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Steering and Stabilisation Set a Course for Optimum Reliability and Performance
Marine Steering and stabilisation Set a course for optimum reliability and performance 1 Systems that keep vessels safely on course and comfortable in all conditions Since pioneering electro-hydraulic steering gear nearly a century ago, we continue to develop new systems for vessels ranging from large tankers to super yachts. Customers benefit from the world leading hydrodynamics expertise and the design resources of the Rolls-Royce rudder, steering gear, stabilisation and propulsion specialists, who cooperate to address and handle challenging projects and deliver system solutions. This minimises technical risk as well as maximising vessel performance. move Contents: Steering gear page 4 Promas page 10 Rudders page 12 Stabilisers page 18 Customer support page 22 movemake the right Steering gear Rotary vane steering gear for smaller vessels The SR series is designed with integrated frequency controlled pumps. General description Rolls-Royce supplies a complete range of steering gear, suitable for selection, alarm panels and rudder angle indicators or just a portion all types and sizes of ships. The products are designed as complete of this. The system is also prepared for interface to VDR, ships main steering systems with the actuator, power pack, steering control, alarm system, autopilot, joystick and DP when requested. Due to a alarm and rudder angle indicating system in mind, and can wide range of demands, great care has been taken from material therefore be delivered with complete control systems, including selection through construction, -
1850 Pro Tiller
1850 Pro Tiller Specs Colors GENERAL 1850 PRO TILLER STANDARD Overall Length 18' 6" 5.64 m Summit White base w/Black Metallic accent & Tan interior Boat/Motor/Trailer Length 21' 5" 6.53 m Summit White base w/Blue Flame Boat/Motor/Trailer Width 8' 6" 2.59 m Metallic accent & Tan interior Summit White base w/Red Flame Boat/Motor/Trailer Height 5' 10" 1.78 m Metallic accent & Tan interior Beam 94'' 239 cm Summit White base w/Storm Blue Metallic accent & Tan interior Chine width 78'' 198 cm Summit White base w/Silver Metallic Max. Depth 41'' 104 cm accent & Gray interior Max cockpit depth 22" 56 cm Silver Metallic base w/Black Metallic accent & Gray interior Transom Height 25'' 64 cm Silver Metallic base w/Blue Flame Deadrise 12° Metallic accent & Gray interior Weight (Boat only, dry) 1,375# 624 kg Silver Metallic base w/Red Flame Metallic accent & Gray interior Max. Weight Capacity 1,650# 749 kg Silver Metallic base w/Storm Blue Max. Person Weight Capacity 6 Metallic accent & Gray interior Max. HP Capacity 90 Fuel Capacity 32 gal. 122 L OPTIONAL Mad Fish graphics HULL Shock Effect Wrap Aluminum gauge bottom 0.100" Aluminum gauge sides 0.090'' Aluminum gauge transom 0.125'' Features CONSOLE/INSTRUMENTATION Command console, w/lockable storage & electronics compartment, w/pull-out tray, lockable storage drawer, tackle storage, drink holders (2), gauges, rocker switches & 12V power outlet Fuel gauge Tachometer & voltmeter standard w/pre-rig Master power switch Horn FLOORING Carpet, 16 oz. marine-grade, w/Limited Lifetime Warranty treated panel -
Coast Guard, DHS § 164.33
Coast Guard, DHS § 164.33 the United States unless no more than on a regular basis at least once every 12 hours before entering or getting un- three months. This drill must include derway, the following equipment has at a minimum the following: been tested: (1) Operation of the main steering (1) Primary and secondary steering gear from within the steering gear gear. The test procedure includes a vis- compartment. ual inspection of the steering gear and (2) Operation of the means of commu- its connecting linkage, and, where ap- nications between the navigating plicable, the operation of the following: bridge and the steering compartment. (i) Each remote steering gear control (3) Operation of the alternative power system. supply for the steering gear if the ves- (ii) Each steering position located on sel is so equipped. the navigating bridge. (92 Stat. 1471 (33 U.S.C. 1221 et seq.); 49 CFR (iii) The main steering gear from the 1.46(n)(4)) alternative power supply, if installed. (iv) Each rudder angle indicator in [CGD 77–183, 45 FR 18925, Mar. 24, 1980, as relation to the actual position of the amended by CGD 83–004, 49 FR 43466, Oct. 29, 1984] rudder. (v) Each remote steering gear control § 164.30 Charts, publications, and system power failure alarm. equipment: General. (vi) Each remote steering gear power No person may operate or cause the unit failure alarm. operation of a vessel unless the vessel (vii) The full movement of the rudder has the marine charts, publications, to the required capabilities of the and equipment as required by §§ 164.33 steering gear. -
An Orientation for Getting a Navy 44 Underway
