The Titanic, greatest of ships, has gone to her ocean grave. What has she left behind her? Think clearly. She has left debts. Vast sums of money have been lost. Some of them are covered by insurance which will be paid. The rest is gone. All wealth is insecure. She has left lessons. The risk of running the northern course when it is menaced by icebergs is revealed. The cruelty of sending a ship to sea without enough life-boats and life-rafts to hold her company is exhibited and underlined in black. She has left sorrows. Hundreds of human hearts and homes are in mourning for the loss of dear companions and friends. The universal sympathy which is written in every face and heard in every voice proves that man is more than the beasts that perish. It is an evidence of the divine in humanity. Why should we care? There is no reason in the world, unless there is something in us that is different from lime and carbon and phosphorus, something that makes us mortals able to suffer together-- "For we have all of us an human heart."

The famous and complete history of sailing ships from its beginning until the late 19th century. Probably the best and most detailed book about historical windjammers from all countries and continents. First published in 1909.

This is a reproduction of a book published before 1923. This book may have occasional imperfections such as missing or blurred pages, poor pictures, errant marks, etc. that were either part of the original artifact, or were introduced by the scanning process. We believe this work is culturally important, and despite the imperfections, have elected to bring it back into print as part of our continuing commitment to the preservation of printed works worldwide. We appreciate your understanding of the imperfections in the preservation process, and hope you enjoy this valuable book.

"Navigation puzzles, controversies, historical problems, and other ponderables demystified by an expert navigator and writer. Joe Portney is a US Naval Academy graduate and Air Force navigator who has participated in three historic flights over the North Pole. He is a past President of the Institute of Navigation and recipient of the Weems Award for continuing contributions to the art and science of navigation. He has produced a wonderful little book here, chock filled with interesting tidbits, each of which can be read in a few minutes but will stimulate your thought for many days to come. Some are very basic, others more involved, but he provides a clear explanation of each. Some refer to math computations that we might not all be familiar with, but this is not a distraction from the main points being made even in these few cases."

The USS Oriskany, known affectionately as The Mighty O, is an aircraft carrier 911 feet long. Eight boilers and four steam turbine engines, delivering 150,000 shaft horsepower to four propellers, drove The Mighty O as she cruised through the water at speeds in excess of 30 knots. During fleet operations, the ship consumed 200 thousand gallons of fuel oil per day. The Mighty O is comparable in height to a 25-story skyscraper, has 10 decks and extended 192 feet above the waterline. Her crew, including the air wing, consisted of around 3,500 men. During the Vietnam War, The Mighty O carried a complement of 80 aircraft (jets, prop-driven and helicopters). Most of her fixed-wing aircraft, including the 70,000 pound A3 Sky Warrior, were launched by two steam-driven catapults. Aircraft recovery was accomplished by four arresting cables. After 25 years of service, The Mighty O continues her service to the nation as an artificial reef in 200 feet of water, 20 miles off the coast of Pensacola, Florida.

This scarce antiquarian book is a selection from Kessinger Publishing's Legacy Reprint Series. Due to its age, it may contain imperfections such as marks, notations, marginalia and flawed pages. Because we believe this work is culturally important, we have made it available as part of our commitment to protecting, preserving, and promoting the world's literature. Kessinger Publishing is the place to find hundreds of thousands of rare and hard-to-find books with something of interest for everyone!

What kind of person would want to become a Lighthouse Keeper ? Spending weeks and months in a tower, miles from shore, and in the front line of the very worst of weather conditions. The sea crashes into the structure, and climbs to the very top, shaking the lighthouse tower, and quivering the crockery. With only the company of two others, wasn't it boring and monotonous? Did you ever fall out with each other? How did it feel to be stuck, overdue, when bad weather prevented relief? This book presents first hand, the experiences, and daily lot of the Lighthouse Keeper, of how the team bonded and made certain that the reassuring beams of the lighthouse, never failed the Mariner.

Researches and Discoveries on the Eastern Coast of West Greenland, made in the summer of 1822, on the ship "Baffin of Liverpool."

