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Boat Compendium for Aquatic Nuisance Species (ANS) Inspectors
COLORADO PARKS & WILDLIFE Boat Compendium for Aquatic Nuisance Species (ANS) Inspectors COLORADO PARKS & WILDLIFE • 6060 Broadway • Denver, CO 80216 (303) 291-7295 • (303) 297-1192 • www.parks.state.co.us • www.wildlife.state.co.us The purpose of this compendium is to provide guidance to certified boat inspectors and decontaminators on various watercraft often used for recreational boating in Colorado. This book is not inclusive of all boats that inspectors may encounter, but provides detailed information for the majority of watercraft brands and different boat types. Included are the make and models along with the general anatomy of the watercraft, to ensure a successful inspection and/or decontamination to prevent the spread of harmful aquatic nuisance species (ANS). Note: We do not endorse any products or brands pictured or mentioned in this manual. Cover Photo Contest Winner: Cindi Frank, Colorado Parks and Wildlife Crew Leader Granby Reservoir, Shadow Mountain Reservoir and Grand Lake Cover Photo Contest 2nd Place Winner (Photo on Back Cover): Douglas McMillin, BDM Photography Aspen Yacht Club at Ruedi Reservoir Table of Contents Boat Terminology . 2 Marine Propulsion Systems . 6 Alumacraft . 10 Bayliner . 12 Chris-Craft . 15 Fisher . 16 Four Winns . 17 Glastron . 18 Grenada Ballast Tank Sailboats . 19 Hobie Cat . 20 Jetcraft . 21 Kenner . 22 Lund . 23 MacGregor Sailboats . 26 Malibu . 27 MasterCraft . 28 Maxum . 30 Pontoon . 32 Personal Watercraft (PWC) . 34 Ranger . 35 Tracker . 36 Trophy Sportfishing . 37 Wakeboard Ballast Tanks and Bags . 39 Acknowledgements . Inside back cover Boat Compendium for Aquatic Nuisance Species (ANS) Inspectors 1 Boat Terminology aft—In naval terminology, means towards the stern (rear) bow—A nautical term that refers to the forward part of of the boat. -
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. -
BILGE PUMPING ARRANGEMENTS MSIS27 CHAPTER 5 Rev 09.21
INSTRUCTIONS FOR THE GUIDANCE OF SURVEYORS ON BILGE PUMPING ARRANGEMENTS MSIS27 CHAPTER 5 Rev 09.21 Instructions to Surveyors – Fishing Vessels Bilge Pumping Document Amendment History PREFACE 0.1 These Marine Survey Instructions for the Guidance of Surveyors (MSIS) are not legal requirements in themselves. They may refer to statutory requirements elsewhere. They do represent the MCA policy for MCA surveyors to follow. 0.2 If for reasons of practicality, for instance, these cannot be followed then the surveyor must seek at least an equivalent arrangement, based on information from the owner/operator. Whenever possible guidance should be sought from either Principal Consultant Surveyors or Survey Operation Branch, in order to maintain consistency between Marine Offices. UK Maritime Services/Technical Services Ship Standards Bay2/22 Spring Place 105 Commercial Road Southampton SO15 1EG MSIS 27.5 R09.21/Page 2 of 16 Instructions to Surveyors – Fishing Vessels Bilge Pumping Document Amendment History RECENT AMENDMENTS The amendments made in the most recent publication are shown below, amendments made in previous publications are shown in the document Amendment History. Version Status / Change Date Author Content Next Review Number Reviewer Approver Date/Expiry Date 10.20 • Add requirement that 20/10/20 D Fenner G Stone 20/10/22 bilge sensors in compartments containing pollutants shall not automatically start bilge pumps • Requirements for supply of powered bilge starting arrangements through separate switchboard updated. • Main watertight compartment is defined 09.21 • Amendments to reflect 31/8/2021 D Fenner G Stone 31/8/23 publication of MSN1871 Amendment No.2 MSIS 27.5 R09.21/Page 3 of 16 Instructions to Surveyors – Fishing Vessels Bilge Pumping Document Amendment History PREFACE ....................................................................................................... -
Glossary of Nautical Terms the Maritime World Has a Language of Its Own
Glossary of Nautical Terms The maritime world has a language of its own. It may seem silly to use special terms instead of simply using one that we use for the same thing shore side, but it actually serves a practical purpose. For example, why not just call a galley a kitchen; it’s just a place where you cook food, right? Not exactly, in a kitchen you can leave pot of hot soup on the counter and, barring some geological event, it will still be there when you get back. In a galley, it is more likely to be all over the deck upon return. Using the proper terminology aboard a vessel helps to enforce the mindset that the maritime environment is different from that on shore and therefore, demands a different code of conduct. Objects: Bit: Two adjacent posts used for mooring or making a line fast to