Departure and return procedure for the Navy 44 • Once again, the Boat Information Book for the United States Naval Academy Navy 44 Sailing Training Craft is the final authority. • Please do not change this presentation without my permission. • Please do not duplicate and distribute this presentation without the permission of the Naval Academy Sailing Training Officer • Comments welcomed!! “Welcome aboard crew. Tami, you have the helm. If you’d be so kind, take us out.” When we came aboard, we all pitched in to ready the boat to sail. We all knew what to do and we went to work. • The VHF was tuned to 82A and the speakers were set to “both”. • The engine log book & hernia box were retrieved from the Cutter Shed. • The halyards were brought back to the bail at the base of the mast, but we left the dockside spinnaker halyard firmly tensioned on deck so boarding crew could use it to aid boarding. • The sail and wheel covers were removed and stored below. • The reef lines were attached and laid out on deck. • The five winch handles were placed in their proper holders. • The engine was checked: fuel level, fuel lines open, bilge level/condition, alternator belt tension, antifreeze level, oil and transmission level, RACOR filter, raw water intake set in the flow position, engine hours. This was all entered into the log book. • Sails were inventoried. We use the PESO system. We store sails in the forward compartment with port even, starboard odd. •The AC main was de-energized at the circuit panel. -
Sea Kayak Handling Sample Chapter
10 STERN RUDDERS Stern rudders are used to keep the kayak going in a straight line and make small directional changes when on the move. The stern rudder only works if the kayak is travelling at a reasonable speed, but it has many applications. The most common is when there is a following wind or sea pushing the kayak along at speed. In this situation, forward sweep strokes are not quick enough to have as much effect as the stern rudder. A similar application is when controlling the kayak while surfi ng. A more ‘gentle’ application is when moving in and out of rocks, caves and arches at slower speeds. Here, the stern rudder provides control and keeps the kayak on course in these tight spaces. Low angle stern rudder This is the classic stern rudder and works well to keep the kayak running in a straight line. It is best combined with the push/pull method of turning with a stern rudder (see below). • The kayak must be moving at a reasonable speed. • Fully rotate the body so that both hands are out over the side. • Keep looking forwards. • Place the blade nearest the stern of the kayak in the water as far back as your rotation allows. • The blade face should be parallel to the side of the kayak so that it cuts through the water and you feel no resistance. 54 • The blade should be fully submerged and will act like a rudder, controlling the direction of the kayak. • The front hand should be across the kayak and at a height between your stomach and chest. -
Know About Boating Before You Go Floating
Know About Boating Before You Go Floating KEY TERMS All-around white light: Navigation light that Gunwale: Upper edge of a boat’s side. is visible in all directions around the boat from Hull: The main body of a boat. 2 miles away. Port: The left side of a boat. Bow: The front part of a boat. Propeller: A device with two or more blades Buoy: An object that floats on the water in that turn quickly and cause a boat to move. a bay, river, lake or other body of water and Sidelights: Red (port side) and green provides information to boats. (starboard side) navigation lights on a boat, Capsize: To turn a craft upside down in visible from 1 mile away. the water. Skipper: The person who commands a boat. Cleat: A wooden or metal fitting on the deck Starboard: The right side of a boat. of a boat. It has two projecting horns around which a rope or line may be tied. Stern: The back part of a boat. OBJECTIVES After completing this lesson, students will be able to: zz Name the main parts of a boat. zz Explain some boating terms. zz Describe some important safety equipment that should be on a boat. zz Demonstrate putting on a life jacket. zz Explain how to board a boat. zz Understand how to balance a boat. zz Explain what to do if a boat capsizes (turns over). MATERIALS, EQUIPMENT AND SUPPLIES zz Poster: Know About Boating Before You Go Floating zz Several Type II and/or Type III life jackets (in the various sizes that would fit the students) zz Mat or tape to create outline of boat zz Chairs (6) zz Watch or clock with a second hand zz Crayons, markers -
Boat Handling