On January 22, 1906, the passenger ship "Valencia" lost her way in heavy fog and rain and rammed into the deadly rocks at Pachena Point on the west coast of Vancouver Island. As the wreck was shattered by the pounding waves, the survivors clung desperately to the rigging. Few made it the short distance to shore through the frigid and turbulent waves--117 of the 164 souls aboard perished. A year earlier, the "King David" had been wrecked on Bajo Reef near Nootka Sound. The fate of her sailors was much more mysterious. Today, the magnificent Pacific coastline of Vancouver Island draws hikers, surfers and storm-watchers to marvel at its natural splendour. But the ghosts of the "Valencia," "King David," "Janet Cowan," "Pacific," "Soquel" and dozens of other lost ships still haunt the rugged shores of the Graveyard of the Pacific. Anthony Dalton tells the incredible stories of many of these ships and their courageous crews, who often discovered that their nightmares had only begun once they made it ashore. These true tales of disaster and daring rescues are a fascinating adventure into British Columbia maritime history.

This handbook was written in 1941 primarily for the benefit of student shipfitters. Its purpose is to privide the groundwork upon which a student may build a complete and thorough knowledge of shipfitting. Especially for owners of traditional ships, this fully illustrated book still does provide very useful and unique information about shipfitting in these days.

This volume is a collection of short subjects that are controversial in nature. Leading the contentions is a history of the Abandoned Shipwreck Act. In this chapter is the story of how the Act was passed by only two senators, who sneaked into the closed chamber in order to pass unfavorable legislation that could not have been passed by honest means. Following this is an in-depth study of the U.S. destroyer Murphy: how the wreck was identified; how the Naval Criminal Investigative Service threatened to prosecute those who identified it; and how one diver's bid for sole access to the site led to the unlawful introduction and secret passage of a bill that appropriated all sunken U.S. Navy craft anywhere in the world. The book ends with a 70-page retrospection of Shadow Divers Exposed: what juvenile and irrational critiques were made against it, and by whom; how the truthfulness of the book has been vindicated; and how new evidence has established that the U-869 had been discovered and dived three years prior to events that were related in Shadow Divers: the greatest literary hoax in publishing history. In between these extraordinary disquisitions are chapters on other shipwrecks that have created nationwide controversies: the Civil War ironclad Monitor, the Hamilton and Scourge (U.S. Navy warships from the War of 1812, and which are now controlled by the Canadian government), the treasure wrecks Brother Jonathan and El Cazador, and the World War One ocean liner Lusitania. Also included is "The Stellwagen Bank Robbery," a scathing review of NOAA's illegal activities in the Stellwagen Bank National Marine Sanctuary: its refusal to release public information, its ambition to prevent public access to wreck sites, and its program to expand sanctuary boundaries (in particular, Thunder Bay, Stellwagen, and the Monitor - the latter to eventually encompass the entire Outer Banks, and all the U-boats and merchant vessels from all wars and all marine casualties). This is a book that will rile your blood.

Shortly after midnight on March 24, 1989, the 987-foot tank vessel Exxon Valdez struck Bligh Reef in Prince William Sound, Alaska. What followed was the largest oil spill in U.S. history. The oil slick has spread over 3,000 square miles and onto over 350 miles of beaches in Prince William Sound, one of the most pristine and magnificent natural areas in the country. Experts still are assessing the environmental and economic implications of the incident. The job of cleaning up the spill is under way, and although the initial response proceeded slowly, major steps have been taken.

The very large spill size, the remote location, and the character of the oil all tested spill preparedness and response capabilities. Government and industry plans, individually and collectively, proved to be wholly insufficient to control an oil spill of the magnitude of the Exxon Valdez incident. Initial industry efforts to get equipment on scene were unreasonably slow, and once deployed the equipment could not cope with the spill. Moreover, the various contingency plans did not refer to each other or establish a workable response command hierarchy. This resulted in confusion and delayed the cleanup.

Prepared by the National Response Team, this report was requested by the President and undertaken by Secretary of Transportation Samuel K. Skinner and Environmental Protection Agency Administrator William K. Reilly. The report addresses the preparedness for, the response to, and early lessons learned from the Exxon Valdez incident. The President has also asked Secretary Skinner to coordinate the efforts of all federal agencies involved in the cleanup and Administrator Reilly to coordinate the long-term recovery of the affected areas of the Alaskan environment. These efforts are ongoing.

The report addresses a number of important environmental, energy, economic, and health implications of the incident.

This report discusses the May 14, 2007 accident in which the passenger vessel Empress of the North grounded on Rocky Island. The vessel was carrying 206 passengers and 75 crew members on a cruise through Alaska's Inland Passage. The junior third mate, a newly licensed officer, was on his first navigation watch at the time of the accident. The NTSB identified safety issues and made recommendations to the U.S. state and federal maritime academies and to the Passenger Vessel Association. Earlier recommendations were made to the Coast Guard.