Bollard: A single post used for mooring or making a line fast to Boom: (1) Horizontal spar attached to the foot of a sail; (2) A spar used for lifting such as on a crane or davit Bow: The forward end of the vessel *Bowsprit: Spar protruding from the bow of a sailing vessel used for the attachment of the headsails Bulkhead: A vertical partition inside a vessel Bulwark: A partition extending above the weather deck of a vessel used to prevent seas from washing over and keep objects and personnel from going overboard Capstan: Deck winch, usually configured vertically, used for hauling in lines See Windlass. Ceiling: Planking on the interior sides the hull used for separating internal space from the frame bays; in some cases used to increase hull stiffness to prevent hogging particularly in wood vessels (Hogging is the sagging of the vessel towards the bow and stern due to lack of floatation from the narrowing of the hull. -
DEATH of a BATTLESHIP the LOSS of HMS PRINCE of WALES December 10, 1941
DEATH OF A BATTLESHIP THE LOSS OF HMS PRINCE OF WALES December 10, 1941 A Marine Forensics Analysis of the Sinking Garzke - Dulin - Denlay Table of Contents Introduction to the 2010 Revision................................................................................................... 3 Abstract........................................................................................................................................... 5 Historical Background.................................................................................................................... 6 Force Z Track Chart.................................................................................................................. 11 The Fatal Torpedo Hit .................................................................................................................. 13 Figure 1 – Location of the First Torpedo Hit............................................................................ 15 Figure 2 – Transverse Section...................................................................................................18 Figure 3 – Arrangement of Port Outboard Shaft Tunnel .......................................................... 20 Figure 4 – Flooding Diagrams after First Torpedo Hit............................................................. 22 Figure 4a – Machinery and Magazine Arrangements Schematic ............................................. 22 Figure 4b – Location of the Port Torpedo Hit ......................................................................... -
Glossary of Terms (List Will Be Updated on a Continual Basis)
Glossary of Terms (list will be updated on a continual basis) The words below are new to our Glossary of Terms. These words will be integrated into our overall list, which is below the new words. Chafing Gear – pads, mats, ropes and other materials tied around pieces of rigging to protect them from rubbing on spars and other parts of the rig Foxes – pieces of scrap line made by twisting together several strands or yarns Hand, Reef & Steer – traditional qualifications of an able seaman, to hand is to take in or furl a sail and to reef is to shorten sail and to steer is to take a turn at the helm Helmsman – the Sailor stationed at the ship’s helm (wheel) in charge of steering and keeping a straight course Marline – light, two-stranded line; often tarred and used for seizings Marlinespike – a tapered metal spike used to separate strands of rope, untie knots and as a handle for hauling away on seizings, whippings, etc. Merchant Service – the industry concerned with commercial shipping ventures (i.e., non-military) Rating – denotes a Sailor’s rank, responsibilities and rate of pay (i.e., able seaman, ordinary seaman, boy, etc.) Rigging – the lines and ropes that hold the masts, spars and sails Sail Making – the work of mending, replacing and sewing sails; the sail maker would often advise on how best to set and trim sails Seizing – method of binding two ropes or objects together involving wrapping them tightly with line Splice – weaving together to strands of separate ropes to form one longer rope Watches – division of labor aboard ship; the -
NSMV Phase 3 Design NSMV Stability Analysis
