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Anatomy of the Ship. The Armed Transport Bounty. The Gun Ship Victory. McKay John Revised edition. Another book by John McKay - this highly-rated book was written with the ultimate intention to tell you the truly captivating story of the famous HMS Victory, which is reputed as one of the greatest and important naval ships in the history, whose name will be always associated by people with the last battle of Admiral Nelson, the most successful and truly legendary naval commander in the history, who died on board HMS Victory, his flagship.

The book provides description of the vessel, many pictures and about three hundred perfect and informative drawings addressing the model ship building hull planking 104 construction, rigging, armament, fittings. You will know the remarkable story of this ship, starting straight from her construction and the years of brilliant service - did you know she was not decommissioned and, though not involved in any activities today, is still the longest serving war ship in the world!

The publication is ideally suited to serve as the reference source for the naval history researchers, and as the guidance for ship modelers willing to try and build the model of arguably the most famous ship in the naval history.

The excellence of the images included in the book is eclipsed by the extra-class standard of technical sketches and drawings. The gun Ship Blandford, The gun Frigate Pandora. The gun Frigate Essex. She served during the French Revolutionary and Napoleonic Wars, and was notable for the actions of her captain inwhich were emblematic of the tensions that later erupted in the War of between Britain and America.

The gun Ship Bellona. The Bomb Vessel Granado, The Colonial Merchantman Susan Constant, Susan Constant, captained by Christopher Newport, was the largest of three ships of the English Virginia Company the others being Discovery and Godspeed on the voyage that resulted in the founding of Jamestown in the new Colony of Virginia.

Susan Constant was rated at tons. Her keel length is estimated model ship building hull planking 104 Her overall length from tip to stern is estimated at feet. On the voyage, she carried 71 colonists, all male, one of whom was John Smith of Pocahontas fame. She returned to England in May She served as model ship building hull planking 104 merchant ship through at least Her fate is not known.

The Four-Masted Barque Lawhill. Another title of the Anatomy of the Series - this one is some sort of tribute to Lawhill, the last of those great barques that made a living in the last century. Though the ships model ship building hull planking 104 question have almost disappeared from the world's oceans, there are still some of them remaining - they are either moored as museum ships or converted to model ship building hull planking 104 sailing ships used for training the future seamen.

This collection compiled by three authors - Kenneth Edwards, Roderick Anderson and Richard Cookson, contains so much of valuable contemporary material like records, drawings and images, making this volume a very useful reference book for any naval history enthusiast.

For most of the people interested in marine history, these barques are mostly associated with the famous grain races of the past. The four- and five-masted ships were the ultimate sailing vessels, and the one to which the present book is dedicated, Lawhill, was one of the largest barques.

This is definitely the must-have book and one of the most important and informative ones for every naval enthusiast interested in the last days of the greatest sailing vessels. We do recommended it to everyone as we recommend any other Anatomy of the Ship publication.

The Frigate Diana. Model ship building hull planking 104 Naval Cutter Alert. This book by Giorgio Osculati and Sergio Bellabarba was released to serve as a reference book for ship modelers.

As it is already the established tradition for all of the Anatomy of the Ship series publications, it contains so much valuable technical and historical information about the Royal Yacht Caroline - it all makes the book extremely useful for that such enthusiasts. The first, introductory part of model ship building hull planking 104 publication, provides us with some historical background and sheds some light on the development of the "career" of this remarkable vessel, her reconstruction, hull structure and fittings, decorative work, armament, spars and masts; particular attention has been paid by the author to sails arrangement, trestletrees, tops and caps, standing rigging, belaying, rigging dimensions, colour scheme, running rigging.

There are many photographs in the book included to illustrate the text. In addition to the images mentioned above, a number of detailed regular and three-view drawings addressing ship construction, lines, general arrangement, decoration and fittings, armament and boats, yards and masts, sails and rigging have been provided by the duet of authors in order to make the book even more useful and practical for model makers.

The Schooner Bertha L. The Ships of Christopher Columbus. Santa Maria, Nina, Pinta. Anderson, Roger Charles. The Rigging of Ship. Ballantyne, Iain. Eastland, Jonathan.

A symbol of the Royal Navy s achievements during the great age of sail, she is based in Portsmouth and seen by tens of thousands of visitors each year. As is the case for many historic ships, however, there is a surprising shortage of informative and well illustrated guides, for reference during a visit or for research by enthusiasts model ship building hull planking 104 ship modellers, naval buffs, historians or students.

This new series redresses the gap. Barrot, De Gaillard. Construisez des modeles reduits de marine. Marine de guerre a voiles. Le travail que je presente model ship building hull planking 104 �Construisez des Modeles reduits de Marine�, ne repondpas, je model ship building hull planking 104 rends compte, a une demande pressante model ship building hull planking 104 public frangais.

Bender, James. Dutch Warships in the Age of Sail For most of the seventeenth century the Netherlands constituted the most important maritime power in the world, with by far the largest merchant fleet and a dominance in seaborne trade that other countries feared and envied.

Born out of an year struggle against Spain for independence, the Dutch republic relied on naval power to guarantee its freedom, promote its trade and defend its overseas colonies. The Dutch navy was crucial to its survival and success, yet the ships that made up its fleets are among the least studied of any in the age of sail. Biesty, Stephen.

Bishop, Chris. The History and Specifications of World-famous Ships Features mercantile and military ships from ancient times to the present day: - Each ship is illustrated with a colour artwork and brief service history.

Blackburn, Graham. Bobbit J. Bonhomme Richard vs Serapis. Flamborough Head Boudriot, Jean. Berti, Hubert. Fregate de monographie. Le Coureur. Delacroix, Gerard. Le Fleuron. Vaisseau de 64 canons. La Belle. La Jacinthe. Modeles Historques au Musee de la Marine. The Seventy-Four Gun Ship. Bruckshaw, Robert. Carr, Frank. Casson, Lionel. Illustrated History of Ships and Boats Man has been devising watercraft since before the dawn of recorded history.

From dugout canoe to nuclear submarine, here is a magnificent, year survey of nautical evolution. More than photographs and drawings. Castro, Filipe Vieira de, Custer Katie. The Iberian caravel. Catharine Leigh Inbody Corder. La belle, rigging in the days of the spritsail topmast La Belle's rigging assemblage has provided a rare and valuable source of knowledge of 17th-century rigging in general and in particular, French and small-ship rigging characteristics.

With over individual items including nearly wood and iron artifacts, this assemblage stands out as one of the most substantial and varied among all available rigging assemblages and currently is the only assemblage of 17th-century French rigging published. Furthermore, French rigging in general has not been as well defined as English rigging, nor has the 17th century been as well researched as the 18th.

As such, La Belle's rigging assemblage has provided a valuable source of knowledge whose research will hopefully provide a valuable foundation on which future studies can be built.

Specifically, this project has attempted to catalogue these artifacts and reconstruct a plausible 17th-century French rig. This project has further attempted to define the model ship building hull planking 104 between the better known English rigging features and those more characteristic of the French and Dutch.

The reconstruction is based on the specific details derived from La Belle's artifacts as well as contemporary French and other continental sources such as rigging assemblages, ship models, treatises, and nautical dictionaries.

Together, these have suggested that La Belle probably carried a relatively simple rig with decidedly seventeenth-century characteristics and a Dutch influence. Chapelle, Howard Irving. The Baltimore Clipper. The History of the American Sailing Navy. His crowning achievement, The History of the American Sailing Navy, has long been model ship building hull planking 104, but its treatment of the subject remains unparallelled.