Chapter titles are ...(1) Introduction ...(2) Operative Types ...(3) Data Summaries [subsections include Magnavox models, VERTOHOLD, SEASTAPLE Explosive Embedment Anchors, CEL Propellant Anchors, PACAN Propellant-Actuated Anchors, Direct-Embedment Vibratory Anchor, Umbrella Pile Anchors, Rotating Plate Anchor, Expanded Rock Anchor, Free-Fall Anchor System, and more] ...(4) Other Types [including PADLOCK Anchor System, Jetted-In Anchor, Hydrostatic Anchor, Seafloor Rock Fasteners, etc.] ...(5) Applicable Computations ...(6) References, Bibliography, and Patents ...(7) Appendix.

This is an eclectic collection of the author's shorter works. Most have seen print in books, magazines, newspapers, or on the Internet. Some have been expanded for this volume because space limitations in the original publication precluded the author from telling the story in its entirety. Other have been printed the way they originally appeared, but have been appended with annotations either beforehand or afterward. In addition to biographical material, shipwrecks that are covered in this volume include the Andrea Doria, Empress of Ireland, Billy Mitchell Wrecks (Ostfriesland, Frankfurt, U-117, U-140, UB-148), President Coolidge, Sebastian, Texas Tower #4, Bow Mariner, Atlantic (Halifax), Bell Island wrecks (Newfoundland), Dunderberg and Florida (Lake Huron), Miraflores, Shuffled Shipwrecks of North Carolina (Buarque, Equipoise, Mexicano, Cayru, Ario, W.E. Hutton, Papoose, Ciltvaira, San Delfino, Mirlo), Ella Warley, China Wreck (John Sidney and Medway), and shipwrecks of New York (Ajace, Arlington, Bessie A. White, Charles E. Dunlap, Cornelia Soule, Marjory Brown, Panther). There is also a chapter on fossilized megalodon shark teeth.

"Where did they come from, and where did they go?" These simple questions led author Claudia Goudschaal on a quest to find and record the working boats that visited the shores of Leelanau County, Michigan. The result is this compendium of the schooners and small wooden steamers of 1835-1900-a time of rapid change, of fortunes made and lost, of storms and shipwrecks, and of ordinary working life, too.

Due to the very old age and scarcity of this book, many of the pages may be hard to read due to the blurring of the original text.

SIXTEEN boats were in the procession which entered on the terrible hours of rowing, drifting and suspense. Women wept for lost husbands and sons, sailors sobbed for the ship which had been their pride. Men choked back tears and sought to comfort the widowed. Perhaps, they said, other boats might have put off in another direction. They strove, though none too sure themselves, to convince the women of the certainty that a rescue ship would appear.

Celestial navigation is a way to find your latitude and longitude on earth using a sextant to measure the angular heights of celestial bodies above the horizon. It has been used by mariners at sea and explorers on land for three hundred years, and it is still used today as a dependable backup to modern electronic navigation. Routine celestial navigation relies upon accurate time (Universal Time) to find the longitude of a position (latitude does not require time). Advanced celestial navigators can find longitude without knowing the time using a technique called Lunar Distance. In this technique, the sextant is used to measure the angular (diagonal) distance between the moon and another celestial body. Since this distance slowly changes as the moon moves eastward though the stars, it can be used to find the time of day that is needed to complete the longitude determination.The process of finding longitude from lunar distance, however, requires special tables that have not been published in the Nautical Almanac or other sources since the early 1900s. Although software solutions have been available, most advanced celestial navigators are very grateful to navigation historian Bruce Stark for creating these printed tables dedicated to this task. They have been used and tested by mariners for more than 15 years and are praised by experts for their ingenuity and ease of use in solving this complex navigation exercise-which all agree is the hallmark of an expert celestial navigator.With The Stark Tables in your nav station, you no longer have to fear losing power to your electronic navigation aids, nor are you dependent on accurate time from any official broadcast.Besides their practical use in back up navigation, historians have used these tables for years to interpret the logbooks of Lewis and Clark, David Thompson, James Cook, Matthew Flinders, George Vancouver, Nathaniel Bowditch, and other notable explorers and sea captains."It is remarkable in this day when the very survival of celestial navigation seems in question, that an individual should suddenly appear on the scene and present to the world such a brilliant piece of work. Stark has rendered a great service to the celestial navigation community." - Robert Eno, The Navigator's Newsletter"Captain Cook would have relished using these tables, had they been available to him then."- George Huxtable, FRIN