Canadian Coast Guard Auxiliary Search & Rescue Crew Manual BOAT 6 HANDLING The skills involved in handling a vessel are learned over time and come with practice. A new boat handler will fair better if they un- derstand and can apply some of the princi- ples and basic tools outlined in this chapter. “The difference between a rough docking and a smooth easy docking is around 900 attempts.” BOAT HANDLING CONTENTS 6.0 Introduction . .101 6.1 Helm Position . .101 6.2 Forces on Your Vessel . .103 6.2.1 Winds . .103 6.2.2 Waves . .103 6.2.3 Current . .104 6.2.4 Combined natural forces . .104 6.3 Vessel Characteristics . .104 6.3.1 Displacement Hulls . .104 6.3.2 Planing Hulls . .105 6.4 Propulsion and Steering . .107 6.4.1 Pivot Point . .108 6.4.2 Trim . .108 6.5 Propellers . .109 6.5.1 Parts of a Propeller . .109 6.6 Basic Manoeuvres . .110 6.7 Manoeuvring . .110 6.7.1 Directed Thrust . .110 6.7.2 Twin Engine Directed Thrust . .110 6.7.3 Waterjets . .112 6.7.4 Non-Directed Thrust and Rudder Deflection . .112 6.8 Getting Underway . .113 6.9 Approaching the Dock . .113 6.10 Station Keeping . .114 100 Canadian Coast Guard Auxiliary Search & Rescue Crew Manual Excerpts taken from the book “High Seas High Risk” Written by Pat Wastel Norris 1999 (The Sudbury II was a legendary offshore salvage tug that had taken a large oil drilling platform in tow during the summer of 1961. This drama occurred in the Caribbean as Hurricane Hattie approached.) The Offshore 55, a towering oil rig, was at that time the largest rig in the world. -
United States National Museum
SMITHSONIAN INSTITUTION UNITED STATES NATIONAL MUSEUM BULLETIN 2 30 WASHINGTON, D.C. 1964 MUSEUM OF HISTORY AND TECHNOLOGY The Bark Canoes and Skin Boats of North America Edwin Tappan Adney and Howard I. Chapelle Curator of Transportation SMITHSONIAN INSTITUTION, WASHINGTON, D.C. 1964 — Publications of the United States National Aiuseum The scholarly and scientific publications of the United States National Museum include two series, Proceedings of the United States National Museum and United States National Museum Bulletin. In these series the Museum publishes original articles and monographs dealing with the collections and work of its constituent museums—The Museum of Natural History and the Museum of History and Technology setting forth newly acquired facts in the fields of Anthropology, Biology, History, Geology, and Technology. Copies of each publication are distributed to libraries, to cultural and scientific organizations, and to specialists and others interested in the different subjects. The Proceedings, begun in 1878, are intended for the publication, in separate form, of shorter papers from the Museum of Natural History. These are gathered in volumes, octavo in size, with the publication date of each paper recorded in the table of contents of the volume. In the Bulletin series, the first of which was issued in 1875, appear longer, separate publications consisting of monographs (occasionally in several parts) and volumes in which are collected works on related subjects. Bulletins are either octavo or quarto in size, depending on the needs of the presentation. Since 1902 papers relating to the botanical collections of the Museum of Natural History have been published in the Bulletin series under the heading Contributions Jrom the United States National Herbarium, and since 1959, in Bulletins titled "Contributions from the Museum of History and Technology," have been gathered shorter papers relating to the collections and research of that Museum. -
Skilful Vessel Handling
Skilful Vessel Handling Capt. Øystein Johnsen MNI Buskerud and Vestfold University College March 2014 Manoeuvring of vessels that are held back by an external force This consideration is written in belated wisdom according to the accident of Bourbon Dolphin in April 2007 When manoeuvring a vessel that are held back by an external force and makes little or no speed through the water, the propulsion propellers run up to the maximum, and the highest sideways force might be required against wind, waves and current. The vessel is held back by 1 800 meters of chain and wire, weight of 300 tons. 35 knops wind from SW, waves about 6 meter and 3 knops current heading NE has taken her 840 meters to the east (stb), out of the required line of bearing for the anchor. Bourbon Dolphin running her last anchor. The picture is taken 37 minutes before capsizing. The slip streams tells us that all thrusters are in use and the rudders are set to port. (Photo: Sean Dickson) 2 Lack of form stability I Emil Aall Dahle It is Aall Dahle’s opinion that the whole fleet of AHT/AHTS’s is a misconstruction because the vessels are based on the concept of a supplyship (PSV). The wide open after deck makes the vessels very vulnerable when tilted. When an ordinary vessel are listing an increasingly amount of volume of air filled hull is forced down into the water and create buoyancy – an up righting (rectification) force which counteract the list. Aall Dahle has a doctorate in marine hydrodynamics, has been senior principle engineer in NMD and DNV. -
Nautical Education for Offshore Cxtractivc