Accompanying the authoritative text are detailed plans of over 50 sailing vessels as well reproductions of contemporary paintings and drawings. Lincoln Colcord said: "Chapelle, in my opinion, has the soundest ideas on the history of naval architecture and the development of American ship types of any man writing on the subject His work will be of permanent historical value.

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Many sporting products stores foster tractable models which will fit your needs all by a infancy of your conceiving physically .

So, we like multifunction displays even though there are arguably drawbacks. Garmin says it has now brought those premium features, indicative of its series, to mid-level consumers. The can be flush-mounted in the same space as a with a retrofit kit. Roswell R1 Pro Tower Speakers mount to rails and entertain everyone on the boat or being towed behind with vibrant sound and a light show.

When you hit the button, you not only hear tunes but are also treated to an impressive visual display thanks to a translucent housing with RGB LED lights. Spring Commissioning Checklist T Follow these tips so that once the first warm spring days arrive, you and your boat are ready to enjoy them.

And we know what happens next: that first truly warm day, everyone will be running to their marina hoping to launch their boats. But getting any vessel ready to splash after months of sitting idle is no small task.

If you want to be the first out of the gate and into the water, keep these tips in mind. We also suggest consulting BoatUS articles, the pros at your local boating store, and your marina regarding any work that needs to be done, shrinkwrap recycling, and launch schedules.

BoatUS boatus. Inspect and replace hose clamps as necessary. Double clamp fuel lines and exhaust hoses with marine-rated. Inspect all hoses for stiffness, rot, leaks, and cracking, and replace any that are faulty. Make sure they fit snugly. Inspect prop s for dings, pitting, and distortion. Make sure cotter pins are secure. Grip the prop on inboard drive systems and try moving the shaft up and down and side to side.

Operate the wheel or tiller to ensure the steering works correctly. Inspect the hull for blisters, distortions, and stress cracks. Make sure your engine intake sea strainer if equipped is not cracked or bent from ice and is free of corrosion, is clean, and properly secured.

With inboards, check the engine shaft and rudder stuffing boxes for correct adjustment. A stuffing box should leak no more than two drops each minute when the prop shaft is turning. Inspect, lubricate, and exercise seacocks. Use a garden hose to check for deck leaks at ports and hatches. Renew caulk or gaskets as necessary. Check stove and remote LPG tanks for loose fittings and leaking hoses.

Inspect dock and anchor lines for chafe and wear. If equipped, ensure that the stern drain plug is installed. After the boat is launched, be sure to check all thru-hulls for leaks. Spring Commissioning Engines and Fuel Systems 1. Inspect fuel lines, including fill and vent hoses, for softness, brittleness, or cracking.

Check all joints for leaks, and make sure all lines are well supported with noncombustible clips or straps with smooth edges. Inspect fuel tanks, fuel pumps, and filters for leaks. Ensure portable tanks and lines are completely drained of stale fuel before filling with fresh fuel. Charge battery. Clean and tighten electrical connections, especially both ends of battery cables.

Use a wire brush to clean battery terminals, and top up cells with distilled water if applicable. February 15, Engine Outdrives and Outboards 1. Check power steering and power trim oil levels.

Inspect the outer jacket of control cables. Cracks or swelling indicate corrosion and mean that the cable must be replaced. Inspect lower unit oil level and top up as necessary. Safety Equipment 1. Check expiration dates on flares. Inspect fire extinguishers. Replace if more than 12 years old or if age is unknown. More than 40 million Kidde extinguishers with plastic handles were recalled on November 2, Ensure you have properly sized and wearable life jackets in good condition for each passenger, including kids.

Test smoke, carbon monoxide, fume, and bilge alarms. Check running lights for operation and spare bulb inventory. Update paper charts and chartplotter software. Replenish first-aid kit items that may have been used last season or are expired.

Get a free vessel safety check from the U. Coast Guard Auxiliary or U. Power Squadrons. Find out more at SafetySeal. Espar Marine Diesel Fired Heaters. Scan this code to view the online directory listings for more information and direct links.

Boat Trailers 1. Inspect tire treads and sidewalls for cracks or lack of tread and replace as necessary. Inspect wheel bearings and repack as necessary. Test all lights and replace any broken bulbs or lenses. Inspect hitch chains. Inspect trailer frame for rust. Sand and paint to prevent further deterioration. Inspect brakes and brake fluid reservoir. Documents 1. Make sure your boat registration is up to date.

Review your boat insurance policy and update coverage if needed. All of these tips are courtesy of BoatUS. For more, visit boatus. Photo by Mariah Cook friends. Spend at least an hour underway. The catboat and powerboat spend their winters under shrinkwrap at two different marinas. The kayak and dinghy rough it under tarps in my backyard.

One year, I sanded all the teak on my sailboat, put on three coats of cetol, primed and painted the hull, and rolled on one coat of bottom paint Nevertheless, my boats never fail to impress my non-nautical friends and only earn me a moderately disapproving glance from my more persnickety mariner pals.

Gowrie Group provides insurance solutions for everything marine and beyond. Both are a lot of work. But, purging the pink and purple stuff in the spring, in anticipation of cruising to come, is far more emotionally enticing.

The best spring commissioning plan is to avoid it completely. Boaters who headed south to warner climates last fall may now seem like geniuses after the.

They got to use the boat all winter and avoided many of the typical fall tasks and are now avoiding most of the spring commissioning tasks. They completed oil changes, waxing, and attention to bright work as needed, over time and in comfortable weather.

So, start planning now for your fall trip south in six months. Skip the harder parts and have more fun! Call Scott to schedule your spring commissioning and launch. Some people use shrinkwrap, while others use tarps or reusable covers.

Cost, effectiveness, environmental impact, and investment of your time are probably the four main considerations when deciding whether to protect your boat with a reusable cover or an annual shrinkwrap job.

Here are a few considerations to keep in mind for the future:. They were already best friends, hanging out and surfing every day, so it only made sense to go into the liveaboard world together. The benefits are never ending. It was civil twilight in the middle of the Caribbean Sea. There I was, a young and novice mariner, giving it my best attempt at shooting a line of position using Venus and two other navigational stars.

I was where I needed to be. I grew up on the water and have the pleasure now to live and work on it, too! Their sea stories constantly ran through my young mind. These stories quickly. Growing up I was always around boats. Naturally, it rubbed off on me. Kennedy, to South America and the Caribbean during the winter semester. Standing watch as the Officer of the. Watch OOW on that foot ship was by no means my first experience on the water� but most certainly my first real experience at sea.

Upon arrival in San Diego on U. Navy orders, my first job postmerchant marine, I began searching for a boat to call my own. Growing up sailing I was impulsively drawn to sailboats, but after some research and sage boating wisdom, I decided on a trawler design and ended up with a foot CHB named Astreaus, a phenomenal Taiwanese boat.

The creator, David, had made a video PropTalk. A few weeks later, I took a trip down, and when I first laid eyes on her, I knew that she was the boat for me. David and I are still friends today and talk often. Shortly after the purchase I moved aboard Astreaus full time. One thing is for certain, it seems to brighten the day of anyone who comes aboard or comes underway for a cruise, and that is what boating and this community is all about!

Moving aboard has brought Joe great joy, and allowed him to share his love of the ocean with fam ily and friends. You could say that my boating experience has been just about percent backwards from what most people probably have gone through.

I thought I had life pretty well in hand as I walked less than a block to Tourmaline Surf Park with my board every day after work. I recalled my experience the summer before which included a lot of time in Newport, RI, sailing and boating with new friends.

