Fitting-Out and Rigging a 74-Gun Model Ship
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Specifications and Measurements Amended July 2012 Electronic Version July 2012 (In the Event of Discrepancies, the Handbook Hardcopy Takes Precedence) 1
By-Law 3 Specifications and Measurements Amended July 2012 Electronic version July 2012 (In the event of discrepancies, the Handbook hardcopy takes precedence) 1. Objectives 1.1. The Objectives of By-Law 3, Specifications and Measurements, are: i. to define a DS class yacht which is eligible to participate in all Association- sanctioned events. ii. to regulate the one-design character of the DS class yacht. iii. to guide DS owners. Association members, and other sailors who wish to participate in Association-sanctioned events. iv. to provide a uniform set of guidelines, to maintain fairness and high quality events for DS one-design class racing, in which race results are mainly determined by sailing skill, teamwork, and seamanship of the crew. 2. Jurisdiction 2.1. This By-Law regulates all sanctioned DS one-design racing events. All DS class yachts competing in such events shall conform to the contents of this By-Law. Authority to modify this By-Law is as specified in the Association Constitution. 2.2. Interpretations of the By-Laws by any measurer may be applied as follows: (i) give informal advice to any class Member, (ii) to complete a Measurement Certificate, or (iii) to advise a Protest Committee. The Class Measurer shall have the greatest authority to interpret the contents of the By-Laws, and shall always have the authority to modify a previous action by any measurer. Only the Class Measurer may issue Waivers per Paragraph 3.3 below. Except for the provisions of Paragraph 11 below, only the class Measurer may add or remove an Attachment to a Measurement Certificate. -
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). -
Terminology of Yacht Parts, Fittings, Sails & Sheets Etc
Terminology of yacht parts, fittings, sails & sheets etc. Some of the obvious, and not so obvious, parts encountered on model yachts (and full size yachts). Bowsie, flat. Small drilled ‘plate’ through which runs a line, or cord, for adjustment of that line. Pre-war bowsies were often made in ivory, some were made in a fine plywood; today hard plastic is used. Bowsie, ring . A circular version of the flat bowsie, usually for larger yachts such as the A-class. Deck eye. An eye on a horizontal plate with fixing holes, located on the deck. Normally used for accepting backstay/forestay attachment, also shroud attachment on smaller yachts. Eyebolt. An eye, at the end of a threaded spigot, or bolt. Eyelet, sail. A sail eyelet is a brass part, in the shape of a ‘funnel’ before compression, and when pressed into a hole in a sail it makes a firm metal ring. It is then used to facilitate making off a line (or on occasions a wire hawser in full size practise). Larger/stronger eyelets used on laying up covers for full size boats, were turnovers , where a brass ring was firstly sewn in place over a hole punched in the sail or sheet, the turnover (eyelet) was then hammered in place using a rawhide mallet and dies. It made an immensely strong eyelet. Ferrule (slang, crimp). A brass ferrule, or sleeve, which when made off on one end of a wire, secures/attaches it by means of a loop made in the wire to a fitting or line. Head crane. -
Recommendation for the Application of SOLAS Regulation V/15 No.95
No.95 Recommendation for the Application of SOLAS (Oct 2007) (Corr.1 Regulation V/15 Mar 2009) (Corr.2 Bridge Design, Equipment Arrangement and July 2011) Procedures (BDEAP) Foreword This Recommendation sets forth a set of guidelines for determining compliance with the principles and aims of SOLAS regulation V/15 relating to bridge design, design and arrangement of navigational systems and equipment and bridge procedures when applying the requirements of SOLAS regulations V/19, 22, 24, 25, 27 and 28 at the time of delivery of the newbuilding. The development of this Recommendation has been based on the international regulatory regime and IMO instruments and standards already accepted and referred to by IMO. The platform for the Recommendation is: • the aims specified in SOLAS regulation V/15 for application of SOLAS regulations V/19, 22, 24, 25, 27 and 28 • the content of SOLAS regulations V/19, 22, 24, 25, 27, 28 • applicable parts of MSC/Circ.982, “Guidelines on ergonomic criteria for bridge equipment and layout” • applicable parts of IMO resolutions and performance standards referred to in SOLAS • applicable parts of ISO and IEC standards referred to for information in MSC/Circ.982 • STCW Code • ISM Code This Recommendation is developed to serve as a self-contained document for the understanding and application of the requirements, supported by: • Annex A giving guidance and examples on how the requirements set forth may be met by acceptable technical solutions. The guidance is not regarded mandatory in relation to the requirements and does not in any way exclude alternative solutions that may fulfil the purpose of the requirements. -
IS42 Operator Manual