Herbert Engineering Corp. Bruce S. Rosenblatt & Associates, Inc. PREPARED FOR: U.S. Maritime Administration 1200 New Jersey Avenue Washington, DC 20590‐0001 Contract: DTMA91C1600014 PREPARED BY: Herbert Engineering Corp. 927 West Street, Suite 202 Annapolis, MD 21401 0 04/12/16 Initial Issue LL CSM EVR Rev Date Description Originator Checked By Appvd By TITLE: NSMV Phase 3 Design NSMV Stability Analysis DOCUMENT NO. 2015‐017‐03‐09 File Path & Name: Total Sheets: 9756 NSMV Stability Analysis Document No. 2015‐017‐03 Contract DTMA91C1600014 I. Introduction A. Summary This report summarizes the intact and damage stability analyses run for the National Security Multi‐ mission Vessel (NSMV), with the aim to obtain approval in principle from ABS. The NSMV beneficial owner will be the US Maritime Administration, and these ships will fly US Flag. The NSMV is designed to comply with requirements for a Special Purpose Ship, under the IMO Special Purpose Ship Code, but will likely receive certificates of voluntary compliance in lieu of the standard SOLAS Statutory Certificates. It will likely be registered as an undocumented Public Nautical School Ship. The USCG has advised it intends to accept SPS Code as the basis for the vessel design. Regarding stability, the NSMV is designed to meet IMO IS Code and SOLAS 2009 stability regulations. The design was also checked to meet the damage stability requirements of the MARAD Design Letter No. 3 (1991), and CFR 2013 Title 46 Vol. 7 Ch. I Subchapter S, Subpart C—Subdivision and Damage Stability. The vessels primary use will be as training ships for the state maritime academies, with secondary use in hazardous assistance and disaster relief (HA/DR) as requested by the US Government (FEMA). -
MSN 1698 (M) the Merchant Shipping (Passenger Ship Construction
MERCHANT SHIPPING NOTICE MSN 1698 (M) The Merchant Shipping (Passenger Ship Construction: Ships of Classes I, II and II(A)) Regulations 1998 Notice to Shipowners, Certifying Authorities, Shipbuilders, Shiprepairers, Ship Masters and Surveyors Summary This Notice advises all Shipowners, Shipbuilders, Ship Repairers, Ship Masters, Certifying Authorities and Surveyors of the new 1998 Passenger Ship Construction Regulations. Key Points:- • This Notice forms an integral part of the Merchant Shipping (Passenger Ship Construction: Ships of Classes I, II and II(A)) Regulations 1998. • Schedules contained in this Notice are invoked by those Regulations and are therefore a statutory obligation. LIST OF SCHEDULES Schedule 1: Intact Stability Standard Schedule 2: Calculation of maximum length of watertight compartments Section 1: Preliminary Section 2: Ships of Class I, and Ships of Classes II and II(A), other than those which comply with section 3 Section 3: Ships of Classes II and II(A), other than those which comply with section 2 Schedule 3: Stability in the damaged condition Section 1: Assumptions on which the calculations are to be based Section 2: Sufficiency of stability in the damaged condition of ships constructed before 29th April 1990 Section 3: Sufficiency of stability in the damaged condition of ships constructed on or after 29th April 1990 Section 4: Presentation of limiting stability information 1 Schedule 4: Construction of watertight subdivision Section 1: Construction of watertight bulkheads etc. Section 2: Construction and initial -
The Iowan History Letter Commander of the Contenental Navy
The Iowan History letter Vol. 6 Number 2 Second Quarter, 2017 Esek Hopkins Revolutionary War Service Commander of the On January 5, 1776, Congress gave Hopkins his set of orders: “You are instructed with the utmost diligence Contenental Navy to proceed with the said fleet to sea and if the winds and weather will possibly admit of it to proceed directly for Commodore Esek Chesapeake Bay in Virginia and when nearly arrived there Hopkins (April 26, 1718 you will send forward a small swift sailing vessel to gain – February 26, 1802) was intelligence....If...you find that they are not greatly superior the only Commander in to your own you are immediately to enter the said bay, Chief of the Continental search out and attack, take or destroy all the naval force of Navy during the Ameri- our enemies that you may find there. If you should be so can Revolutionary War. fortunate as to execute this business successfully in Virgin- He was also an accom- ia you are then to proceed immediately to the southward plished merchant captain and make yourself master of such forces as the enemy may and privateer. have both in North and South Carolina...Notwithstanding these particular orders, which it is hoped you will be able Early Life and Career to execute, if bad winds, or stormy weather, or any other Esek Hopkins was unforeseen accident or disaster disenable you so to do, you born in Scituate, Rhode are then to follow such courses as your best Judgment shall Island. Before the Revo- suggest to you as most useful to the American cause and to lutionary War he had sailed to nearly every quarter of the distress the Enemy by all means in your power.” earth, commanded a privateer in the French and Indian Hopkins took command of eight small merchant ships War, and served as a deputy to the Rhode Island General that had been altered as men of war at Philadelphia. -
51-0 Sec.51 RMS Titanic: Why the Disaster Happen Unfortunate