A few months of research and many discussions with people a day wiser than myself led me to the easy answer: it was time for me to buy a boat and live aboard. The decision was really that simple.

I knew that I would be living aboard as soon as I found the right boat so that quickly narrowed down my search criteria. My inexperienced eyes luckily led me right to the most beautiful style of boat�trawlers! All of my youth and young manhood has told me to grab those opportunities and take full advantage. Are you ready for a journey that is both highadventure and low-risk? Join our group of likeminded boaters exploring the 6,mile waterway known as the Great Loop.

She has taught my senses a new way of seeing and feeling, brought my heart great joy, and given me the opportunity to comfortably share my ever-growing love of the ocean with my family and friends! The two young pirates continue to upgrade and enjoy their boats while living and serving at Naval Base San Diego.

Not to worry, you can read every issue online! While many changes in boating have taken place during that time, our core mission has not. We are dedicated to making boating safer and more enjoyable by teaching classes in seamanship, navigation, and related subjects. In addition to the traditional courses and seminars, ABC-Annapolis offers the boating enthusiast participation in various activities, including raftups, cruises, dinner meetings, and barbeques.

Moreover, we actively participate in community and civic services. If you want to meet friendly boaters who are willing to share their time and boating knowledge, we suggest. Notwithstanding the pandemic, we continue to offer virtual seminars, classes, and meetings. For more information, go to aspsmd. He was one of the founders and a life member of the Seafarers Yacht Club of Annapolis, serving in every office, including as commodore.

His canvas belt, silver badge, traffic stopping ability, and willingness to carry her books home�after pulling her braids to get her attention�all combined to make a lasting impression on her. Colonel Carpenter was an avid powerboater, and once, in a storm on the Potomac River, Joe left Ann aboard his new boat when he jumped off to tie it to the dock. He watched helplessly as the boat, with Ann aboard, drifted away in the wind and rain.

His choices were to chumpout and watch the love of his life drift away or risk drowning in an attempt to get to the boat and save it and Ann. Without a second thought, he ran through the driving rain and dove into the swirling currents, swam out, and caught the boat. He climbed aboard, stood gallantly in the lightning and thunder, restarted the engines, and piloted his craft through the raging storm and surf to safety.

Ann was again smitten with his undeniable heroism. And this time he secured the line to a cleat on the boat before jumping to the pier. Colonel Carpenter was a past D. The long overdue recognition of their endurance, patriotism, and dignity was the result of bipartisan action by Congress, which awarded them the Congressional Gold Medal.

Topics include boating safety equipment, rules of the road, buoys, and safe operating procedures. Please contact education officer Lou Kates at lmkates comcast.

Covid protocols include social distancing, hand sanitizing, masks, and taking temperatures. Members of the United States Power Squadrons enjoy deep discounts on courses, boat insurance, and supplies and services from chandleries, office supply companies, and many more. The Squadron maintains a rigorous schedule of marine education courses in boat safety and handling, coastal and offshore navigation courses, and many other elective courses and seminars, including weather, engine maintenance, sailing, marine electronics, GPS, radar, VHF, and anchoring.

Members also perform civic services and hold fellowship events. By Brittanie Adkins ave you ever heard a sound that brought you instantly back to a memory? Bill started his career in boat racing in the early s, running a wooden skiff powered by a PO Johnson. Working alongside good friend and future business partner, Beale Tilton, the duo would change the sport of boat racing for forever. Bill has been through his share of thrills and spills, but the spill out of a Kennedy Craft boat into the Hudson River in While running the race, Bill struck something in the river causing the boat to sink.

He created a way to bolt a single. The new single trim mount along with modifications to the steering would help improve the overall stability of the boat making for a better ride. The original prototype he used to create the single trim mount is still installed in the vintage race boat that he runs today, Dennis Point Menace.

Bill is still as humble as ever, always willing to help out a fellow driver, and always willing to lend a hand getting dirty making an old vintage boat run like new. Remember, many of these dates are tentative, so stay tuned for updates at proptalk. The main event, the Shootout, takes place Saturday, July 10 from 10 a. The race rain day is Sunday, July Learn more and register at shootoutontheriver. Proceeds will benefit several charitable organizations.

The event kicks off Thursday, July 8 with the arrival of participants, a parade of boats at 5 p. There will be a poker run on. Celebrating Over 25 Years In Business! People always stop to admire this award-winner as they walk the piers at a classic boat show.

She shines in the sun. The Dorsett Catalina model sleeps two in her cabin. Her official capacity is a total of pounds for the cabin and cockpit. She is a high-sided boat. This Dorsett is outboard powered, rated for up to an hp motor.

She is. This boat has been repowered since it is used frequently. The newer engine is a four-stroke Yamaha outboard. Before it was mounted on the boat, its gunmetal grey factory finish was re-painted, powerhead to skeg, with pennant red enamel to match the boat. It looks great, as though it is original to the boat. Owner Stephanie Ryan from Virginia named her boat Sunburn, a play on the classic era Coppertone advertisement of a sunburned little girl with her one cheek partially exposed from her puppy tugging at her bathing suit.

Rounding out the look are the red with white polka-dotted fabric touches on the cabin curtains and pillows. The theme carried through from the boat to the motor makes quite a statement. She displays the boat pier side with a small cooler of bottled Cokes, classic boat.

She also has a spotlight mounted on the cabin top. Even her red dock lines carry out the color scheme. She trailers the rig from her home in Virginia. In , the company was re-named Dorsett Marine and simply called its boats, Dorsett.

Dick W. Dorst was the company president. He was a Navy veteran who earned an engineering degree from the University of California and was an alumnus of the Harvard Business School. Yes, Dorsett boats were made on the shores of the Chesapeake Bay. The plant was managed by a Naval architect, John Moore, Jr. In , the company was sold to Textron, Inc.

It was sold again in , when the company created a Santa Clara division separate from the other plants. Then brought another sale. The molds and equipment were sold off individually in , some going to Sierra Performer Boats as well as to Marlin Boats. Much was made of the design partnership with Raymond Loewy that Dick Dorst established in Since Ms. Loewy was a powerhouse of design talent.

We have him to thank for a classic Coke bottle. His designs extended from streamlined locomotives right down to the JFK postage stamp.

He designed the Studebaker Avanti, Champion, and Starliner cars. He introduced a clever transistor radio case. Greyhound hired him to design its popular bus and logo. Loewy also designed signature logos for both Shell and Exxon. The Coldspot refrigerator he designed for Sears in caused sales to jump from 60, to , in just two years.

Stephanie Ryan is fortunate to own a boat that this famous designer influenced. Are you looking for a change? Must not have had a slip at CM in the last 3 years. And so, we did a comprehen Pre-restoration. So, how does it all feel, a way down the road ICW in this case? Read on! With great joy, I am pleased to report we have used the boat a lot. She had not truly completed the refit until the end of June Even in Covid times, we got some Chesapeake Bay cruising done thereafter.

With the refit and Covid-shortened season, we decided to take her to Florida for the winter. Who likes to winterize anyway? First Impressions Our first opportunity to cruise at the completion of the winter-long rehab was a club cruise to Chestertown. That maiden voyage revealed some pluses and some minuses and one mechanical concern. First, let me share that moving from a six-knot sailboat to our former eight-knot trawler was an impressive change.

However, it was not as impressive as moving from eight knots to 20! I think I was smiling all the way to Chestertown. Finally, we were not. After a weekend on the boat, my lovely wife and I wondered quietly and aloud about whether we had enough room on this new-to-us and much smaller boat. I confess to even talking briefly with a boat broker on the cruise with us.

