SAN FELIPE: Step by Step Pack 2 ™
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Oil Companies International Marine Forum SIRE Programme Harmonised Vessel Particulars Questionnaire V5
Oil Companies International Marine Forum SIRE Programme Harmonised Vessel Particulars Questionnaire v5 GEORGIA M IMO/LR Number 9321196 OCIMF Id: A-100-003-940 13 December 2020 DISCLAIMER OCIMF DOES NOT WARRANT OPERATOR IDENTITY AND IS NOT RESPONSIBLE FOR THE CHOICE OF SHIPS INSPECTED, THE INSPECTORS CHOSEN, THE PERFORMANCE OF THE INSPECTIONS OR THE CONTENT OF THE REPORTS, OPERATOR COMMENTS AND/OR VESSEL PARTICULAR QUESTIONNAIRE RESPONSES DISTRIBUTED UNDER THE REVISED PROGRAMME. OCIMF IS INVOLVED ONLY IN THE RECEIPT, ORGANISATION AND DISTRIBUTION OF THE FOREGOING PROGRAMME OUTPUT. OCIMF DOES NOT REVIEW OR EVALUATE SUCH OUTPUT AND EXPRESSES NO OPINION CONCERNING ITS ACCURACY. WHILE OCIMF MAKES EVERY EFFORT TO ENSURE THAT PROGRAMME OUTPUTS ARE RECEIVED, ORGANISED AND DISTRIBUTED IN ACCORDANCE WITH THE SIRE COMPOSITE GUIDELINES, OCIMF ACCEPTS NO LIABILITY FOR FAILURE TO DO SO. Vessel Particulars Questionnaire for GEORGIA M IMO: 9321196 1 General Information 1 General Information 1.1.1 Date this HVPQ document completed 13 December 2020 1.1.2 Vessel identification 1 Name of ship GEORGIA M 2 LR/IMO number 9321196 3 Company IMO number 5519347 1.1.3 Previous names Name Date of change Last previous FORTUNE VICTORIA 14 June 2017 Second last previous Not Applicable Third last previous Not Applicable Fourth last previous Not Applicable 1.1.4 Flag 1 Flag PANAMA 2 Has the flag been changed? No 3 What was the previous flag? 1.1.5 Port of Registry Panama 1.1.6 Call sign 3EKQ9 1.1.7 Ship contacts 1 INMARSAT number +870773910105 / +302112340534 2 Ship's -
Armed Sloop Welcome Crew Training Manual
HMAS WELCOME ARMED SLOOP WELCOME CREW TRAINING MANUAL Discovery Center ~ Great Lakes 13268 S. West Bayshore Drive Traverse City, Michigan 49684 231-946-2647 [email protected] (c) Maritime Heritage Alliance 2011 1 1770's WELCOME History of the 1770's British Armed Sloop, WELCOME About mid 1700’s John Askin came over from Ireland to fight for the British in the American Colonies during the French and Indian War (in Europe known as the Seven Years War). When the war ended he had an opportunity to go back to Ireland, but stayed here and set up his own business. He and a partner formed a trading company that eventually went bankrupt and Askin spent over 10 years paying off his debt. He then formed a new company called the Southwest Fur Trading Company; his territory was from Montreal on the east to Minnesota on the west including all of the Northern Great Lakes. He had three boats built: Welcome, Felicity and Archange. Welcome is believed to be the first vessel he had constructed for his fur trade. Felicity and Archange were named after his daughter and wife. The origin of Welcome’s name is not known. He had two wives, a European wife in Detroit and an Indian wife up in the Straits. His wife in Detroit knew about the Indian wife and had accepted this and in turn she also made sure that all the children of his Indian wife received schooling. Felicity married a man by the name of Brush (Brush Street in Detroit is named after him). -
An Analytical Approach to the Question of a Clock Change
An Analytical Approach to the Question of a Clock Change by Samuel Halpern One of the ongoing arguments that continues to be brought up is the question of whether or not clocks on Titanic were put back some time before the accident took place Sunday night, April 14, 1912. Some of the deck crew, awakened by the accident at 11:40 p.m. ship’s time, thought that it was close to the time that they were due to take their watch on deck, which would be at 12 o’clock. Despite Boatswain’s Mate Albert Haines, who was awake and on duty at the time, testifying that “The right time, without putting the clock back, was 20 minutes to 12,” there are some that try to argue that a 24 minute clock adjustment had already taken place, and the time of the accident on an unadjusted clock still keeping April 14th time would have been 4 minutes past 12. The underlying question that