Summary of the Accident:
|
|
- Ursula Andrews
- 5 years ago
- Views:
Transcription
1 LOUISIANA OFFICE FLORIDA OFFICE 3501 HOLIDAY DRIVE, SUITE #203-A OCEAN-OIL P. O. BOX NEW ORLEANS, LA ST. PETERSBURG, FL CELL (24 HOURS): (504) EXPERT WITNESS, INC. 566 VILLA GRANDE AVE. S. FAX: (504) ST. PETERSBURG, FL NAVAL ARCHITECTS and MARINE ENGINEERS PH: (727) MARINE CONSULTANTS FAX: (727) CELL (24 HRS): (727) ARTICLE #4 - GROUP 1: MARITIME DISASTER SHIFT OF CARGO RESULTED IN THE LOSS OF ALMOST THE ENTIRE CREW By: Hector V. Pazos, P.E., Naval Architect, Marine Engineer and Registered Mechanical Engineer ( Copyright 2007 All Rights Reserved Summary of the Accident: The M/V Salvador Allende, a large dry cargo carrier, capsized and sunk on or about December 9, 1994, in the Atlantic Ocean, with the loss of almost the entire crew (29 people were lost). Only two (2) members of the crew survived, the third engineer, Mr. Alexander Tarenov, and the second mate, Mr. Ivan Skiba. During the arbitration procedures in New York, these two officers, provided a review of the events preceding the casualty, which allowed the author of this article to conclude that the shift of the cargo due to improper loading procedures was the cause of the capsizing. Main Cause of Disaster: A cargo of rice was shipped in Flexible Intermediate Bulk Containers (FIBC), some of which may have been damaged by forklift operations during loading. The improper securing of the cargo combined with the rice becoming loose due to damaged FIBC was the main cause of the capsizing of the M/V Salvador Allende. The FIBC bulk bags are commonly woven from heavy duty, UV treated polypropylene resin or other flexible fabrics available in a range of fabric weights. When first manufactured in the late 1950 s or early 1960 s, the FIBC were constructed with heavy duty PVC coated nylon or polyester where the cut sheets are welded together to form the FIBC.
2 Tragic Note: A tragic note of this disaster was that when the captain gave the order to abandon ship, the first lifeboat was boarded primarily by the female crewmembers, which represented one third of the crew. Regretfully, during the boarding, a large wave hit the lifeboat before reaching the surface of the ocean, throwing everybody overboard and no one aboard the lifeboat could be rescued. a). Summary of the testimony of Mr. Tarenov: Mr. Tarenov, 37 years old, Ukrainian National, had an operating engineer diploma from the ODESSA Port Authority. He joined the M/V Salvador Allende on October 15, 1994 in ESTONIA, while the vessel was taking a cargo of metals and coal to carry to Baltimore, USA. He was responsible for the diesel generator, compressed air system, fuel system and other auxiliaries. He had two watches. From 4:00 a.m. to 8:00 a.m. and from 4:00 p.m. to 8:00 p.m. His stateroom was located on deck C, room No. 78. In describing the tanks of the M/V Salvador Allende, Mr. Tarenov indicated that tanks 1, 2, 3, 4, 9, and 10 were used only as ballast tanks. Tanks 7 and 8 could be used for fuel or ballast. During the last voyage of the Salvador Allende, tanks 7 and 8 were carrying fuel. Also, fuel was being carried in tanks 5, 6, 7, 8, 11, 12, 14, 28, 29, 30, 45, 46, 47, 54 and 55. Also small tanks: 31, 32, 33, 34 and 35 were either day tanks or settling tanks. From Baltimore, the vessel went to New Orleans, Louisiana, and then to Freeport, Texas, to load rice. After loading, the vessel left Freeport with the tanks full with water (although the testimony does not indicate if these tanks were pressed-up, that is, without free surface). The vessel left Freeport with approximately 720 tons of fuel on December 1, 1994, and no problems were noted with the hull, machinery and equipment. The daily fuel consumption was 24 to 26 tons, including fuel oil, diesel oil, etc. After using the fuel from tanks 28, 29 and 30, which may have contained approximately 75 tons, Mr. Tarenov started using from tanks 7 and 8, about December 8. From December 4 to December 8, he consumed 100% of tank #8 and partially tank #7. No transfer of fuel took place. The reason for using fuel from tank #8 is because about December 5 th, it was noticed that the vessel started to develop a port list of about 1 degree. The list was reported to the chief engineer on December 6 th and to the captain on December 8 th. Between December 5 th and 8 th, the weather conditions were worsening, and up to December 8 th, Mr. Tarenov was able to compensate the 1 degree list by consuming fuel from tank #8 only, on the port side. The vessel was making about 14 knots, turning about 112 to 114 RPM. No water was detected in the cargo holds on December 3 rd, 4 th and 7 th, but nothing was done to find the reason for the list to port. 2