Over the summer we cruised some more, learned the ways of the boat, adjusted, and the feeling passed. An Unseen Problem The engine room inspection before leaving Chestertown revealed fuel in the bilge. I am trained as a scientist to develop theories for the causes of a problem. Any trained engineer will usually start with the discovered problem and then work backwards to the cause.

I should have been an engineer. My theory was a leaking fuel line. I noted a bit of fuel around the supply line to the fuel filters and so planned a hose replacement. I cleaned up the bilge fuel and headed home thinking I knew what to do and that it would not be costly. The fuel hose replaced, we went out on the next short cruise and found no new fuel in the bilge. Yeah, I thought.

The following cruise, to Onancock, required filling the tanks. After the first leg on a full tank, I again had fuel in the bilge. Back to the drawing board.

This time I practiced engineering and worked from the engine block back to the tanks. Doing so, I found both fuel tank vent hoses were substantially deteriorated and leaking. They were at the aft end of the tanks so accelerating to get the boat on a plane forced the fuel in a mostly-full tank through the holes in the deteriorated vent hoses and into the bilge.

This would not be a simple fix. To get home I was able to just reach the offending hoses with the tips of the fingers on one hand. I could manage to get some electrical tape around them to temporarily seal the leak but would need to have a better plan for access to replace them.

Com Located on the Eastern Shore of Maryland, the Yacht Maintenance Company has been serving yacht owners, watermen, commercial vessel operators, and government agencies for over 30 years. Our full-time staff is experienced in every aspect of boat building, repair, and maintenance, and our railway gives us the ability to haul large vessels, making our facility one of the finest boatyards on the East Coast.

The Restoration of a Legacy 32 continued Neff they painted the boat and did some other refit work , hatched a plan that I would consider major surgery. They would remove the twin settees in the main salon, cut a large hole in the inside of the cabin, and reach down through that hole to the top of the fuel tanks to replace the hoses.

The cost estimate was like the water in the shower turning suddenly cold. Was this boat not perfect? The timeline threatened evolving plans to take the boat south for the winter. We were in a funk. Time to adjust to the idea of surgery helped. We did some research and considered alternatives there were none.

Greta was a star talking me off the ledge. We decided to do the surgery. In mid-September, we moved the boat over to Haven Harbour Marina, checked in with the surgical team, and drove home knowing she was in good hands. Cutting a one square foot hole in finished fiberglass is no challenge. Trying not to leave a scar is more than you could ask. Fortunately, these scars would be hidden behind the settees, kind of like the way a pair of long pants hides the scars from a successful knee replacement.

The surgical team sent good updates, including photos. The work, a lot of labor and very little in parts, went as planned. I even got to visit a couple of times to see the surgery in progress. True to their word, the repairs were done in four weeks. I came back to Haven Harbour and drove her home. First, I filled the tanks.

When I got home to Annapolis, there was no fuel in the bilge. Time to Head South It was now mid-October and time to get moving south. We cleaned the boat four weeks in the yard is never good for cleanliness, no matter how good the repair team and loaded her up for the trip to south Florida. Our plan had. Essentially the plan was to hurry up so we could go slow.

We wanted to take the time to explore the ICW stops in a way we had not done before. That leaves times for a town visit, a nap, a regular happy hour, and a well-planned dinner�so civilized. Once in Florida, we had layovers in St. Augustine and. Daytona was a three-day layover while we waited out Hurricane Eta.

What a hurricane season! As I type, we are cruising the west coast of Florida. By the time we are back in Annapolis in mid-May, we will have logged 70 nights on the boat. We have the usual Chesapeake weekend cruising planned for the upcoming summer and a three-week trip to New England in July.

Not bad for a weekender! Chesapeake Beach Park was a small, family-oriented amusement park that flourished on the shores of the Chesapeake Bay from in Chesapeake Beach, MD. Scan the code to read about its interesting history.

Click on the notification to get the answer. Days are noticeably longer, crocus and daffodils are poking through the melting snow and shrink wrap is beginning to disappear. There are other hopeful trends as well. Covid restrictions are gradually loosening, inventories are improving, new boats are being delivered again, and crowded boatshops and marinas are scrambling to get ready for the spring commissioning rush.

Expectations are high for a good boating season. To help support all this activity the Marine Trades Association of Maryland MTAM continues to introduce new workers to the industry through their on-the-job-training program.

This six-week paid apprenticeship program has introduced nearly trainees to the marine industry since its inception in read about a recent program graduate on page By Capt.

As a commercial vessel, Winnie Estelle is. Originally built in as a nine log sailing bugeye, the Wm B Tennison was converted to a powered buyboat in Michaels for her annual spring haul out and inspection. Following Winnie, the remaining members of the floating fleet are hauled, inspected, painted, and maintained.

Tennison, including replacing its running rigging, and pulling and servicing the mainmast. Fleet shipwright Michael Allen and shipyard education manager Jennifer Kuhn will spend the spring and summer leading the shipwright apprentice team in finishing up the installation of 68 bent frames, 16 sawn frames, and all flooring.

Afterward, the team will turn its attention to planking�removing two planks at a time, fitting and fastening one, then lining off the next plank. Mainly, a s custom sloop with long overhangs. Also installed is a new fuel tank and Yanmar single cylinder diesel.

Down below, the settees are rebuilt with ribbon striped Sapele ply, bright finished. Flooring is finished with Western Red Cedar. The small galley to port has a new mahogany countertop. We are making repairs to the keel and replacing the rub rails and transom. Last is a coat of white Interlux Perfection on the hull and fresh varnish on the bright interior.

We are continuing with the restoration of a Chris-Craft ski boat. Plank replacement has been done on the sides and bottom. All fasteners on the bottom have been retightened or replaced as needed.

And we performed many short hauls for used boat pre-purchase surveys. We are ready for many new boats and families, all anticipating a great boating season. Our spring schedule includes launching over boats. We operate five Travelifts ranging in size from 35 to 85 ton. The new M dock construction is completed. Waterfront improvements and the upgraded. It sounds as if his shop in Mayo, MD, has been very busy. It seems being able to work and be isolated to boot has been a good combination.

The past winter we did four small build projects that were very rewarding. We got some local press from them, and the highlight was a carbon model we built to test a full size prototype. We are beginning that prototype now. She will be carbon fiber and foam. The next build number 13 we have in queue is a by foot planing catamaran with an pound displacement to our design. Powered by Mercury V8s again, she is designed for 60 plus mph.

This Bandy 29 will be the classic center console, plain and simple: minimal hatches, minimal rigging, lots of room, fast with low power. This boat will also be foam and E-glas.

Powered by one Suzuki big bore, she will be the most efficient in her class. She will allow travel in style and grace with her custom console, custom T-top, hard top, and custom forward seat-. Michaels, MD. Restoration of Rybovich number 22 continues as the third one so far.

Full frame replacement is accompanied by keel removal and full chine replacement, addition of a propulsion tunnel, and two thirds topside planking replacement.

We are replacing her bit by bit. These are wonderful boats to work on. The last one we did manages 34 knots with her Cummins HP. Old wooden boats have stories to tell just like old cars. There are lessons in those stories. Life lessons. The spring looks to be busy here and I am optimistic. I salute my successful boat builder brothers and sisters here in PropTalk Magazine. Purely by Chance, a Rivolta 44, ready for the new season after new hull paint, Cummins engine and drive service, plumbing hose updates, and more at Ferry Point Marina in Trappe, MD.