would resolve this issue is the run time from noon Sunday to the time of the accident. If the run time from noon to the time of the accident was 11 hours 40 minutes, then no clock change had yet taken place, and the time of collision was 11:40 p.m. in unadjusted hours. If the run time was more than 12 hours, then there was a clock change of some 23 or 24 minutes, and the time of collision was 11:40 p.m. in adjusted hours. It really is that simple. So how do we determine the actual run time from the available evidence that does not have to rely on subjective estimates such as time intervals or other measures that people may have perceived? The answer is to take an analytical approach to the problem using the taffrail log mileage data offered by quartermasters George Rowe and Robert Hichens at the inquiries. -
Ma2014-6 Marine Accident Investigation Report
MA2014-6 MARINE ACCIDENT INVESTIGATION REPORT June 27, 2014 The objective of the investigation conducted by the Japan Transport Safety Board in accordance with the Act for Establishment of the Japan Transport Safety Board is to determine the causes of an accident and damage incidental to such an accident, thereby preventing future accidents and reducing damage. It is not the purpose of the investigation to apportion blame or liability. Norihiro Goto Chairman, Japan Transport Safety Board Note: This report is a translation of the Japanese original investigation report. The text in Japanese shall prevail in the interpretation of the report. MARINE ACCIDENT INVESTIGATION REPORT Vessel type and name: Cargo ship TAIGAN IMO number: 7533240 Gross tonnage: 497 tons Accident type: Fire Date and time: Between about 01:30 and 01:40, May 16, 2013 (local time, UTC+9 hours) Location: At the west pier of Tenpoku No.2 Wharf in the port of Wakkanai, Wakkanai City, Hokkaido Around 170º true bearing, 910 m from Wakkanai Ko East Breakwater West Lighthouse (Approximately 45º24.4'N, 141º42.0'E) May 29, 2014 Adopted by the Japan Transport Safety Board Chairman Norihiro Goto Member Tetsuo Yokoyama Member Kuniaki Shoji Member Toshiyuki Ishikawa Member Mina Nemoto SYNOPSYS <Summary of the Accident> While mooring at the west pier of Tenpoku No.2 Wharf in the port of Wakkanai, Wakkanai City, Hokkaido, cargo ship TAIGAN, with the master and 22 crew members on board, caught fire at around 01:30 to 01:40, May 16, 2013. The fire on TAIGAN was extinguished at about 13:00 by a fire brigade, leaving six crew members dead and three people injured. -
Gunwale (Canoe Rails) Repair Guide Wood Gunwale Repair
Gunwale (Canoe Rails) Repair Guide Wood Gunwale Repair Canoes with fine woodwork are a tradition at Mad River Canoe. The rails, seats and thwarts on your Mad River Canoe are native Vermont straight-grained ash, chosen for its resiliency, strength and aesthetic appearance. Unlike aluminum or plastic materials, white ash will not kink upon impact and cause undue damage to the canoe hull. There are more options involved in repair of wood gunwales than with vinyl or aluminum, making this section a bit longer than the corresponding instructions for other types of rails. Don't let the length of this document intimidate you - here's an overview of this section to help you plan your repair strategy: General Information - Everyone should read this section. Pre-installation preparation - Everyone should read this section. Gunwale replacement instructions - How to replace both rails of your canoe. Replacing Gunwales with inset decks (including complete deck replacement) - If your canoe has inset decks you will likely have to replace them when you replace your rails. The other option is: Short-splicing method to preserve original inset decks when rerailing - You may cut the existing inwales of your canoe to avoid replacing your existing deck. The new inwale must be carefully spliced to the section of existing inwale. Installation of a 4' splicing section - If you have damage to a small section of gunwale, you can splice in a replacement section on the inside, outside or both. General Information Ordering replacement ash gunwales Rails can be ordered from an authorized Mad River dealer. Replacement ash rails are available for all Mad River Canoes. -