3 On December 8 th, an attempt was made to level the vessel by ballasting. During the morning watch of Mr. Tarenov, the list to port was ½ of a degree. The weather worsened in the evening and the roll amplitude was about 4 degrees to 5 degrees. When Mr. Tarenov started his afternoon watch at 1600, the list was again 1 degree to port, so Mr. Tarenov informed the captain that the fuel was being used from tank #8 (port side), but that also there were 70 to 75 tons of fuel less on the port side than on the starboard side. This is when the captain ordered Mr. Tarenov to pump out 30 tons of ballast from ballast tank #10 to overboard, correcting the 1-degree port list. Mr. Tarenov went to bed about 10:30 p.m., but due to the rolling motions, he found it difficult to remain in bed. Nevertheless, he fell asleep, but woke up at about 11:30 p.m., because the vessel developed a strong list to port of about 30 degrees, while rolling substantially getting at times close to 0 degree, but never reaching 0 degree. When he got out of bed and looked thru the porthole, the vessel was lying on its side. He heard (thru the P.A. system) the captain ordering everybody to the ship s bridge with emergency equipment. While Mr. Tarenov was putting on clothes and a thermal jacket, the vessel took another strong list to port. Nevertheless, he managed to reach the bridge (without his pants on). The vessel settled at about 40 to 45 degrees list, while rolling back up to approximately 15 degrees, that is, a total amplitude of roll of 30 degrees. When he arrived to the bridge deck, he was able to see thru portholes in the navigator s room that part of the deck was underwater and also found that the vessel s heading had changed to port. About midnight, the main engine stopped, but was later restarted, and the vessel took another strong list to port getting to approximately 50 degrees. A discussion regarding pumping ballast into starboard tank took place, but all the ballast tanks on the starboard side were full. At this time an SOS was sent and the order to abandon ship was given. During the abandon ship activities, the lifeboats were torn off and the lifer rafts were driven away by wind and waves. The first lifeboat was hit by a large wave while being lowered and lost with all the people aboard the lifeboat (mostly women crewmembers). Shortly after 4:00 a.m., Canadian rescue planes found the vessel. About this time the list of the vessel reached 90 degrees and started sinking, submerging the stern at about 5:30 a.m. Mr. Tarenov eventually ended up in the water and saw the vessel for the last time, in an almost vertical position at about 6:30 a.m. about one hour after he hit the water. The generator was operating until the stern of the vessel began to sink. During her last voyage, the bilges of all the holds were pumped out periodically. To execute this task the corresponding valves have to be opened and closed by hand. These valves are reached thru a pipe tunnel located on the double bottom at the centerline of the vessel. The original design of the vessel included remote control valves, but this system was not functioning when the vessel left the shipyard. Until December 8 th, there were crewmembers handling the valves in 3
4 the pipe tunnel, but, after the vessel took a 40-degree list, no one would volunteer to get in the pipe tunnel. Although Mr. Tarenov testified that he is not an expert in cargo loading, he made the following statements regarding the cargo: There was no cargo in the hatch coaming space of hold no. 4 and the space between the top of the cargo and the main deck was about 70 centimeters. The cargo in no. 3 hold was approximately as high as in hold no. 4. The cargo of plastic material bags (FIBC) was lashed with polyester ropes. b). Summary of the testimony of Mr. Skiba: Mr. Skiba graduated in 1992 from the Naval Academy in the City of Odessa. Mr. Skiba joined the M/V Salvador Allende in July 1994, as second mate, while the vessel was being repaired. He had watched duty from noon to 1600 and from midnight to 4:00 a.m. He was responsible for loading, safety transportation of the cargo and unloading. While the vessel was at the shipyard, among other items, he inspected the rubber sealing of the hatch covers, which was being replaced, and the ventilation system, and accepted the vessel jointly with the