Her bottom. Providing uncompromising quality and craftsmanship for the repair and restoration of antique and classic wooden boats Morgnec Rd, Millington, MD Phone: As of spring , we will be offering marine air conditioning and refrigeration installation, service, and repair! We just received a note from The Annapolis Maritime Museum to the effect that, due to the pandemic, they have cancelled the annual sock burning celebration scheduled for March 20, the first day of spring.

Judge yachts in Denton, MD, has also had to change their plans according to their Facebook page. Yachts Open House has been cancelled. However, we welcome you to come tour our shop on an individual basis.

Please call or to arrange your tour email info judgeyachts. Until then, stay safe and healthy. For required program disclosure information, please go to www. M PM PM 1. AM AM 1. W PM PM 1. All speeds are in knots. These data are upon the latest available asThese of tide thedata date of your request, andlatest may differ from the publishe Disclaimer: These data are based upon the latest informationDisclaimer: available as of the date of based your request, and mayinformation differ fromDisclaimer: the published tables.

T Mean Ebb Dir. Su East PM PM 0. FishTalk was also called out for its visual appeal, thanks to a thirdplace award in the Photography category. The BWI writing contest, now in its 28th year, is judged by writers and editors in the field and draws hundreds of entries every year. Criteria such as article complexity and flow, entertainment and educational value, and originality are used in the judging process, and each article, photo, or video in the running is scored by a panel of four judges.

The sword reaching this mark and measuring inches with a girth of 69 inches caught by Nicholas Kontodiakos, of Norfolk, VA, last fall has been confirmed as the new state record. We tip our hats to you, Nicholas, great job! While electro-shocking to tabulate species and size, not one, but two muskellunge over 50 inches showed up.

The larger fish weighed 40 pounds�and could one day prove a truly epic catch for some lucky angler. The DWR reminds anglers that they maintain a musky angling diary program and asks anglers to head for dwr.

Yes, this makes about as much sense as trolling rigged ballyhoo for speckled sea trout. Different county dates and plans have been consolidated to a statewide scheduling, in an attempt to reduce the confusion and travel often caused by counties having different schedules. Opening day for the entire state will be April 3 two weeks earlier than in some areas last spring , and all stocking dates and locations can be found at fishandboat.

Pennsylvania trout anglers will have an earlier start to the season, in some parts of the state. Top honors go to angler Chase Savage, who scored his overall three fish stringer victory with a total Way to go, Chase!!

FishTalk team member David Rudow took second place with David Rudow also won tops in the Kayak division thanks to a Single biggest fish went to angler Shawn Kimbro, with a Rounding out the awards, biggest panfish was taken by another FishTalk sharpie, contributor Eric Packard, who caught a monster inch-plus black crappie. The fly fishing category went to a FishTalk Contributor as well, Peter Turcik, who used the buggy whip to fool a inch fish into biting.

And the youth division was won by angler Ayden Swick with a incher, followed by Carter Jordan with a Prizes were amped up along with the competition this year, with CCA-MD parlaying the unexpectedly high number of entries into unexpectedly awesome prizes � among them, a collection of copper pickerel trophies made by metalworking artist R. Hanes Hoffman, Jr. Fishing tournament schedules, like everything else, have become difficult if not impossible to predict and cancellations have become common.

Anglers can also qualify via collegiate tournaments advancing three additional teams and boat dealer team trails 31 teams. Visit basspro. Before you plan a trout fishing excursion, check all the trout regulations for your state and for the body of water you plan to fish. Some areas are fly-fishing only, others are put and take, and in Maryland you may not take any brook trout.

A freshwater license and trout stamp are required for most anglers. Some anglers take trout fishing very seriously. I am not one of those people. I believe fly-fishingonly streams were made for them.

I look for small creeks with lots of fish that are starving to death. The little creek was boiling with fish, and they went nuts over a crappie jig with a tiny yellow twister tail. Most opening days all three of us caught a limit and were back home before my wife had her breakfast.

During that same time period, I heard about a group called the Brotherhood of the Jungle Cock. It was founded in Maryland in to bring young people into the sport of fly fishing.

While not exactly a fly-fishing devotee, I thought it would be a great experience for my boys. I had a few friends who were involved in the organization, and they encouraged me to sign up for a weekend.

Boy was I glad I did! Not only did both my boys get excellent instruction in fly fishing, but Tug Braid for the running line with a mono leader McGraw was there with to the lure or bottom rig is the best setup for bottom fishing. Photo by Eric Burnley his son, and I spent most. The camp had a pond that was heavily stocked with trout, plus Elk Creek was also salted pretty well.

The younger kids caught all the trout they wanted out of the pond while the older ones went to the creek and experienced more natural fishing conditions. I was fishing the pond with Roger, my youngest, using spinning outfits and garden hackles. We were picking away at trout when I had a savage bite that pealed line from my ultra-light outfit.

I was using four-pound test and whatever the fish was had me all over the pond before finally showing itself to be a gigantic catfish. It was a pound channel cat and, as far as I know, it still graces the wall at the clubhouse when the Brotherhood of the Jungle Cock meets there.

If you plan to take your kids trout fishing, I suggest finding a pond or slow-moving stream where they can fish in relative safety. Depending on their age, they may fish for a few seconds and then go off chasing frogs, unicorns, or whatever catches their fancy. This is normal. If the fishing is really hot, it might hold their attention, but most of the time you will be trying to fish while watching them frolic through the underbrush. Since there is probably a stocked body of water somewhere close to your home, it is possible to get away for a few hours to fish by yourself.

Take the lightest spinning tackle you have along with some Berkley Trout bait or small yellow twister tails and a few crappie jigs. If you are fishing a pond, cast the jig out, let it hit bottom, and work it back to shore.

In a stream, cast across the current and let the jig swing by, then bring it back past any eddies you see. No problem. Get a few worms or live minnows and small hooks. Bait up and fish them under a bobber.

Sit back, relax, and wait for the trout to come to you. Opening day can be a real zoo. Everyone with a fishing rod will be out on the water, and the more popular locations will have anglers lined up shoulder to shoulder. When my boys were young, we would join in the fun, but now that I am much older, I skip opening day and go out on a day after a restocking.

The state provides a list of stocking days, and you can pick a time convenient to you. Now, some 50 years later, braided fishing line has come along, and it is hailed as the greatest thing since the proverbial sliced bread. The truth is, both are excellent products when used in the correct situations. Monofilament line has excellent abrasion resistance, so it will hold up well when fishing in heavy cover such as rocks, wrecks, or mussel or oyster beds.

Braid is much thinner than mono of the same pound test, so it has less resistance to water pressure. This results in being able to use less weight when bottom fishing or trolling to reach the same depth as you would with mono line.

Mono will stretch. It is also a good thing when fighting a big fish as the stretch acts as a shock absorber when the fish takes off on a sudden run or does a violent head shake. Mono is not the best choice for bottom fishing in deep water because the stretch deadens the feel of a bite.

Braid, that has very little stretch, will let you feel the slightest tap and also let you know the type of bottom you are fishing over. When braid first came out, I put it on all my reels. As time went on, I found out that was a mistake.

It was wonderful on my bottom-fishing outfits and my surf fishing reels, but my lighter spinning outfits had serious problems with wind knots.

I did all the things you are supposed to do to minimize the wind knots, but they continued to be a problem. Finally, I took off the braid and replaced it with mono line. No more wind knots. While my bottom fishing outfits all hold braid, they also have a top shot of mono to guard against abrasion. I use Fluorocarbon leader tied to the braid with an Albright knot.

Braid for the running line with a mono leader to the lure or bottom rig is the best setup for bottom fishing. Photo by Eric Burnley. As a marine industry professional with experience in sales management and retail dealerships, Don has more than 30 years of proven achievement, having worked for industry leaders such as Cabo-Hatteras, Regal Marine, Chris-Craft, MarineMax, and Galati Yacht Sales.

