BOAT CREW HANDBOOK – Seamanship Fundamentals
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The Sur-Metre
The Sur-Metre "D1mn" has geared wmches operated From under the deck, the wmches alongs1de the mam cockpit having large drums for Geno4 sheet Md spinnaker ge4r Note the Geno4 sheet lead blocks on the r4il, the boom downhaulcJnd the rod riggmg Just o~fter a sto~rt of tbe Sixes. No. 72 is Stanley Barrows' Strider, No. 38 is George So~t~cbn's /ll o~ybe, 50 is Ripples, · sailed by Sally Swigart. 46 Vemotl Edler's Capriu, o~ml 77 is St. Fro~tlciS , sailed by VincetJt Jervis. Lmai was out aheatl o~Jld to windward.- Photo by Kent Hitchcock. MEN and BOATS Midwinter Regatta at Los Angeles Again Deanonstrates That it is not Enough to Have a Fast Boat; for Boat, Skippe r and Crew Must All he Good to Form n Winning Combination AS IT the periect weather. or the outside competition, the time-tested maxim that going up the beach is best. Evidently W or the lack of acrimonious protest hearings, or the he did it on the off chance of gaining by splitting with Prel11de, smooth-running race committees, or the fact that it was the first which was leading him by some six minutes. Angelita mean regatta of the year, or all four rea~ ons that made this Midwinter while was ardently fo ll owing the maxim and to such good seem to top all others? advantage that when the two went about and converged llngl!l Anyway, there had been a great deal of advance speculation. it,/J starboard tack put her ahead as Yucca passed an elephant's How would the men from San francisco Bay do with their new e)•ebrow astern. -
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). -
Sail and Motor Boats – Coastal Operation
Recreational_partB_ch2_5fn_Layout 1 17/10/2017 16:59 Page 41 Chapter 2 Sail and Motor Boats – Coastal Operation 41 Recreational_partB_ch2_5fn_Layout 1 17/10/2017 16:59 Page 42 2 2.1 Training to sea consider the following: It is recommended that persons ■ Weather forecasts (see Appendix participating in sailboat and 6) motorboat activities undertake ■ Tidal information appropriate training. A number of ■ Capability of boat and crew on training schemes and approved board courses are available and ■ Planned route utilising charts information can be obtained directly and pilotage information as from course providers (see required. Appendix 9 for details of course providers). In addition, it is important to always ensure that a designated person 2.2 Voyage Planning ashore is aware of the intended All voyages, regardless of their voyage, departure and return times, purpose, duration or distance, and to have a procedure in place to require some element of voyage raise the alarm if the need arises. planning. SOLAS V (see Marine See Appendix 8 for an example of a Notice No. 9 of 2003) requires that voyage/passage planning template. all users of recreational craft going Sail and Motor Boats – Coastal Operation 42 Recreational_partB_ch2_5fn_Layout 1 17/10/2017 16:59 Page 43 2 2.3 Pre-departure Safety ■ Procedures and operation of Sail and Motor Boats – Coastal Operation Checks and Briefing communications equipment ■ Be aware of the current weather ■ Location of navigation and other forecast for the area. light switches ■ Engine checks should include oil ■ Method of starting, stopping and levels, coolant and fuel reserves. controlling the main engine ■ Before the commencement of ■ Method of navigating to a any voyage, the skipper should suitable place of safety. -
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. -
Hollow Braid Eye Splice
The Back Splice A properly sized hollow braid splicing fid will make this splice easier. Hollow braid splices must have the opposing core tucked in at least eight inches when finished. Use discretionary thinking when determining whether or not to apply a whipping to the back splice on hollow braid ropes. 5/16” ¼” 3/16” 3/8” Whipping Twine Hollow Braid Appropriate Sized Knife Splicing Fids STEP ONE: The first step with FIG. 1 most hollow braid splices involve inserting the end of the rope into the hollow end of an appropriately sized splicing fid (Figures 1 & 2). Fids are sized according to the diameter of the rope. A 3/8” diameter rope will be used in this demonstration, therefore a 3/8” fid is the appropriate size. FIG. 2 The fid can prove useful when estimating the length the opposing core is tucked. A minimum tuck of eight inches is required. FIG. 2A STEP TWO: After inserting the end of the rope into a splicing fid (figure 2A) – Loosen the braid in the rope FIG. 3 approximately 10” to 12” from the end to be spliced (figure 3). Approximately 10” to 12” From the end of the rope. Push the pointed end of the fid into one of the openings of the braid, allowing the fid to travel down the hollow center of the braided rope (figures 4 & 5). FIG. 4 FIG. 5 FIG.6 STEP THREE: Allow the fid to travel down the hollow center of the braided rope 8” or more. Compressing the rope on the fid will allow a distance safely in excess of 8” (figure 6). -