ship s chief officer. He also inspected the weather doors of the mast houses and the cargo holds and found the wooden battens in good condition. Another item he found in good condition was the manhole covers, located at the double bottom ceiling or tank tops. During a trip prior to sailing to Freeport, Texas, the M/V Salvador Allende carried ore concentrate from Brazil, in big bags made of a material similar to the rice bags transported during her last trip, but more rigid or hefty, with an approximate weight of two tons. Upon arrival in Baltimore, Maryland, the USCG inspected the vessel and no deficiencies were noted. When Mr. Skiba received information, while in Baltimore, indicating that the vessel will be loading rice, he prepared a preliminary cargo plan assuming that the rice will be in bags of about 50kg each and that the destination was Sweden. The cargo holds were washed, cleaned and inspected by Mr. Skiba, the chief officer, the electric engineer and the chief engineer in preparation for the cargo of rice. Upon arrival to Freeport, a group apparently representing cargo owners inspected the holds to ascertain their fitness to receive the cargo. At this time Mr. Skiba found out that the rice would be in one ton bags (FIBC), resulting in the need to prepare a new cargo plan and stability calculations. Mr. Skiba went to the warehouse to familiarize himself with the bags. He measured a few bags concluding that they were approximately 1.2 meters in height and about the same in diameter or lengthwise. 4
5 The bags were made of plastic and a forklift damaged some during loading. The top of the bags was made of transparent material, sewn along the top or main bag. In other words, the bags were made of 2 materials, one for the body or lower portion, and one for the top. The bags were found to be susceptible to easy damage when contacting or getting banged against metallic structure. The bags previously carried from Brazil were made of much more durable and thicker material. During the last day of loading, the discharge destination was changed to Helsinki, Finland. At the destination, there was a draft restriction to 7.3 M. Hence, a modified cargo plan had to be developed for the 7,404 metric tons of rice. Mr. Skiba discussed the use of dunnage with the captain and found that apparently the charter papers indicated the use of paper as separation dunnage material, which he found unacceptable. Hence, wooden pallets and planks of wood were used, primarily under the bags, but also as separators between the bags and the metallic parts of the vessel. To obtain the pallets and wood planks, the shipper (the sender of the cargo) was contacted. The actual loading of cargo in the vessel started when the issue of the dunnage was settled. Cranes and forklifts were used to stow the cargo in the holds. First, on the port side, then starboard, aft and bow side, but Mr. Skiba felt that the shore side personnel loading the cargo were inexperienced. Mr. Skiba met with the supervisor of the stevedore and went with him into the holds to explain to the stevedores how to install the dunnage. At this time, some cargo had been already loaded and Mr. Skiba was horrified the way that it was stowed. Hence, the cargo was rearranged. Because the stevedores were not following Mr. Skiba s instructions properly, after several discussions, Mr. Skiba informed the captain and he participated in the discussions. The testimony appears to indicate that the crew of the vessel installed additional battens as instructed by the master. Pallets were used on decks, close to the bulkhead and partitions, on frames, etc., to prevent damage to the bags. Also, paper separations were used. Mr. Skiba believes that two types of bags were loaded. The red stitched bags had opaque tops and the blue stitched bags had clear tops, which may indicate a difference manufacturer. All damaged bags were returned to the dock. The spaces between bags were filled as tight as possible. The shore personnel did the lashing, but as the ship officers were not satisfied with the quality of the lashing, the crew of the ship redid the lashings. The shipper did not provide lashing materials, hence, whatever materials available aboard the vessel were used, specifically: polypropylene rope, hemp rope. Some of the ropes used were tightened (pulled) using crane equipment on the vessel. If the distance to stretch the rope was large, steel wire was used with 2 turnbuckles on each side. To protect the bags secured with wire rope, pallets were used in a vertical position. There was concern regarding the vessel structure used in conjunction with the lashings, particularly the rings. Mr. Skiba indicated that 200 large size automobile tires were also loaded to secure the cargo by squeezing the tires between the pallets. There was no cargo loaded in the port and starboard of no. 1 tween deck. These spaces were used to keep pallets that belong to the ship. Mr. Skiba indicated that his stability calculations comply with the requirement of the Russian rules and the range of stability was 60 degrees. The metacentric height upon departure was 72 to 5
