TCB, TCF, and LCF st 11. Use Simpson’s 1 Rule to calculate the following (given a Table of Offsets): a. Waterplane Area (Awp or WPA) b. Sectional Area (Asect) c. Submerged Volume (∇S) d. Longitudinal Center of Flotation (LCF) 12. Read and use a ship's Curves of Form to find hydrostatic properties and be knowledgeable about each of the properties on the Curves of Form 13. Calculate trim given Taft and Tfwd and understand its physical meaning i 2.1 Introduction to Ships and Naval Engineering Ships are the single most expensive product a nation produces for defense, commerce, research, or nearly any other function. -
Boat Hull Hydrodynamics
Part I Boat Hull Hydrodynamics Introduction and Background Planing craft, particularly in the extensive worldwide boating industry, are the vastly dominant water craft type. “Planing” of a water craft occurs on accelerating to a sufficiently high speed. When such speed is initiated from rest in calm water, the hull bow angle is forced to increase upward, thereby increasing the angle of incidence of the boat bottom relative to the water surface. This incidence angle, interacting with the increasing boat speed, produces increased dynamic pressure on the boat bottom, which lifts the boat progressively further upward in elevation toward the level of the water surface. There is normally some overshoot: on reaching the level of the surface. The trim angle then decreases back toward equilibrium, with perhaps some oscillation, as the boat settles-in to steady planing on the calm water surface. Decisions required in the rational design of planing craft, particularly with regard to two aspects, are particularly difficult to conclude with precision: these aspects are planing speed and seaway motions (slamming). High speed and low seaway dynamics are the primary attributes sought in any new planing craft design undertaking, but they are conflicting. The characteristic most needed for low resistance, and consequently, high speed, is the weight located aft toward the stern of the boat. But weight aft tends to result in high impact acceleration when traversing waves. Further, weight aft can lead to “porpoising” instability, which is an oscillatory pitch motion in calm water accompanied by slamming oscillation. Conversely, weight forward results in reduced bow impact acceleration in waves, but also gives a long waterline, imposing higher resistance, and therefore reduced speed. -
The Evolution of Decorative Work on English Men-Of-War from the 16
THE EVOLUTION OF DECORATIVE WORK ON ENGLISH MEN-OF-WAR FROM THE 16th TO THE 19th CENTURIES A Thesis by ALISA MICHELE STEERE Submitted to the Office of Graduate Studies of Texas A&M University in partial fulfillment of the requirements for the degree of MASTER OF ARTS May 2005 Major Subject: Anthropology THE EVOLUTION OF DECORATIVE WORK ON ENGLISH MEN-OF-WAR FROM THE 16th TO THE 19th CENTURIES A Thesis by ALISA MICHELE STEERE Submitted to the Office of Graduate Studies of Texas A&M University in partial fulfillment of the requirements for the degree of MASTER OF ARTS Approved as to style and content by: C. Wayne Smith James M. Rosenheim (Chair of Committee) (Member) Luis Filipe Vieira de Castro David L. Carlson (Member) (Head of Department) May 2005 Major Subject: Anthropology iii ABSTRACT The Evolution of Decorative Work on English Men-of-War from the 16th to the 19th Centuries. (May 2005) Alisa Michele Steere, B.A., Texas A&M University Chair of Advisory Committee: Dr. C. Wayne Smith A mixture of shipbuilding, architecture, and art went into producing the wooden decorative work aboard ships of all nations from around the late 1500s until the advent of steam and the steel ship in the late 19th century. The leading humanists and artists in each country were called upon to draw up the iconographic plan for a ship’s ornamentation and to ensure that the work was done according to the ruler’s instructions. By looking through previous research, admiralty records, archaeological examples, and contemporary ship models, the progression of this maritime art form can be followed. -
Soil Sampling Kit EARTH DRILLS & AUGERS P.O
LITTLE BEAVER SSK-1 Soil Sampling Kit EARTH DRILLS & AUGERS P.O. Box 840 Livingston, TX 77351 936-327-3121 ph * 936-327-4025 fax 1-800-227-7515 “Little Beaver How-To Series” Basic Drilling Instructions with Soil Sampling Kit DANGER: Never dig where there is a possibility of underground power lines or other hazards. Electrocution or serious bodily injury may result. Before you dig, call your local one-call agency. DANGER: Keep the machine and drilling tools away from overhead electric wires and devices. Electrocution can occur without direct contact. Failure to keep away will result in serious injury and/or death. CAUTION: Read and understand all operator’s manuals for equipment being used before operating. These “Operating Instructions” are to be used as a supplemental aid, not replacement, with the Big Beaver Operator’s Manual. Page 2 For Further Inquires Call: 1-800-227-7515 SETUP PROCEDURE: 3 Attach front legs to tower with pins. 1 Remove tower pins from stored position. Attach pul- Pivot tower up and secure ley, with rope installed, to tower. 2 with tower pins. 4 Extend back stay, pin, and 5 Extend front legs, pin, and se- 6 Be sure all chains are taut for secure with chain as described cure with chain. maximum stability. Base will in the Big Beaver Operator’s Man- be raised slightly. ual. 8 Secure the drill frame by driv- ing stakes through the holes on both sides of the frame. 7 Level the drill mast by ad- CAUTION: Be sure cat- 9 Attach torque tube and justing leveling screw, head valve is not engaged during hydraulic power source chains and/or pins for the front start-up.