Peter and the Starcatcher Glossary
PETER AND THE STARCATCHER GLOSSARY Avast - nautical term meaning stop, cease or desist from whatever is being done. A Vast Behind "stop being behind (the others)" To go about is to change the course of a ship by tacking. Ready about, or boutship, is the order to prepare About for tacking. Hard About is with speed and force. Aft Aft, in naval terminology, is an adjective or adverb meaning, towards the stern (rear) of the ship Against the Grain against the tide; into the waves Al dente in Italian "to the tooth"; to cook something until it is soft but still firm Amidship in the middle of the ship Antipodes Islands of New Zealand, which is the antipodes of London. Antipodes Geographically, antipodes is the point on the earth's surface which is diametrically opposite to it. ArChipelago a chain, cluster, or collection of islands Armada a fleet of warships Arrowtooth a type of flounder fencing term: the initial offensive action made by extending the sword arm and continuously threatening Attaque the valid target of the opponent. Ay de mi. Que Demonio. Debo protestar Oh my stars. That demon. I must protest Balestra fencing term: a forward hop or jump, typically followed by an attack such as a lunge or fleche. Be British maintain a stiff upper lip; an inability to complain Bilge the lowest compartment on a ship, below the waterline, where the two sides meet at the keel. Boo slang: boyfriend or girlfriend Bounding Main open sea Brighton town on the south coast of England BVDs a brand of men's underwear, founded in 1876. -
Leopard 58' Catamaran – RABBLE ROUSER
Leopard 58' Catamaran – RABBLE ROUSER Make: Leopard Boat Name: RABBLE ROUSER Model: 58' Catamaran Hull Material: Fiberglass Length: 58 ft Draft: 5 ft 7 in Price: $ 1,550,000 Builder: Robertson & Caine Year: 2014 Designer: Simonis Voogd Location: Ft. Lauderdale, FL, United States RABBLE ROUSER RABBLE ROUSER is an exceptional Owner’s version of the Leopard 58 with 4 cabin layout. Built and launched as a Leopard 58 but that’s where it starts and ends. In the hands of her current and original owner she was transformed into one of the most customized, highly detailed, well equipped and unique Leopard 58’s in existence. From her Carbon fiber roller furling boom to make sailing easy, to the custom cabinetry to enhance the already generous storage space, and a custom electrical system, where there was an opportunity to improve or make better, it was done. With low hours on both her engines and generators, this boat has East Coast Yacht Sales - Allen Schiller, CPYB at Dion's Yacht Yard, 23 Glendale Street, Salem, MA 01970, United States Tel: 617-529-5553 cell Tel: 707-414-0414 Fax: 978-744-7071 [email protected] seen very light use. You owe it to yourself to at least get onboard and see if RABBLE ROUSER is the boat for you. An Addendum section captures many of the changes and the thought process behind them. Measurements Cruising Speed: 9.5 kn Displacement: 61730 Cruising Speed RPM: 2200 lb LOA: 57 ft 7 in Fuel Tanks #: 4 LWL: 54 ft 2 in Fuel Tanks Capacity: 394 gal Beam: 27 ft 9 in Fresh Water Tanks #: 2 Max Bridge Clearance: 90 ft 3 in Fresh Water -
Parts of a Ship: the Basics
Parts of a Ship: The Basics PORT SIDE MAIN FORE MAIN WINDLASS STERN AFT BOW TILLER MAST MAST HATCH HATCH STARBOARD SIDE Overhead view of the schooner Sultana he front of a ship is called the bow, and the back is called the stern. If you were standing T on the ship’s deck looking forward (towards the bow), the left side would be the port side and the right side would be the starboard side. Close to Sultana’s stern is the tiller, a long stick attached to a device called a rudder used for steering the ship. Other important items include the main mast, the fore mast and the windlass (a large simple machine used for pulling up the anchor). POOP DECK QUARTER DECK MIDDLE DECK FORE DECK MAIN TILLER HATCH ultana’s deck is divided into four sections. At the front of the ship is the fore deck, where S the anchors are stored and the fore mast is located. The largest section of the ship is the middle deck where the main hatch is located. Historically, this is where cargo would have been loaded and unloaded. Towards the ship’s stern is the quarter deck. On larger ships, only the high ranking officers were allowed to stand in this area. Sultana’s smallest deck is the poop deck, where sailors steered with the tiller. Parts of a Ship: The Basics NAME: ____________________________________________ DATE: ____________ DIRECTIONS: Use information from the reading to answer each of the following questions in a complete sentence. 1. What is the front of a ship called? What do you call the back end of a ship? 2. -