6 74 cm. Ballast was carried in the forepeak, tanks 3 and 4 and 120 tons in the after peak. Draft at departure was approximately 7.93M. After leaving port, ballast was added in tanks 9 and 10. These tanks were not full. Some 20 tons were needed to fill them to capacity. Mr. Skiba indicated that it was dangerous to fill them completely because the possibility of breaking the hatches (by hatches, probably Mr. Skiba was referring to manholes). In other words, they were not pressed-up. Tanks 9 and 10 are indicated in the drawings to be fuel tanks, but during the shipyard work, they were probably converted to ballast tanks. They were full, but not pressed-up. The statement of facts indicates 673 tons of fuel and diesel and 125 tons of freshwater. The vessel was navigating a course provided by a weather routing service, going from the Straits of Florida to the Azores, just a little South of the recommended course. The bilges of the cargo holds were checked for water twice a day. Also, all ballast tanks and fresh water tanks were checked. No changes were made to the water ballast during the voyage and/or December 8 th. Pumping of the bilges was done during each watch when necessary. On December 8 th, during Mr. Skiba s watch from noon to 4:00 p.m., at about 3:00 p.m., he was ordered to perform test pumping from all the bilges and found no water in the bilges of the holds. During the 2 nd day or 3 rd day of the voyage, the master and the chief mate inspected hold #1 tween deck. They reinforced the lashing a little bit and found the cargo to be normal. For this inspection, the hatch covers were opened and then closed and dogged down. Before departure, the captain and the chief mate inspected upper tween no. 3. On December 8 th, on Mr. Skiba s watch from 0000 hours to 0400, the wind was 10 to 15 meters per second, the seas Beaufort scale was about 4 or 5, and the vessel was rolling 5 to 6 degrees both sides. The speed was about 13 knots and the course about 70 degrees. In consideration of the weather, the captain decided to alter course to 90 degrees when Mr. Skiba took his watch at 1200 on December 8 th. At this time, the center of the cyclone was 45 knots to the north and was northbound while the vessel was heading east. The winds were coming from the West by South, or from the starboard quarter, blowing at 20 meters per second. By the end of Mr. Skiba s watch the seas were 7 to 8 beaufort. The swells were huge and the vessel was rolling 6 to 7 degrees, with a period of roll of 20 seconds. The metacentric height was determined to be 68 centimeters, on the basis of the 20-second period of roll, which indicated that the ship was operating under normal conditions, during the 1200 to 1600 watch on December 8 th. Mr. Skiba indicated that the wide-wave (probably swells) had a period of 20 seconds. During and after Mr. Skiba s watch of 1200 to 1600, the weather was worsening dramatically. After having dinner, about 9:00 to 10:00 p.m., Mr. Skiba returned to the bridge finding the storm had increased and the roll was getting worse, with many items falling down. The captain and the 3 rd mate were on the bridge and the vessel was rolling 14 degrees to port side and 8 degrees to starboard side, indicating that the vessel had developed a static list to port of 5 to 6 degrees. Mr. Skiba went to his cabin and returned to the bridge about 11:30 because the list, the roll and pitching of the vessel were worsening. He heard the captain telling the third mate to stop 6