Lso-B-7i-ooz NAUTICALEDUCATION FOR OFFSHORE CXTRACTIVC INDUSTRIES RV G-H.HOFFMANN WITH FREDTOWNSEND AND WARREN NORVILLE 5' GRAHT PUI3I.ICATIOHHO. LSU-II-77-OL C6NTCRfOR WETLAND RESOURCES ~ LOUISIANA STATC UNIVf RSIEY ~ BATON ROUCIC, LOUISIANA 7000 NAUTICAL EDUCATION FOR THE V~M$pQog767 QoM G. H. Ho f fmann with Fred Townsend and Warren Norville LOUISIANA STATE UNIVERSITY CENTER FOR WETLAND RESOURCES BATON ROUGE, LA 70803 Sea Grant Publication No. LSU-8-77-001 September 1977 This work is a result of research sponsored jointly by the Terrebonne Parish School Board and the Louisiana Sea Grant Program, a part of the National Sea Grant Program maintained by the National Oceanic and Atmospheric Administration of the U.S. Department of Commerce. CONTENTS List of Figures List of Tables Vi Acknowledgments Beginnings of the Oil Industry 1 2 The Offshore Revolution Drilling a Wildcat Well The Petr omar ine Fleet 46 6 4.1 Tankers 4.2 Seagoing Tank Barges and Tugs ll 4.3 Inland Tank Barges and Towboats 13 4.4 Inland Drilling Barges 16 4.5 Offshore Drilling Tenders 16 4.6 Submersible Drilling Vessels 17 4.7 3ack-up DrilIing Barges 18 4.8 Semi-Submersible Drilling Vessels 19 4.9 Drill Ships 20 4.10 Crewboats 27 4.11 Supply vessels 28 4.12 Tugs 30 4.13 Derrick Barges 31 4.I4 Pipelaying Barges 31 4.15 Air Cushion Vehicles ACV! 37 Producing Oil and Gas 37 Design Procedures 44 6.1 Owner Requirements 44 6.2 Design Drawings and Specifications 45 6.3 Regulatory Agencies 49 6.4 Design Calculations 54 6.5 The Measurements of a Ship 60 6.6 Free Surface 68 6.7 Model Testing 69 Construction Procedure 70 7.1 Estimating 70 7.2 Working Plans 72 7.3 Production 74 7.4 Inspection 76 7.5 Trials and Tests 78 Delivery 80 Stability and Trim 82 9.1 Stability 82 9.2 Transverse Metacenter 86 9.3 Calculating GM 87 9.4 KM and KG 88 9. -
After 88 Years - Four-Masted Barque PEKING Back in Her Homeport Hamburg
Four-masted barque PEKING - shifting Wewelfsfleth to Hamburg - September 2020 After 88 Years - Four-masted Barque PEKING Back In Her Homeport Hamburg Four-masted barque PEKING - shifting Wewelfsfleth to Hamburg - September 2020 On February 25, 1911 - 109 years ago - the four-masted barque PEKING was launched for the Hamburg ship- ping company F. Laeisz at the Blohm & Voss shipyard in Hamburg. The 115-metres long, and 14.40 metres wide cargo sailing ship had no engine, and was robustly constructed for transporting saltpetre from the Chilean coast to European ports. The ship owner’s tradition of naming their ships with words beginning with the letter “P”, as well as these ships’ regular fast voyages, had sailors all over the world call the Laeisz sailing ships “Flying P-Liners”. The PEKING is part of this legendary sailing ship fleet, together with a few other survivors, such as her sister ship PASSAT, the POMMERN and PADUA, the last of the once huge fleet which still is in active service as the sail training ship KRUZENSHTERN. Before she was sold to England in 1932 as stationary training ship and renamed ARETHUSA, the PEKING passed Cape Horn 34 times, which is respected among seafarers because of its often stormy weather. In 1975 the four-master, renamed PEKING, was sold to the USA to become a museum ship near the Brooklyn Bridge in Manhattan. There the old ship quietly rusted away until 2016 due to the lack of maintenance. -Af ter returning to Germany in very poor condition in 2017 with the dock ship COMBI DOCK III, the PEKING was meticulously restored in the Peters Shipyard in Wewelsfleth to the condition she was in as a cargo sailing ship at the end of the 1920s. -
Cornshuckers and San
INFORMATION TO USERS This reproduction was made from a copy of a document sent to us for microfilming. While the most advanced technology has been used to photograph and reproduce this document, the quality of the reproduction is heavily dependent upon the quality of the material submitted. The following explanation of techniques is provided to help clarify markings or notations which may appear on this reproduction. 1.The sign or “target” for pages apparently lacking from the document photographed is “Missing Page(s)”. If it was possible to obtain the missing page(s) or section, they are spliced into the film along with adjacent pages. This may have necessitated cutting through an image and duplicating adjacent pages to assure complete continuity. 2. When an image on the film is obliterated with a round black mark, it is an indication of either blurred copy because of movement during exposure, duplicate copy, or copyrighted materials that should not have been filmed. For blurred pages, a good image of the page can be found in the adjacent frame. If copyrighted materials were deleted, a target note will appear listing the pages in the adjacent frame. 3. When a map, drawing or chart, etc., is part of the material being photographed, a definite method of “sectioning” the material has been followed. It is customary to begin filming at the upper left hand comer of a large sheet and to continue from left to right in equal sections with small overlaps. If necessary, sectioning is continued again—beginning below the first row and continuing on until complete.