Suchergebnisse

"The captain of the container ship Dali…is a Ukrainian."

Dudley Pope meticulously researches the story of the bloodiest mutiny in the history of the Royal Navy - the butchering of the officers aboard His Majesty's Frigate HERMIONE 32 guns, in the West Indies in 1797. The captain of the frigate, Hugh Pigot, was a brutal and sadistic commander who flogged his men mercilessly and drove them beyond the limits of endurance. However, nothing could excuse the slaughter of guilty and innocent officers alike as the mutineers went wild and committed crimes beyond anything Pigot could have dreamt up. Not content with that, they then took the ship into an enemy

This article provides an interpretation of Josef Vilsmaier's two-part television feature film, Die Gustloff (2008), which depicts the sinking of that ship in January 1945. It argues that Vilsmaier, at the expense of historical fact, pins blame for the fateful decisions that led to the ship being vulnerable to attack on the Navy, while simultaneously seeking to exculpate and even glorify the Merchant Navy representatives on board. Die Gustloff seeks to distinguish between a "bad" captain and a "good" one, between hard-hearted military indifference and uncorrupted civilian decency in the face of the plight of German refugees. Generally, in its portrayal of the civilian as a realm untainted by Nazism, it seeks to resist trends in contemporary historiography that show such distinctions to be untenable. It is thus deeply revisionist in character, and, in many ways, represents the nadir of the "Germans as victims" trend in contemporary German culture.

AbstractThe author asks whether the annual Chairmanship is the captain or the figurehead of the OSCE ship. It looks at the mandate of the Chairman-in-Office and how this works in practice. The author, who used to be an adviser to OSCE Chairmanships, concludes by making a number of recommendations for a successful Chairmanship.

Cover -- Title Page -- Copyright -- Contents -- Preface -- Acknowledgments -- One: The Life and Times of Alexander McDougall -- Two: Inventing the Whaleback Ship -- Three: The American Steel Barge Company -- Four: Early Whaleback Ships -- Five: The New Shipyard -- Six: The Operating Department -- Seven: Saltwater Ventures -- Eight: Heyday -- Nine: The Rockefeller Era -- Ten: The Final Ships -- Conclusion -- Epilogue -- Appendix A. Whaleback Vessel Dimension Conventions -- Appendix B. A Brief Explanation of Relevant Shipping Terminology -- Appendix C. Whaleback Barges and Steamships with Principal Dimensions -- Notes -- Bibliography -- Index

ADMINISTERING ENTITIES IN THE EXAMPLE OF MASTER OF THE SEA SHIPThe master of the sea ship is the untypical administering entity whose position in the scope of public administration tasks is akind of phenomenon. The ship captain is treated as the representative of government beyond the boarders of the Republic of Poland. The legislator gave him certain com­petences concerning the realization of national administrative functions which are usually reserved for afew entities in the normal conditions. In such scope, the captain works on the basis of admin­istrative law norms. The most important tasks of captain result from the franchise, Act on Registry Office Records and Maritime Code in the range of police investigation. This article presents the analysis of sea ship captain functions as the entity constituting the element of public administration environment.

Mulzac family tree -- To Captain Mulzac -- Sea fever -- Recollections of an island boy -- I discover black and white -- The wide, wide world -- Sailing ship days -- On the beach -- Marcus Garvey's dream -- The dark years -- Stirrings of hope -- The world revisited -- The Commission will not interfere -- On the bridge -- Action in the North Atlantic -- To all brave sailors -- The routine of war -- The commander is dead! -- A peacetime sailor -- Painting and politics -- Blacklist -- To all young sailors -- Epilogue -- Questions and answers.

In the provisions of Article 137 Paragraph (1) and (2) Law no. 17/2008 both the Grosss Tonnage 35 and motor boats Motor boats are less than Gross Tonnage 35 as well as for boats traditionally less than the Gross Tonnage 105, I insist on the point states: The captain is the leader on the ship who owns law enforcement authority and are responsible for safety, security and order of ships, and cargo goods obligation. In another provision it is also stated that the master is the leader of the ship, who every certain event must take a stand and act in accordance with skill, precision and wisdom,as required to carry out their duties (Article 342 paragraph (1)KUHD). As the leader of the ship, the master must be responsible all his actions against the ship and its cargo in all events that happens in the sea. From that the legislators gave a burden responsibility to the master as regulated in Article 342 paragraph (2) KUHD, that is, if the action is committed in that position is intentional or negligent, which causes damage to other people.The breadth obligations given by law, in the implementationtransportation in terms of the responsibility of the Ship Leader / Master to safety, security and order of ships and sailors in essence boils down to the interests of the cargo as the agreed object which is the obligation of the carrier. The obligation that arises from its existence an agreement as intended gives birth to responsibilities implicitly it is the responsibility of the transportation company. The formulation of these provisions includes the extent of the obligations given by Constitution. If you listen to the process of organizing deep transportation regarding the responsibility of the Ship Leader / Master for safety, security and order of ships and sailors basically boils down to in the interest of cargo as the agreed object is the obligation of the carrier.