7 pumping port tank no. 10 and to turn the rudder 15 degrees to the right. A few minutes later the vessel sustained a heavy roll to port and a few minutes later, the engine stopped. Mr. Skiba was in communications with the engine room. The main engine could not be restarted. The captain made several announcements thru the P. A. system requesting the crew to gather at the bridge and activated the automatic emergency system. Mr. Skiba gave the radio operator the coordinates obtained by GPS. At this time, the static list was in excess of 20 or 25 degrees. At the time Mr. Skiba reached the bridge an attempt was being made to pump out overboard ballast from tanks no. 10 and no. 4, but there was a major confusion and the chief engineer told Mr. Skiba that they could not do it because they had to open the valves, which were in the pipe tunnel and due to the list, no one was willing to get in the tunnel. When Mr. Skiba arrived to the bridge he heard the captain ordering to stop pumping ballast overboard from tank no. 10. When the announcement was made for the crew to gather at the bridge, all the exterior and interior lights were turned on, and Mr. Skiba observed that the port side of the deck was at the water level and while rolling the water reached to half of the hatch coamings. As the crew arrived to the bridge, the captain ordered the crew to go to the lifeboats and order to start transmitting SOS signals. Mr. Skiba went down to get dressed with environmental clothing and upon his return to the bridge, the lights were on, no one was on the bridge and the list was approximately 45 degrees. Thereafter, the port lifeboat was lost; life rafts were lost and about 2:00 a.m., the starboard lifeboat was also damaged and drifting away. It was about 5:00 a.m. when Mr. Skiba could last observe the vessel s lights. The M/T Torungen eventually rescued Mr. Skiba. Conclusions: The primary cause of the loss of the M/V Salvador Allende was the shift of the cargo of rice, combined with the unexpected difficult or extreme environmental conditions, and inability to operate the bilge pumping system. The shift of cargo was the result of the combined effect of the following detrimental actions and procedures by various parties: a). The lack of appropriate lashing materials and appropriate dunnage. b). The apparently unsuitable forklift trucks, which should have been adapted for cargo operations with FIBC s, damaging the FIBC. c). The apparently insufficient strength of the FIBC s provided by the cargo interest. d). The lack of experience and/or knowledge of the shore personnel (stevedore, cargo surveyors, etc.) in charge of loading the vessel. e). The apparent insufficient strength of pad eyes and rings available in the holds of the vessel for proper anchoring of the lashing systems. f). The inability to operate the valves related to the bilge system because the remote control system was not functioning, and, when the vessel developed a 40 degree list, no one from the crew would volunteer to get in the pipe tunnel to operate the valves by hand. 7
8 g). Failure of the officers to determine and connect the cause of the 1 degree list to port developed 3 to 4 days after departure. About the Author: Hector V. Pazos is a Naval Architect, Marine Engineer and a Registered Mechanical Engineer and has been engaged in Accident Investigation/Reconstruction for more than 35 years. He has been retained as an Expert Witness in over 1,200 Maritime cases, related to both commercial vessels and pleasure crafts, for both defense and plaintiff. He has offices in St. Petersburg, FL and New Orleans, LA. He can be reached by phone at (727) or (504) or by at: Hectorpazos75597@aol.com or Oceanoilpazos@cs.com. For more information, please visit our website at: 8
REPORT INTO THE FIRE AND SUBSEQUENT GROUNDING OF THE MV "PATRIARCH" ON 1ST SEPTEMBER, 2004
REPORT INTO THE FIRE AND SUBSEQUENT GROUNDING OF THE MV "PATRIARCH" ON 1ST SEPTEMBER, 2004 The Marine Casualty Investigation Board was established on the 25 th March, 2003 under The Merchant Shipping (Investigation
More informationPRESS RELEASE WRECK REMOVAL OPERATION OF M/V GOODFAITH, ANDROS ISL. GREECE
PRESS RELEASE September 28, 2015 WRECK REMOVAL OPERATION OF M/V GOODFAITH, ANDROS ISL. GREECE On February 10 th, M/V GOODFAITH amid severe weather run aground on the north coast of Andros. Bulk Carrier
More informationREPORT General Cargo Vessel MEG - UBFH - Grounding on October 15th, 2002
REPORT General Cargo Vessel MEG - UBFH - Grounding on October 15th, 2002 2003-01-15 REPORT General Cargo Vessel MEG - UBFH - Grounding on October 15th, 2002 Our reference: 080202-02-17572 Maritime Casualty
More informationMarine Transportation Safety Investigation Report M17P0406
Marine Transportation Safety Investigation Report M17P0406 COLLISION Dredger FRPD 309 Fraser River, British Columbia 05 December 2017 About the investigation The Transportation Safety Board of Canada (TSB)
More informationDistrict Court, D. Maryland. March 4, 1885.