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. -
Deck Runoff NOD, Phase I Uniform National Discharge Standards For
This document is part of Appendix A, Deck Runoff: Nature of Discharge for the “Phase I Final Rule and Technical Development Document of Uniform National Discharge Standards (UNDS),” published in April 1999. The reference number is EPA-842-R-99-001. Phase I Final Rule and Technical Development Document of Uniform National Discharge Standards (UNDS) Appendix A Deck Runoff: Nature of Discharge April 1999 NATURE OF DISCHARGE REPORT Deck Runoff 1.0 INTRODUCTION The National Defense Authorization Act of 1996 amended Section 312 of the Federal Water Pollution Control Act (also known as the Clean Water Act (CWA)) to require that the Secretary of Defense and the Administrator of the Environmental Protection Agency (EPA) develop uniform national discharge standards (UNDS) for vessels of the Armed Forces for “...discharges, other than sewage, incidental to normal operation of a vessel of the Armed Forces, ...” [Section 312(n)(1)]. UNDS is being developed in three phases. The first phase (which this report supports), will determine which discharges will be required to be controlled by marine pollution control devices (MPCDs)—either equipment or management practices. The second phase will develop MPCD performance standards. The final phase will determine the design, construction, installation, and use of MPCDs. A nature of discharge (NOD) report has been prepared for each of the discharges that has been identified as a candidate for regulation under UNDS. The NOD reports were developed based on information obtained from the technical community within the Navy and other branches of the Armed Forces with vessels potentially subject to UNDS, from information available in existing technical reports and documentation, and, when required, from data obtained from discharge samples that were collected under the UNDS program. -
Modifying a SKUD Mkl Gunwale and Reinforcing the Deck August 2010
Modifying a SKUD Mkl gunwale and reinforcing the deck August 2010 Following is a suggested procedure to modify the gunwales of MkI SKUD 18s to more closely resemble the gunwale shape of the MkII boats. Please note this is not a recommended procedure and owners proceeding with the modification do so at their own risk. The early Mkl boats had very little support under the side decks and are very soft. A stiffener was introduced from about boat 019. For these early boats it would be a feasible proposition to modify their gunwales and fit deck beams at the same time. Of these boats, 001 to 009 are particularly light and will benefit most from modification. Boats 010 to 018 will also benefit. Access Sailing Systems has modified hull 033 but used a method (see diagram #2) which left the old flange attached and folded that back on and glassed over it to help maintain a straight and true sheerline. This method requires turning the boat over and is extra work. The method described below (see also diagram #1) is what we would employ if doing another boat. 1. Support the hull in its cradle. 2. Remove the cowling, bow fitting, spin sheet blocks, chain plate fittings. 3. Cut off flange from bow to stern and prop up hull aft if the topsides sag. 4. Mark where deck beams are to be fitted, sand to scuff bonding area. 5. Make deck beams, fit over length deck beams and bond in place with “plexus”. 6. When cured, trim off excess deck beam and trim for new sheerline. -
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