From Francois De Quesnay Le Despotisme De La Chine (1767)
From Francois de Quesnay Le despotisme de la Chine (1767) [translation by Lewis A. Maverick in China, A Model for Europe (1946)] [Francois de Quesnay (1694-1774) came from a modest provincial family but rose into the middle class with his marriage. He was first apprenticed to an engraver but then turned to the study of surgery and was practicing as a surgeon in the early 1730's. In 1744 he received a medical degree and was therefore qualified as a physician as well as a surgeon and shifted his activity in the latter direction. In 1748, on the recommendation of aristocratic patients, he became physician to Madame de Pompadour, Louis XV's mistress. In 1752 he successfully treated the Dauphin (crown prince) for smallpox and was then appointed as one of the physicians to the King. While serving at court he became interested in economic, political, and social problems and by 1758 was a member of the small group of economists known as "Physiocrats." Their main contribution to economic thinking involved analogizing the economy to the human body and seeing economic prosperity as a matter of ensuring the circulation of money and goods. The Physiocrats became well-known throughout Europe, and were visited by both David Hume and Adam Smith in the 1760s. The Physiocrats took up the cause of agricultural reform, and then broadened their concern to fiscal matters and finally to political reform more generally. They were not democrats; rather they looked to a strong monarchy to adopt and push through the needed reforms. Like many other Frenchman of the mid 18th-century, the Physiocrats saw China as an ideal and modeled many of their proposals after what they believed was Chinese practice. -
1979 October
---:·-- -- - A U S T I N Y A C ~ T C l U B 5906 Beacon Drive Austin, Texas 78734 Business Offlco 266-1336 Clubhouse 266-1897 Comnodore--------------------------------------Edward A, "Ed" Halter 1-dlate Past Conmodore----------------------- Sanford "Sandy" Baumen Vlce-Commodore----------------:..;--------------Frank A. "Arak" Bozyan Secretary-------------------------------------------Russell E. Painton Treasurer------------------------------------------------Terry H. Hight Race C°"'"8nder-------------------------------------R. W. "Ron" Harden Oulldlngs and Grounds C0111N1nder-------------------------Eddle Calogero flaet Colrmander-----------------------------------~---Frank O. Creamer ••••• Tell Tale Edltor--------------------------------------------Pat Halter Assistant Edltor----------------------------------------Atetta Clarkson Art Edltor------------------------------------------------Ellzabeth Fox Production Manager----------------------------------------Carolyn Koch Production Staff----------------------------------------------Kay Alvls ----------------------------------------Marcie Barrett ----------------------------------------------Mary Fine Fine -----------------------------------------------Sem------------------------------~-----------Liz Garrison --------------------------·------------Barbara Mont~ue -------------------------------------------Joyce Moore -----------------------------------------~rot Shough Reporters: Enslgn-------------------------------------------------Cynthla Creamer Flreball-----------------------------------------------------Terl -
BOAT CREW HANDBOOK – Boat Operations
BOAT CREW HANDBOOK – Boat Operations Sumner I. Kimball, USLSS BCH16114.1 December 2017 Sumner Increase Kimball, USLSS A young lawyer from Maine, Sumner I. Kimball was appointed as the chief of the Treasury Department's Revenue Marine Division in 1871. He had joined the Treasury Department as a clerk 10 years earlier and had proven his abilities as a manager. Using his hard-earned political know-how, and a good dose of Yankee common sense, Kimball proceeded to completely overhaul the Revenue Marine and the hodge-podge system of lifesaving stations along the nation's coast that were also under the control of the Revenue Marine Division. His impact on both organizations would prove to be immeasurable. After the Civil War, the Revenue Marine, and the executive branch agencies generally, came under intense Congressional scrutiny. Economy was the name of the game during this time and expenditures were scrutinized across the board. Hence, Kimball decided to order the construction of new cutters not with iron hulls, which entailed considerable expense, but with proven wood hulls. The total number of petty officers and enlisted men was substantially cut and their pay reduced. Kimball also carried out a vigorous "housecleaning" of incompetent Revenue Marine officers and saw to it that discipline was tightened. A special object of his censure was the use of cutters as personal yachts by local Custom officials, a wide-spread abuse during that time. Kimball also put into effect a merit system to determine promotions. He also made one other great contribution to the quality of the Revenue Marine by establishing, in 1877, a School of Instruction, to train young officers. -