IS42 Operator Manual ENGLISH www.simrad-yachting.com Preface Disclaimer As Navico is continuously improving this product, we retain the right to make changes to the product at any time which may not be reflected in this version of the manual. Please contact your nearest distributor if you require any further assistance. It is the owner’s sole responsibility to install and use the equipment in a manner that will not cause accidents, personal injury or property damage. The user of this product is solely responsible for observing safe boating practices. NAVICO HOLDING AS AND ITS SUBSIDIARIES, BRANCHES AND AFFILIATES DISCLAIM ALL LIABILITY FOR ANY USE OF THIS PRODUCT IN A WAY THAT MAY CAUSE ACCIDENTS, DAMAGE OR THAT MAY VIOLATE THE LAW. Governing Language: This statement, any instruction manuals, user guides and other information relating to the product (Documentation) may be translated to, or has been translated from, another language (Translation). In the event of any conflict between any Translation of the Documentation, the English language version of the Documentation will be the official version of the Documentation. This manual represents the product as at the time of printing. Navico Holding AS and its subsidiaries, branches and affiliates reserve the right to make changes to specifications without notice. Trademarks Simrad® is used by license from Kongsberg. NMEA® and NMEA 2000® are registered trademarks of the National Marine Electronics Association. Copyright Copyright © 2016 Navico Holding AS. Warranty The warranty card is supplied as a separate document. In case of any queries, refer to the brand website of your display or system: www.simrad-yachting.com. -
December 2007 Crew Journal of the Barque James Craig
December 2007 Crew journal of the barque James Craig Full & By December 2007 Full & By The crew journal of the barque James Craig http://www.australianheritagefleet.com.au/JCraig/JCraig.html Compiled by Peter Davey [email protected] Production and photos by John Spiers All crew and others associated with the James Craig are very welcome to submit material. The opinions expressed in this journal may not necessarily be the viewpoint of the Sydney Maritime Museum, the Sydney Heritage Fleet or the crew of the James Craig or its officers. 2 December 2007 Full & By APEC parade of sail - Windeward Bound, New Endeavour, James Craig, Endeavour replica, One and All Full & By December 2007 December 2007 Full & By Full & By December 2007 December 2007 Full & By Full & By December 2007 7 Radio procedures on James Craig adio procedures being used onboard discomfort. Effective communication Rare from professional to appalling relies on message being concise and clear. - mostly on the appalling side. The radio Consider carefully what is to be said before intercoms are not mobile phones. beginning to transmit. Other operators may The ship, and the ship’s company are be waiting to use the network. judged by our appearance and our radio procedures. Remember you may have Some standard words and phases. to justify your transmission to a marine Affirm - Yes, or correct, or that is cor- court of inquiry. All radio transmissions rect. or I agree on VHF Port working frequencies are Negative - No, or this is incorrect or monitored and tape recorded by the Port Permission not granted. -
NTP 13 (B): Flags, Pennants, & Customs
UNCLASSIFIED NTP 13 (B) NAVAL TELECOMMUNICATIONS PROCEDURES FLAGS, PENNANTS & CUSTOMS NTP 13 (B) NAVAL COMPUTER AND TELECOMMUNICATIONS COMMAND 4401 MASSACHUSETTS AVE., N.W. WASHINGTON, D.C. 20394-5460 DISTRIBUTION AUTHORIZED TO U.S. GOVERNMENT AGENCIES ONLY FOR OPERATIONAL USE (29 August 1986). OTHER REQUESTS FOR THIS DOCUMENT SHALL BE REFERRED TO COMNAVCOMTELCOM. AUGUST 1986 This publication contains U.S. military information and release to other than U.S. military agencies will be on a need-to-know basis. UNCLASSIFIED ORIGINAL (Reverse Blank) NTP-13(B) DEPARTMENT OF THE NAVY NAVAL TELECOMMUNICATIONS COMMAND 440l MASSACHUSETTS AVENUE, N.W. WASHINGTON, D.C. 20394-5460 15 September 1986 LETTER OF PROMULGATION 1. NTP 13(B), FLAGS, PENNANTS AND CUSTOMS, was developed under the direction of the Commander, Naval Telecommunications Command, and is promulgated for use by the U.S. Navy and Coast Guard. 2. NTP 13(B) is an unclassified, non-registered publication. 3. NTP 13(B) is EFFECTIVE UPON RECEIPT and supersedes NTP 13(A). 4. Permission is granted to copy or make extracts from this publication without the consent of the Commander, Naval Telecommunications Command. 5. This publication, or extracts thereof, may be carried in aircraft for use therein. 6. Correspondence concerning this publication should be addressed via the normal military chain of command to the Commander, Naval Telecommunications Command (32), 4401 Massachusetts Avenue, N.W., Washington, D.C. 20394-5460. 7. This publication has been reviewed and approved in accordance with SECNAV Instruction 5600.16. A. F. CAMPBELL Rear Admiral, U.S. Navy Commander, Naval Telecommunications Command ORIGINAL ii NTP-13(B) RECORD OF CHANGES AND CORRECTIONS Enter Change or Correction in Appropriate Column Identification of Change or Correction; Reg. -
Build the USS CONSTITUTION the World’S Oldest Commissioned Naval Vessel Afloat 12 Build the USS CONSTITUTION Contents STAGE PAGE 111 Sails 245