918 THE ORSINO. ROBERTS AND OTHERS V. GILL AND OTHERS. District Court, D. Maryland. March 4, 1885. GRAIN CHARTER-PARTY CONSTRUCTION OF WORDS NOW ABOUT READY TO SAIL IN BALLAST. Merchants in Baltimore,
More informationCurtis Stokes & Associates - Mary Catherine Ciszewski 1323 SE 17th St, Suite168 Ft. Lauderdale, FL 33316, United States
http://www.curtisstokes.net Curtis Stokes & Associates - Mary Catherine Ciszewski 1323 SE 17th St, Suite168 Ft. Lauderdale, FL 33316, United States Tel: (804) 815-8238 Tel: 954-684-0218 Fax: (954) 320-6942
More informationUnited States Coast Guard
United States Coast Guard Review of Mexico s Secretary of Communications and Transportation Investigation of the Circumstances Surrounding the Sinking of the Passenger Vessel ERIK In the Sea of Cortez
More informationCase Study 9 MSC CARLA Complete Hull Failure in a Lengthened Container Vessel
Case Study 9 MSC CARLA Complete Hull Failure in a Lengthened Container Vessel Vessel Particulars LOA: 289.5 m Breadth: 32.21 m Depth: 23.9 m Draft: 11.9 m Gross Tonnage: 55,241 Deadweight: 40,912 tonnes
More informationShip Disaster Investigation Teacher s Manual
Marine Kit 4 Ship Disaster Investigation Teacher s Manual Contents Teacher s Instructions Check Sheet for Investigation Assessment Sheet Agent s Manual Ship Disaster Cases Answer Key This activity was
More informationMARINE SAFETY INVESTIGATION REPORT
Marine Safety Investigation Unit MARINE SAFETY INVESTIGATION REPORT Investigation into the partial flooding of the engine-room on board the Bulk Carrier CAPRI whilst alongside at Dampier, Australia on
More informationMV ESTONIA Accident Summary
MV ESTONIA Accident 28.9.1994 Summary MV ESTONIA was on scheduled voyage from Tallinn to Stockholm, carrying 803 passengers and a crew of 186 people. The ship capsized and sank within about 40 minutes
More informationACCIDENT REPORT. Fatal accident during cargo discharge of the bulk carrier Graig Rotterdam Alexandria Port, Egypt 18 December 2016 SUMMARY
M ARINE A C C IDENT INVESTIG A TION BR ANCH ACCIDENT REPORT VERY SERIOUS MARINE CASUALTY REPORT NO 25/2017 NOVEMBER 2017 Extract from The United Kingdom Merchant Shipping (Accident Reporting and Investigation)
More informationREPORT General Cargo vessel SCOT TRADER call sign MZFA5 deck cargo overboard 6 January 2001
REPORT General Cargo vessel SCOT TRADER call sign MZFA5 deck cargo overboard 6 January 2001 2001-07-02 REPORT General Cargo vessel SCOT TRADER call sign MZFA5 deck cargo overboard 6 January 2001 Our designation:
More informationDRY- DOCK HULL INSPECTION OF NILE CRUISERS
18 th International Conference on Ships and Shipping Research 2015, June 24 th 26 th, Lecco, Italy M. Altosole and A. Francescutto (Editors) DRY- DOCK HULL INSPECTION OF NILE CRUISERS Arwa. W. HUSSEIN
More informationATLANTIC / ARNGAST Collision in the DW route east of Langeland, Denmark, 4 August 2005
Review from the Division for Investigation of Maritime Accidents ATLANTIC / ARNGAST Collision in the DW route east of Langeland, Denmark, 4 August 2005 Ship s data ATLANTIC, IMO No. 9135676, is a 39017
More informationRed Lilly (all details are about)
Red Lilly (all details are about) GENERAL INFORMATION Compiling date (Last updated date 30/10/2012) Head Owner s full style Disponent Owner full style Managing company MAIN PARTICULAR Name Red Lilly Ex-names
More informationRMS Titanic. Who built the Titanic and where? Which company owned the Titanic? Where did the Titanic sail from?