Don joined Beneteau America in November as the outboard boat sales manager to launch the Antares, Barracuda, and Flyer ranges in the Americas. The growth of the Beneteau outboard boats over the past two years is a great success.

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While his portfolio of sailboat repair work is extensive, John also works on powerboats and can handle anything from the smallest gelcoat chip to major structural repairs. Need help getting your boat ready for spring cruising? Contact John Hodgkin at or hodgkinmarine gmail. Hodgkin Marine is insured for work in boat yards that allows outside contractors.

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Backed by the knowledge and experience of Composite Yacht, you are ensured thoughtful and thorough representation for both Buyer and Seller. Contact CYS now to learn how we can help you: or rob compositeyacht. Yacht Brokers of Annapolis A native of the Annapolis area, Matthew Sansbury has always had a love for being on the water. Prior to opening Yacht Brokers of Annapolis, Matt worked as a marine service technician as well as a commercial electrician.

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Originally built for US Navy. Carries two 40 gallon dsl fuel tanks. Call Scott Easy to see in Virginia Beach. Owner is looking for ALL offers. Call Mark Jack McGuire David Robinson or d a v i d c u r t i s s t o k e s. Price: NEG Under hrs on twin hp Mercury Verados. Electronic upgrades in Newer batteries. Great value! Call Chase Sutton for more info. Just listed!

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Serious offers considered. Owned 5 years. Engines maintained by professionals per mfg recommendations. Approx hrs on engines. Weight fueled 12K lbs. Location: Annapolis, MD. Surviving crew members were questioned one by one about the handling of the ship at the time of the disaster.

Was it rigged properly for the wind? Was the crew sober? Was the ballast properly stowed? Were the guns properly secured? However, no one was prepared to take the blame. Crewmen and contractors formed two camps; each tried to blame the other, and everyone swore he had done his duty without fault and it was during the inquest that the details of the stability demonstration were revealed.

Next, attention was directed to the shipbuilders. Jacobsson had in fact widened the ship by 1 foot 5 inches c. In the end, no guilty party could be found. The answer Arendt de Groote gave when asked by the court why the ship sank was "Only God knows".

Gustavus Adolphus had approved all measurements and armaments, and the ship was built according to the instructions and loaded with the number of guns specified. In the end, no-one was punished or found guilty for negligence, and the blame effectively fell on Henrik Hybertsson. Less than three days after the disaster, a contract was signed for the ship to be raised.

However, those efforts were unsuccessful. Two ships or hulks were placed parallel to either side above the wreck, and ropes attached to several anchors were sent down and hooked to the ship.

The two hulks were filled with as much water as was safe, the ropes tightened, and the water pumped out. The sunken ship then rose with the ships on the surface and could be towed to shallower waters. The process was then repeated until the entire ship was successfully raised above water level. Even if the underwater weight of Vasa was not great, the mud in which it had settled made it sit more securely on the bottom and required considerable lifting power to overcome.

With a simple diving bell , the team of Swedish and Finnish divers retrieved more than 50 of them. Such activity waned when it became clear that the ship could not be raised by the technology of the time.

However, Vasa did not fall completely into obscurity after the recovery of the guns. The ship was mentioned in several histories of Sweden and the Swedish Navy, and the location of the wreck appeared on harbor charts of Stockholm in the 19th century. In , the navy officer Anton Ludwig Fahnehjelm turned in a request for salvaging rights to the ship, claiming he had located it. Fahnehjelm was an inventor who designed an early form of light diving suit and had previously been involved in other salvage operations.

There were dives made on the wreck in �, and a commercial salvage company applied for a permit to raise or salvage the wreck in , but this was turned down. In , a witness also claimed that his father, a petty officer in the Swedish navy, had taken part in diving exercises on Vasa in the years before World War I.

Among the first things to decompose were the thousands of iron bolts that held the beakhead and much of the sterncastle together, and this included all of the ship's wooden sculptures.

Almost all of the iron on the ship rusted away within a few years of the sinking, and only large objects, such as anchors, or items made of cast iron, such as cannonballs, survived.

Organic materials fared better in the anaerobic conditions, and so wood, cloth and leather are often in very good condition, but objects exposed to the currents were eroded by the sediment in the water, so that some are barely recognizable.

Of the human remains, most of the soft tissue was quickly consumed by bacteria, fish and crustaceans, leaving only the bones, which were often held together only by clothing, although in one case, hair, nails and brain tissue survived. The parts of the hull held together by joinery and wooden treenails remained intact for as much as two centuries, suffering gradual erosion of surfaces exposed to the water, unless they were disturbed by outside forces.

Eventually the entire sterncastle, the high, aft portion of the ship that housed the officers' quarters and held up the transom, gradually collapsed into the mud with all the decorative sculptures. The quarter galleries , which were merely nailed to the sides of the sterncastle, collapsed fairly quickly and were found lying almost directly below their original locations.

Human activity was the most destructive factor, as the initial salvage efforts, the recovery of the guns, and the final salvage in the 20th century all left their marks.

Peckell and Treileben broke up and removed much of the planking of the weather deck to get to the cannons on the decks below. Peckell reported that he had recovered 30 cartloads of wood from the ship; these might have included not just planking and structural details but also some of the sculptures which today are missing, such as the life-size Roman warrior near the bow and the sculpture of Septimius Severus that adorned the port side of the beakhead.

Construction work in Stockholm harbor usually results in blasting of bedrock, and the resulting tonnes of rubble were often dumped in the harbor; some of this landed on the ship, causing further damage to the stern and the upper deck.

He spent many years probing the waters without success around the many assumed locations of the wreckage. He did not succeed until, based on accounts of an unknown topographical anomaly just south of the Gustav V dock on Beckholmen , he narrowed his search.

In , with a home-made, gravity-powered coring probe, he located a large wooden object almost parallel to the mouth of dock on Beckholmen. The location of the ship received considerable attention, even if the identification of the ship could not be determined without closer investigation.

Soon after the announcement of the find, planning got underway to determine how to excavate and raise Vasa. The Swedish Navy was involved from the start, as were various museums and the National Heritage board, representatives of which eventually formed the Vasa Committee, the predecessor of the Vasa Board.

A number of possible recovery methods were proposed, including filling the ship with ping-pong balls and freezing it in a block of ice, but the method chosen by the Vasa Board which succeeded the Vasa Committee was essentially the same one attempted immediately after the sinking.

Divers spent two years digging six tunnels under the ship for steel cable slings, which were taken to a pair of lifting pontoons at the surface.

The work under the ship was extremely dangerous, requiring the divers to cut tunnels through the clay with high-pressure water jets and suck up the resulting slurry with a dredge, all while working in total darkness with hundreds of tonnes of mud-filled ship overhead.

The almost vertical sections of the tunnels near the side of the hull could also potentially collapse and bury a diver inside. Each time the pontoons were pumped full, the cables tightened and the pontoons were pumped out, the ship was brought a metre closer to the surface.

In a series of 18 lifts in August and September , the ship was moved from depth of 32 metres ft to 16 metres 52 ft in the more sheltered area of Kastellholmsviken, where divers could work more safely to prepare for the final lift. The gun ports were closed by means of temporary lids, a temporary replacement of the collapsed sterncastle was constructed, and many of the holes from the iron bolts that had rusted away were plugged.