Alongside deploying weapons and sensors what makes a warship distinct is survivability, being the measure that enables a warship to survive in a militarily hostile environment. The rising cost of warship procurement, coupled with declining defence budgets, has led to a reduction in the number of ships in most western navies. Moreover, cost cutting is often aimed at aspects which may be difficult to quantify, such as survivability, and can lead to potentially inadequate designs. Innovation in both the design process and the design of individual ships is, therefore, necessary, especially at the crucial early design stages. Computer technology can be utilised to exploit architecturally orientated preliminary design approaches which can address innovation early in the ship design process and in issues such as survivability. A number of survivability assessment tools currently exist; however, most fail to integrate all survivability constituents (i.e. susceptibility, vulnerability and recoverability), in that they are unable to balance between the component aspects of survivability. Some are qualitative, therefore less than ideal for requirement specification, others are aimed towards the detailed design stages where implementing changes is heavily constrained or even impractical. Since a ship's survivability is dependent on layout, the approach adopted in this research takes advantage of an architecturally orientated ship design approach applicable to early stage design. Such a method is proposed and demonstrated on five combatant (including a trimaran configuration) and two auxiliary ship design studies. The proposed method combines various tools used by UCL and the UK Ministry of Defence, as well as a new approach for recoverability assessment and, therefore, tackles difficulties currently associated with the latter (e.g.: lack of data, human performance and time dependence) by using weighted performance measures. An overall approach for survivability assessment has been applied across the range of designs produced and conclusions drawn on their relative merits for overall survivability. The approach and implications of the integration of survivability assessment in the preliminary ship design stages, as well as the identification of major survivability design drivers, are discussed. Through the identification of problematic topics, areas for further research are suggested. It is envisaged that this research will assist in developing the design process of what are, according to Captain C. Graham, USN, "the most complex, diverse and highly integrated of any engineering systems" produced today on a regular basis.

Acknowledgments; Preface; Scuttling of a U.S. Naval Super Aircraft Carrier; USS America (CVA-66) Joins the Fleet; The Skippers: Profiles of Extraordinary Men; Capt. Thomas H. Replogle (April 1973-September 1974); New USS America (LHA-6); Appendix A: Early Ships Named USS America; Appendix B: Flight Deck Colors; Appendix C: Career Summary of Medals Won by the Captions; Bibliography; List of Names and Terms.

The duty to render assistance at sea is a long-established rule of international law. The genesis of this obligation lies in the overwhelming need to protect life at sea. In recent years, the duty has had to respond to challenges posed by the phenomenon of irregular mass migration by sea. The sheer magnitude of the problem has placed considerable pressures on commercial shipping as evidenced by the recent Maersk Etienne saga. This note assesses the legal regime regulating the duty to render assistance in light of contemporary challenges associated with large-scale irregular migrant rescue operations. It addresses the contentious issue of disembarkation and examines the potential responsibility of States embroiled in the Maersk Etienne case. It is argued that the lack of international cooperation in providing a place for disembarkation has serious practical, legal, and commercial ramifications for the shipping industry which may have detrimental repercussions on the duty to render assistance at sea. ; peer-reviewed

Intro -- List of Maps -- List of Figures and Tables -- Foreword -- Preface -- Introduction: Archives, Power & -- Legacy -- Table 1: Demographic Data for the First, Third and Fourth Voyage of the ship Pearl -- Table 2: Estimated Number of Enslaved Transported -- to the British Caribbean -- Table 3: Regions of Embarkation and Estimated Number of Enslaved on Ships heading to the British Caribbean -- Table 4: Mortality Rates of the Enslaved During Voyage -- Snapshot of the Voyage 1785-1786 -- Voyage from Bristol to Bonny: July 13 to September 15, 1785 & -- from Bonny to Grenada: February 1 to March 28, 1786 -- Figure 1: Surviving Captives from the Moment of Purchase in Bonny,1785-1786. -- Campbell, Baillie & -- Company to James Rogers -- Captain Stephen Madge to James Rogers -- Campbell, Baillie & -- Company to James Rogers* -- Merchant Joseph Daltera to James Rogers -- Snapshot of the Voyage 1787-1788 -- Voyage from Bristol to Old Calabar: August 9 to October 4, 1787 & -- from Old Calabar to Barbados & -- Grenada: October 5 to December 4, 1788 -- Figure 2: Captives from Moment of Purchase in Old Calabar, 1787-1788. -- Captain Richard Rogers to James Rogers* -- Captain Richard Rogers to James Rogers* -- Captain Richard Rogers to James Rogers* -- Snapshot of the Voyage 1790-1791 -- Voyage from Bristol to Old Calabar: January 18 to March 1790 & -- from Old Calabar to Barbados, St Vincent, Jamaica: December 1790 to March 1791 -- Figure 3: Surviving Captives from Moment of Purchase in Old Calabar, 1790-1791. -- Dr. J.P. Degravers to James Rogers -- Dr. J.P. Degravers to James Rogers -- Captain William Blake to James Rogers* -- Captain William Blake to James Rogers* -- Dr. Degravers to James Rogers* -- Captain William Blake to James Rogers* -- Captain William Blake to James Rogers* -- Merchant Samuel Richards to James Rogers.