Research and find out more about the RMS Titanic RMS Titanic More info >>> Who built the Titanic and where? Which company owned the Titanic? Where did the Titanic sail from? When did the Titanic sail?
More informationBulk Singapore (all details are about)
Bulk Singapore (all details are about) GENERAL INFORMATION Compiling date 29/10/2012 (Last updated date 30/10/2012) Head Owner s full style Disponent Owner full style Managing company MAIN PARTICULAR Name
More informationExtensive doubler plate repair in Ivory Coast allows bulker to sail after collision
Extensive doubler plate repair in Ivory Coast allows bulker to sail after collision A190-meter bulker suffered severe collision damage in Lagos, Nigeria. A large hole in the hull plating prevented the
More informationMINISTRY OF TRANSPORT AND COMMUNICATIONS OF THE REPUBLIC OF LITHUANIA MARINE ACCIDENTS AND INCIDENTS INVESTIGATION MANAGER
MINISTRY OF TRANSPORT AND COMMUNICATIONS OF THE REPUBLIC OF LITHUANIA MARINE ACCIDENTS AND INCIDENTS INVESTIGATION MANAGER SHIP ACCIDENT INVESTIGATION FINAL REPORT 25 February 2015 No. TA-5 This report
More informationREPORT ON TRAIN DERAILMENT IN PITTSBURGH TUNNEL WEDNESDAY OCTOBER 10, 2001 By Thomas Edward Fox
REPORT ON TRAIN DERAILMENT IN PITTSBURGH TUNNEL WEDNESDAY OCTOBER 10, 2001 By Thomas Edward Fox During the early morning hours of Wednesday, October 10, 2001, twelve hopper rail cars traveling on the Wheeling
More informationby Capt. Pawanexh Kohli
CHAPTER 1: Location and details of fixed securing arrangements. Container and fixed fitting Table : F'csle deck Quantity of Containers Tier Quantity of fixed Fitting Conic Guides Lashing Eyes 4 FEU 1 1
More informationClass Entry for Existing Ships
Class Entry for Existing Ships For World Class Technical Service A world leader in ship classification Class Entry for Existing Ships Class Entry for Existing Ships Transfer of Class (TOC) Transfer of
More information102' (31.09m) Cantiere delle Marche
102' (31.09m) Cantiere delle Marche LOA: Beam: Min Draft: Max Draft: Speed: 102' 0" (31.09m) 24' 4" (7.42m) Max 7' 7" (2.31m) Cruising 12 knots Max 14 knots Year: Builder: Type: Price: Location: Mfg-2018
More informationCantiere delle Marche Darwin Expedition Yacht STELLA DEL NORD. DEL NORD Yacht. Denison Yacht Sales
Cantiere delle Marche Darwin Expedition Yacht STELLA DEL NORD Make: Cantiere delle Marche Boat Name: Model: Darwin Expedition Yacht Hull Material: Length: 86 ft Number of Engines: 2 Price: $ 7,361,550
More informationBYZANTINE MARITIME CORPORATION
BYZANTINE MARITIME CORPORATION Background of BMC Established 1972 All operations done in house including crewing, which allows BMC to retain key crew members for up to 20 years in some cases. All vessels
More information748 Ramirez Avenue Phone: Florida 32159
Terry R. Upson 748 Ramirez Avenue Phone: 352 259 7699 Lady Lake E-mail: terry_upson@yahoo.com Florida 32159 QUALIFICATIONS AND COURSES ATTENDED Unlimited British Masters license with dangerous cargo endorsement
More informationDefever 41 Trawler Miss Pammy
Defever 41 Trawler Miss Pammy Make: Defever Location: Islamorada, FL, United States Length: Beam: Draft: 41 ft 14 ft 2 in 4 ft Model: 41 Trawler Price: $ 89,900 Year: 1980 Hull Material: Fiberglass Fuel
More information86' (26.21m) Cantiere delle Marche