The final lift began on 8 April , and on the morning of 24 April, Vasa was ready to return to the world for the first time in years. Press from all over the world, television cameras, invited guests on barges and boats, and thousands of spectators on shore watched as the first timbers broke the surface.

The ship was then emptied of water and mud and towed to the Gustav V dry dock on Beckholmen, where the ship was floated on its own keel onto a concrete pontoon, on which the hull still stands. From the end of to December , Vasa was housed in a temporary facility called Wasavarvet "The Vasa Shipyard" , which included exhibit space as well as the activities centred on the ship.

A building was erected over the ship on its pontoon, but it was very cramped, making conservation work awkward. Visitors could view the ship from just two levels, and the maximum viewing distance was in most places only a couple of metres, which made it difficult for viewers to get an overall view of the ship. In , the Swedish government decided that a permanent building was to be constructed, and a design competition was organised.

Ground was broken in , and Vasa was towed into the half-finished Vasa Museum in December The museum was officially opened to the public in Vasa posed an unprecedented challenge for archaeologists.

Never before had a four-storey structure, with most of its original contents largely undisturbed, been available for excavation. The ship had to be kept wet in order that it not dry out and crack before it could be properly conserved. Digging had to be performed under a constant drizzle of water and in a sludge-covered mud that could be more than one metre deep.

In order to establish find locations, the hull was divided into several sections demarcated by the many structural beams, the decking and by a line drawn along the centre of the ship from stern to bow. For the most part, the decks were excavated individually, though at times work progressed on more than one deck level simultaneously.

Vasa had four preserved decks: the upper and lower gun decks, the hold and the orlop. Because of the constraints of preparing the ship for conservation, the archaeologists had to work quickly, in hour shifts during the first week of excavation. The upper gun deck was greatly disturbed by the various salvage projects between and , and it contained not only material that had fallen down from the rigging and upper deck, but also more than three centuries of harbor refuse.

The gundecks contained not just gun carriages, the three surviving cannons, and other objects of a military nature, but were also where most of the personal possessions of the sailors had been stored at the time of the sinking. These included a wide range of loose finds, as well as chests and casks with spare clothing and shoes, tools and materials for mending, money in the form of low-denomination copper coins , privately purchased provisions, and all of the everyday objects needed for life at sea.

Most of the finds are of wood, testifying not only to the simple life on board, but to the generally unsophisticated state of Swedish material culture in the early 17th century. The lower decks were primarily used for storage, and so the hold was filled with barrels of provisions and gunpowder, coils of anchor cable, iron shot for the guns, and the personal possessions of some of the officers.

On the orlop deck, a small compartment contained six of the ship's ten sails, rigging spares, and the working parts for the ship's pumps. Another compartment contained the possessions of the ship's carpenter, including a large tool chest. After the ship itself had been salvaged and excavated, the site of the loss was excavated thoroughly during � This produced many items of rigging tackle as well as structural timbers that had fallen off, particularly from the beakhead and sterncastle.

Most of the sculptures that had decorated the exterior of the hull were also found in the mud, along with the ship's anchors and the skeletons of at least four people. The last object to be brought up was the nearly metre-long longboat , called esping in Swedish, found lying parallel to the ship and believed to have been towed by Vasa when it sank.

Many of the more recent objects contaminating the site were disregarded when the finds were registered, but some were the remains of the s salvage efforts and others had their own stories to tell. Among the best known of these was a statue of 20th-century Finnish runner Paavo Nurmi , which was placed on the ship as a prank by students of Helsinki University of Technology now known as Aalto University the night before the final lift. Vasa sank because it had very little initial stability , which can be thought of as resistance to heeling over under the force of wind or waves acting on the hull.

The reason for this is that the distribution of mass in the hull structure and the ballast, guns, provisions, and other objects loaded on board puts too much weight too high in the ship. The centre of gravity is too high, and so it takes very little force to make the ship heel over, and there is not enough righting moment , force trying to make the ship return to an upright position.

The reason that the ship has such a high centre of gravity is not due to the guns. This is relatively low weight and should be bearable in a ship this size. The problem is in the hull construction itself. The part of the hull above the waterline is too high and too heavily built in relation to the amount of hull in the water. The headroom in the decks is higher than necessary for crewmen who were, on average, only 1.

In addition, the deck beams and their supporting timbers are over-dimensioned and too closely spaced for the loads they carry, so they contribute too much weight to the already tall and heavy upper works. The use of different measuring systems on either side of the vessel caused its mass to be distributed asymmetrically, heavier to port.

During construction both Swedish feet and Amsterdam feet were in use by different teams. Archaeologists have found four rulers used by the workmen who built the ship. Two were calibrated in Swedish feet, which had 12 inches, while the other two measured Amsterdam feet, which had 11 inches.

Although the mathematical tools for calculating or predicting stability were still more than a century in the future, and 17th-century scientific ideas about how ships behaved in water were deeply flawed, the people associated with building and sailing ships for the Swedish navy were very much aware of the forces at work and their relationships to each other.

In the last part of the inquest held after the sinking, a group of master shipwrights and senior naval officers were asked for their opinions about why the ship sank. Their discussion and conclusions show very clearly that they knew what had happened, and their verdict was summed up very clearly by one of the captains, who said that the ship did not have enough "belly" to carry the heavy upperworks.

Common practice of the time dictated that heavy guns were to be placed on the lower gun deck to decrease the weight on the upper gun deck and improve stability. The armament plans were changed many times during the build to either pounders on the lower deck along with lighter pounders on the upper deck or pounders on both decks.

The gun ports on the upper deck were the correct size for pounders, but in the end the ship was finished with the heavy pounders on both decks, and this may have contributed to poor stability. Vasa might not have sunk on 10 August , if the ship had been sailed with the gunports closed. Ships with multiple tiers of gunports normally had to sail with the lowest tier closed, since the pressure of wind in the sails would usually push the hull over until the lower gunport sills were under water.

For this reason, the gunport lids are made with a double lip which is designed to seal well enough to keep out most of the water. If he had done it before he sailed, Vasa might not have sunk on that day. Although Vasa was in surprisingly good condition after years at the bottom of the sea, it would have quickly deteriorated if the hull had been simply allowed to dry. The large bulk of Vasa , over cubic metres 21, cu ft of oak timber, constituted an unprecedented conservation problem.

After some debate on how to best preserve the ship, conservation was carried out by impregnation with polyethylene glycol PEG , a method that has since become the standard treatment for large, waterlogged wooden objects, such as the 16th-century English ship Mary Rose. Vasa was sprayed with PEG for 17 years, followed by a long period of slow drying, which is not yet entirely complete.

The highly toxic and hostile environment meant that even the toughest microorganisms that break down wood had difficulty surviving. This, along with the fact that Vasa had been newly built and was undamaged when it sank, contributed to her conservation. Unfortunately, the properties of the water also had a negative effect. Chemicals present in the water around Vasa had penetrated the wood, and the timber was full of the corrosion products from the bolts and other iron objects which had disappeared.

Once the ship was exposed to the air, reactions began inside the timber that produced acidic compounds. In the late s, spots of white and yellow residue were noticed on Vasa and some of the associated artefacts. These turned out to be sulfate -containing salts that had formed on the surface of the wood when sulfides reacted with atmospheric oxygen.

The salts on the surface of Vasa and objects found in and around it are not a threat themselves even if the discolouring may be distracting , but if they are from inside the wood, they may expand and crack the timber from inside. As of , the amount of sulfuric acid in Vasa' s hull was estimated to be more than 2 tonnes, and more is continually being created. Enough sulfides are present in the ship to produce another 5, kilograms 11, lb of acid at a rate of about kilograms lb per year; this might eventually destroy the ship almost entirely.