Guide for Using a Swinging Mooring
Mooring Equipment A Conservancy maintained mooring consists of a heavy black iron chain riser, which is attached to a sinker or ground chain. The swivel allows the boat to swing freely at the mooring without twisting or snagging the mooring top chain and any ropes passed to the swivel. The length of the top chain is standardised to suit the average deck layout of a typical yacht using our moorings and is approximately 2.5m long. The length of top chain will not suit all deck arrangements and it may need to be adjusted to suit your individual requirement. It can be shortened by increasing the size of the end loop; or on rare occasions, lengthened by introducing an additional length to the chain. Considerations When Securing to a Buoy Moored boats behave in different ways; characteristics such as hull shape and draft will affect how a boat lies at the mooring during changes in the tide. Windage on spray hoods and canvas covers, will be affected by the strength of the wind and wind direction, which also plays a part in creating a unique swinging pattern and how the vessel lies with neighbouring boats. Minimising the swinging circle is an important consideration. The length of the mooring top chain between the deck fairlead and the buoy should be as short as possible. This also ensures that the weight of the boat is directly linked to the riser and limits the amount of snatch to the boat deck fittings. An excessively long top chain will also cause the buoy to rub alongside the hull of the boat and scuff the gel coat or varnish. -
Splicing Guide
SPLICING GUIDE EN SPLICING GUIDE SPLICING GUIDE Contents Splicing Guide General Splicing 3 General Splicing Tips Tools Required Fid Lengths 3 1. Before starting, it is a good idea to read through the – Masking Tape – Sharp Knife directions so you understand the general concepts and – Felt Tip Marker – Measuring Tape Single Braid 4 principles of the splice. – Splicing Fide 2. A “Fid” length equals 21 times the diameter of the rope Single Braid Splice (Bury) 4 (Ref Fid Chart). Single Braid Splice (Lock Stitch) 5 3. A “Pic” is the V-shaped strand pairs you see as you look Single Braid Splice (Tuck) 6 down the rope. Double Braid 8 Whipping Rope Handling Double Braid Splice 8 Core-To-Core Splice 11 Seize by whipping or stitching the splice to prevent the cross- Broom Sta-Set X/PCR Splice 13 over from pulling out under the unbalanced load. To cross- Handle stitch, mark off six to eight rope diameters from throat in one rope diameter increments (stitch length). Using same material Tapering the Cover on High-Tech Ropes 15 as cover braid if available, or waxed whipping thread, start at bottom leaving at least eight inches of tail exposed for knotting and work toward the eye where you then cross-stitch work- To avoid kinking, coil rope Pull rope from ing back toward starting point. Cut off thread leaving an eight in figure eight for storage or reel directly, Tapered 8 Plait to Chain Splice 16 inch length and double knot as close to rope as possible. Trim take on deck. -
& Marine Engineering
REFERENCE ROOM Naval Architecture & Marine Engineering ft* University of Michigan Ann Arbgr, M g109 THE UNIVERSITY OF MICHIGAN COLLEGE OF ENGINEERING Department of Naval Architecture and Marine Engineering DESIGN CONSIDERATIONS AND THE RESISTANCE OF LARGE, TOWED, SEAGOING BARGES J. L. Moss Corning Townsend III Submitted to the SOCIETY OF NAVAL ARCHITECTS AND MARINE ENGINEERS Under p. O. No. 360 September 15, 1967 In the last decade, -ocean-going unmanned barges have become an increasingly important segment of our merchant marine. These vessels, commonly over 400 feet long, and sometimes lifting in excess of 15,000 L.T. dead weight, are usually towed on a long hawser behind a tugboat. Because the barges are inherently directionally unstable, twin out- board skegs are attached to achieve good tracking. Model tests are conducted in order to determine towline resistance and the proper skeg position which renders the barge stable. Skegs, vertical appendages similar to rudders, are placed port and starboard on the rake. They create lift and drag, and move the center of lateral pressure aft, thus tending to stabilize a barge towed on a long line. At The University of Michigan many such model experiments have been conducted within the past several years. Since these tests have been carried out for various industrial con- cerns and on specific designs, systematic variations of parameters or other means of specifically relating the results have not been possible in most cases. Nevertheless, on the basis of the results of these largely unrelated tests, recom- mendations can be made regarding good design practice and some specific aspects can be demonstrated. -
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.