Build the USS CONSTITUTION The world’s oldest commissioned naval vessel afloat 12 Build the USS CONSTITUTION Contents STAGE PAGE 111 Sails 245 112 Sails and flags 247 113 Sails 249 114 Sails 251 115 Sails 253 116 Sails 255 117 Sails 257 118 Sails 259 119 Sails 261 120 Sails 263 Editorial and design by Continuo Creative, 39-41 North Road, London N7 9DP. Published in the UK by De Agostini UK Ltd, Battersea Studios 2, 82 Silverthorne Road, London SW8 3HE. Published in the USA by De Agostini Publishing USA, Inc.,121 E. Calhoun Street, Woodstock, IL 60098. All rights reserved © 2017 Warning: Not suitable for children under the age of 14. This product is not a toy and is not designed or intended for use in play. Items may vary from those shown. USS CONSTITUTION STAGE: 111 C 79 Sails 75 68 V3. Fore topmast staysail V4. Main topmast staysail 57 V4 V3 111C Following the plan, attach the four yards (57, 68, 75 and 79) to the front of the foremast. 111D Now prepare the three sections of the mainmast, following the plan. The mainmast (81) with fittings and top, the main topmast (106) and the main topgallant mast (112) following the same process as with the foremast. 111A Retrieve the spritsail A D yard (20) and secure it to the 81 bowsprit with the parrel (23). Tie the parrel to the yard, then pass it over the bowsprit and secure the free end to the yard. 20 112 106 B E 64 111B Retrieve the foremast yards (57, 68, 75 and 79) prepared in Stage 110 and paint them with wood stain. -
Triton2 Operator Manual
Triton2 Operator Manual ENGLISH www.bandg.com Preface Disclaimer As Navico is continuously improving this product, we retain the right to make changes to the product at any time which may not be reflected in this version of the manual. Please contact your nearest distributor if you require any further assistance. It is the owner’s sole responsibility to install and use the equipment in a manner that will not cause accidents, personal injury or property damage. The user of this product is solely responsible for observing safe boating practices. NAVICO HOLDING AS AND ITS SUBSIDIARIES, BRANCHES AND AFFILIATES DISCLAIM ALL LIABILITY FOR ANY USE OF THIS PRODUCT IN A WAY THAT MAY CAUSE ACCIDENTS, DAMAGE OR THAT MAY VIOLATE THE LAW. Governing Language: This statement, any instruction manuals, user guides and other information relating to the product (Documentation) may be translated to, or has been translated from, another language (Translation). In the event of any conflict between any Translation of the Documentation, the English language version of the Documentation will be the official version of the Documentation. This manual represents the product as at the time of printing. Navico Holding AS and its subsidiaries, branches and affiliates reserve the right to make changes to specifications without notice. Trademarks NMEA® and NMEA 2000® are registered trademarks of the National Marine Electronics Association. Copyright Copyright © 2016 Navico Holding AS. Warranty The warranty card is supplied as a separate document. In case of any queries, refer to the brand website of your display or system: www.bandg.com. Preface | Triton2 Operator manual 3 Compliance statements This equipment complies with: • CE under EMC directive 2014/30/EU • The requirements of level 2 devices of the Radio communications (Electromagnetic Compatibility) standard 2008 The relevant Declaration of conformity is available in the product's section at the following website: www.bandg.com. -
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. -
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”. -
Anchor Chain and Windlass?
Anchor loss - technical and operational challenges and recommendations DNV GL, Gard and The Swedish Club March 2016 Ungraded © DNV GL AS 2016. All rights reserved 1 DNV GL © 2016 29 February 2016 SAFER, SMARTER, GREENER Anchor loss – prevention - Content ° Background ° Technical issues and recommendations ° Operational issues and recommendations ° Legal notice Ungraded 2 DNV GL © 2016 29 February 2016 Why focus on anchor loss - lost per year? Anchors lost per 100 ship year since 2007 ° DNV GL has observed a relatively high number of anchor losses with 8-10 anchors lost per 1000 ships per year and a negative trend in 2014/2015 Anchor lost due to D-link opening up DNV GL Anchors lost per 100 ship year ( DNV GL fleet) Ungraded 3 DNV GL © 2016 29 February 2016 Anchor losses per ship type Anchors lost per 100 ship year & ship type ° Tanker for oil and Passenger Ships more exposed ° Reflecting the ship type trading pattern? Anchor losses per 100 ship-year and ship type 1,200 1,000 0,800 0,600 0,400 0,200 Loss per 100 Shipyear DNV Fleet 2010-2015 0,000 DNV GL Anchors lost per 100 ship year & ship type ( DNV fleet) Ungraded 4 DNV GL © 2016 29 February 2016 Costs involved with loss of anchors Swedish Club claims including deductible – loss of anchor Swedish Club claims including deductible ° Direct cost to replace lost anchor and chain ° Gard has seen increasing costs related to recovering lost anchors amounting up to USD 50 000 ° Delays and off-hire ° Cost due to grounding / collision / damage to subsea equipment etc.