Experiments done by Japanese researchers show that treating wood with PEG in an acidic environment can generate formic acid and eventually liquify the wood. Vasa was exposed to acidic water for more than three centuries, and therefore has a relatively low pH. Samples taken from the ship indicate that formic acid is present, and that it could be one of the multiple causes of a suddenly accelerated rate of decomposition.

The museum is constantly monitoring the ship for damage caused by decay or warping of the wood. Ongoing research seeks the best way to preserve the ship for future generations and to analyze the existing material as closely as possible.

A current problem is that the old oak of which the ship is built has lost a substantial amount of its original strength and the cradle that supports the ship does not match up very well with the distribution of weight and stress in the hull. If nothing is done, the ship will most likely capsize again", states Magnus Olofson from the Vasa Museum.

An effort to secure Vasa for the future is under way, in cooperation with the Royal Institute of Technology and other institutions around the globe. To slow the destruction by acidic compounds, different methods have been tried.

Small objects have been sealed in plastic containers filled with an inert atmosphere of nitrogen gas, for halting further reactions between sulfides and oxygen. The ship itself has been treated with cloth saturated in a basic liquid to neutralise the low pH, but this is only a temporary solution as acid is continuously produced. The original bolts rusted away after the ship sank but were replaced with modern ones that were galvanised and covered with epoxy resin.

Despite this, the newer bolts also started to rust and were releasing iron into the wood, which accelerated the deterioration. Vasa has become a popular and widely recognised symbol for a historical narrative about the Swedish stormaktstiden "the Great Power-period" in the 17th century, and about the early development of a European nation state.

Within the disciplines of history and maritime archaeology the wrecks of large warships from the 16th, 17th and 18th centuries have received particularly widespread attention as perceived symbols of a past greatness of the state of Sweden.

Among these wrecks, Vasa is the single best known example, and has also become recognised internationally, not least through a deliberate use of the ship as a symbol for marketing Sweden abroad.

The name Vasa has in Sweden become synonymous with sunken vessels that are considered to be of great historical importance, and these are usually described, explained and valued in relation to Vasa itself.

He associates the "syndrome" to a nationalist aspect of the history of ideas and traditional perceptions about hero-kings and glory through war. The focus of this historical theory lies on the "great periods" in "our [Swedish] history" and shares many similarities with the nationalist views of the Viking era in the Nordic countries and the praising of Greek and Roman Antiquity in the Western world in general.

Vasa's unique status has drawn considerable attention and captured the imagination of more than two generations of scholars, tourists, model builders, and authors. Though historically unfounded, the popular perception of the building of the ship as a botched and disorganised affair dubbed "the Vasa -syndrome " has been used by many authors of management literature as an educational example of how not to organise a successful business.

The Vasa Museum has co-sponsored two versions of a documentary about the history and recovery of the ship, both by documentary filmmaker Anders Wahlgren. The second version is currently shown in the museum and has been released on VHS and DVD with narration in 16 languages. In late , a third Vasa -film premiered on Swedish television, with a longer running time and a considerably larger budget with over 7.

Several mass-produced model kits and countless custom-built models of the ship have been made. In , a tonne pastiche reproduction of the ship was built in Tokyo to serve as a passenger sightseeing ship. Vasa has inspired many works of art, including a gilded Disney-themed parody of the pilaster sculptures on the ship's quarter galleries. Commercially produced replicas�such as drinking glasses, plates, spoons, and even a backgammon game�have been made from many of the objects belonging to the crew or officers found on the ship.

From Wikipedia, the free encyclopedia. Early 17th century Swedish warship which foundered on her maiden voyage, later salvaged and displayed in Stockholm. Vasa has since become the most widely recognised name of the ship, largely because the Vasa Museum chose this form of the name as its 'official' orthography in the late s. This spelling was adopted because it is the form preferred by modern Swedish language authorities, and conforms to the spelling reforms instituted in Sweden in the early 20th century.

Shipwreck: A History of Disasters at Sea. ISBN Archived from the original on 13 July Retrieved 8 December Retrieved 19 February Public Radio International. Aired 5 October Retrieved 4 March Ny Teknik on 19 July Retrieved 18 December archived 22 June at the Wayback Machine. ISBN X. Statens maritima museer.

Retrieved 3 March Archived 10 April at the Wayback Machine. Ships that were lost on their maiden voyage. Pinckney Henderson Kherzon Matt W. Treutlen 1 Union Star 2 Ranga Reijin Mohawk Largest wooden ships. Doty Iosco George Spencer Continental.

Surviving ships launched before Snyder Jr. Commons WikiProject. Underwater diving. Diving modes Atmospheric pressure diving Freediving Saturation diving Scuba diving Snorkeling Surface oriented diving Surface-supplied diving Unmanned diving. Diving equipment. Cleaning and disinfection of personal diving equipment Human factors in diving equipment design.

Diving mask Snorkel Swimfin. Atmospheric diving suit Diving cylinder Burst disc Scuba cylinder valve Diving helmet Reclaim helmet Diving regulator Mechanism of diving regulators Regulator malfunction Regulator freeze Single-hose regulator Twin-hose regulator Full face diving mask. Diving support equipment. Air filtration Activated carbon Hopcalite Molecular sieve Silica gel Booster pump Carbon dioxide scrubber Cascade filling system Diver's pump Diving air compressor Diving air filter Water separator High pressure breathing air compressor Low pressure breathing air compressor Gas blending Gas blending for scuba diving Gas panel Gas reclaim system Gas storage bank Gas storage quad Gas storage tube Helium analyzer Nitrox production Membrane gas separation Pressure swing adsorption Oxygen analyser Oxygen compatibility.

Diving spread Air spread Saturation spread Hot water system Sonar Underwater acoustic positioning system Underwater acoustic communication. Professional diving. Navy diver U. Commercial offshore diving Dive leader Diver training Recreational diver training Hazmat diving Hyperbaric welding Media diving Nondestructive testing Pearl hunting Police diving Potable water diving Public safety diving Scientific diving Ships husbandry Sponge diving Submarine pipeline Underwater archaeology Archaeology of shipwrecks Underwater construction Offshore construction Underwater demolition Underwater photography Underwater search and recovery Underwater videography.

Abrasive waterjet Airlift Baited remote underwater video In-water surface cleaning Brush cart Cavitation cleaning Pressure washing Pigging Lifting bag Remotely operated underwater vehicle Thermal lance Tremie Water jetting.

Limpet mine Speargun Hawaiian sling Polespear. Recreational diving. Dive center Environmental impact of recreational diving Scuba diving tourism Shark tourism Sinking ships for wreck diving sites. Diversnight Underwater Bike Race. Blue-water diving Black-water diving. Diving safety. Human factors in diving equipment design Human factors in diving safety Life-support system Safety-critical system Scuba diving fatalities.

List of diving hazards and precautions Environmental Current Delta-P Entanglement hazard Overhead Silt out Wave action Equipment Freeflow Use of breathing equipment in an underwater environment Failure of diving equipment other than breathing apparatus Single point of failure Physiological Cold shock response Decompression Nitrogen narcosis Oxygen toxicity Seasickness Uncontrolled decompression Diver behaviour and competence Lack of competence Overconfidence effect Panic Task loading Trait anxiety Willful violation.

Bellman Chamber operator Diver medical technician Diver's attendant Diving supervisor Diving systems technician Gas man Life support technician Stand-by diver. Breathing gas quality Testing and inspection of diving cylinders Hydrostatic test Sustained load cracking Diving regulator Breathing performance of regulators.

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