L. Vu-Quoc, University of Florida, Spring 2013 Sec.51 51-0 RMS Titanic: Why the disaster happen Unfortunate engineering and safety decisions Two structural failure theories Fractured steel hull theory Charpy impact tests Brittle-ductile transition temperature Ultrasound imaging: No large gash 6 narrow slits at collision site Titanic broke up in half: FEA Large deformation of hull plates Missing rivets Fractured wrought-iron rivet theory Slag, size, distribution, orientation Experiments, compare to recovered rivets Safety lesson Prescient novel 51-1 Titanic, the "Unsinkable", sank on 14 Apr 1912, in less than 3 hours http://ultimatetitanic.com/the-sinking/ "Deeply regret advise you TITANIC sank this morning after collision with iceberg, resulting in serious loss of life. Full particulars later." J. Bruce Ismay, Director of the White Star Line upon arriving in New York, survived by leaving the ship, without order, in a lifeboat for women and children. 705 survived; 1,523 men and (mostly poorer) women and children died with the ship, including the captain. Ismay, 50 years old at the time, died much later at the age of 74. "From the very day that she was designed, she was almost doomed." Louden-Brown, maritime historian, author "The White Star Line" Titanic: How it really sank, National Geographic, 16 Mar 2012 http://www.youtube.com/watch?v=HyLjw0GAQoY 51-2 Unfortunate engineering and safety decisions Bulkheads were lowered, just 10 feet above waterline, to allow for the grand staircases to be grander. Bulkheads are to create watertight compartments (cells) in the ship hull. The higher the bulkheads, the safer the ship, since water can be contained in any damaged compartment. -
History of a Future Ship 8
Number 308 • wiNter 2019 PowerAZINE OF E NGINE -P OWERED V ESSELS FROM ShipsTHE S TEAMSHI P H ISTORICAL S OCIETY OF A MERICA NUclear SHIP avannah S H istory of a Future Ship 8 PLUS Atoms For Power: Nuclear Propulsion in SAVANNAH 26 A Pipeline Pipe Dream: Tanker AMERICAN EXPLORER 38 Lives of the Liners: ANDREA DORIA 46 Thanks to All Who Continue to Support SSHSA January 8, 2019 Fleet Admiral ($50,000+) Admiral ($20,000+) Dibner Charitable Trust of Maritime Heritage Program Massachusetts The Family of Helen & Henry Posner Jr. Heritage Harbor Foundation The Estate of Mr. Donald Stoltenberg Ms. Mary L. Payne Benefactor ($10,000+) The Champlin Foundation Mr. Thomas C. Ragan Mr. Douglas Tilden Leader ($1,000+) Mr. Barry Eager Mr. Alexander Melchert Mr. John Spofford Mr. and Mrs. Arthur Ferguson Mr. W. John Miottel Jr. CAPT and Mrs. Terry Tilton Mr. Charles Andrews Mr. Henry Fuller Jr. Dr. Frederick Murray Mr. Peregrine White Mr. Jason Arabian Mr. and Mrs. Glenn Hayes CAPT and Mrs. Roland Parent Mr. Joseph White Mr. Douglas Bryan CAPT Philip Kantz Mr. Richard Rabbett Mr. James Zatwarnicki Jr. CDR Andrew Coggins Jr. Mr. Stephen Lash Mr. Stephen Roberts Mr. Ian Danic Mr. Don Leavitt Mr. Kenneth Schaller Mr. William Donnell Mr. William McLin Mr. and Mrs. James Shuttleworth Mr. Thomas Donoghue and Mr. Samuel J. McKeon Mr. Howard Smart Mr. Donald Eberle Mr. Jeff Macklin Mr. Richard Scarano Sponsor ($250+) Mr. Andrew Edmonds Mr. and Mrs. Jack Madden Schneider Electric North American Mr. Ronald Amos Exxon Mobil Foundation Mr. Ralph McCrea Foundation Mr. -
Naval Accidents 1945-1988, Neptune Papers No. 3
-- Neptune Papers -- Neptune Paper No. 3: Naval Accidents 1945 - 1988 by William M. Arkin and Joshua Handler Greenpeace/Institute for Policy Studies Washington, D.C. June 1989 Neptune Paper No. 3: Naval Accidents 1945-1988 Table of Contents Introduction ................................................................................................................................... 1 Overview ........................................................................................................................................ 2 Nuclear Weapons Accidents......................................................................................................... 3 Nuclear Reactor Accidents ........................................................................................................... 7 Submarine Accidents .................................................................................................................... 9 Dangers of Routine Naval Operations....................................................................................... 12 Chronology of Naval Accidents: 1945 - 1988........................................................................... 16 Appendix A: Sources and Acknowledgements........................................................................ 73 Appendix B: U.S. Ship Type Abbreviations ............................................................................ 76 Table 1: Number of Ships by Type Involved in Accidents, 1945 - 1988................................ 78 Table 2: Naval Accidents by Type