86' (26.21m) Cantiere delle Marche LOA: Beam: Min Draft: Max Draft: Speed: 86' 0" (26.21m) 24' 3" (7.39m) Max 7' 5" (2.26m) Cruising 10 knots Max 11 knots Year: Builder: Type: Price: Location: Mfg-2015
More informationStories from Maritime America
Spud Campbell Spud Campbell describes the sinking of the Liberty ship SS Henry Bacon by German aircraft on February 23, 1945. Sixteen merchant mariners and twelve members of the Navy Armed Guard were killed
More informationAviso. SPEED: Cruising: 7 knots Max: 12 knots
Aviso LOA: 128' / 39.01 meters LOD: 128' / 39.01 meters BEAM: 16' 7" / 5.05 meters DRAFT: Max: 2' 6" / 0.76 meters DISPLACEMENT: 75 tons BRIDGE CLEAR: 11' 6" / 3.51 meters HEADROOM: 6' 7" / 2.01 meters
More informationUnderwater hull repairs save time and money
Underwater hull repairs save time and money Our teams fly all over the world to perform a wide range of hull repairs on any type of vessel. In this article we give you a summary of the more recent operations.
More informationCorroded pipe causing oil spill
June 2013 Corroded pipe causing oil spill The 15 year-old bulk carrier was having its third special survey completed in dry-dock. As usual there were also many other jobs being carried out at the time.
More informationAZ MARINE OFFSHORE SERVICES PTE LTD. Safety Rules & Regulations for Compliance by the Ship s Crew
AZ MARINE OFFSHORE SERVICES PTE LTD Safety Rules & Regulations for Compliance by the Ship s Crew To : Master of Vessel cc : Superintendent of Vessel Chief Engineer Chief Officer Re : SAFETY RULES AND REGULATIONS
More informationA Routine Inspection of the Fixed CO 2 Fire Extinguishing System that led to the Death of Four Officers!
A Routine Inspection of the Fixed CO 2 Fire Extinguishing System that led to the Death of Four Officers! by Mr. H.K. Leung Marine Department, Hong Kong Special Administrative Region Synopsis On preparing
More informationStories from Maritime America
Sam Casarez Sam Casarez describes his experiences as a junior engineer aboard a Liberty ship during World War II. Engine room training I trained for the engine room. You could train for the engine room
More informationDimensions: Tank Capacities: Fuel...35,000 litres Fresh water...8,000 litres Waste water...2,000 litres
Martinique The Moonen Martinique is a twin-screw, three-deck fast displacement motor yacht with a large lounge area and wheelhouse at the bridge deck. Optional a sundeck can be constructed at the roof
More informationPort dues and charges Free port of Ventspils
Port dues and charges Free port of Ventspils Adopted by the Ventspils Freeport Board s Decision No.3/11 of 22.02.2008 Board s Decision No.7/8 of 19.06.2009 Board s Decision No.15/24 of 20.11.2009 Board
More informationAnnual Summary of Marine Safety Reports
14 th February 2014 Page 1 Annual Summary of Marine Safety Reports Notes 1. Incident categories are consistent with the requirements of the MAIB and the British Port s Association s National Reporting
More informationIn this presentation you will find about: Who we are Our Activities & Services Some of our Customers Our Certificates Contact us
In this presentation you will find about: Who we are Our Activities & Services Some of our Customers Our Certificates Contact us Who we are D.K. FOTINAKIS LTD established in 1962, in Piraeus provides general
More informationExploration Updates. Spring Issue 1
Exploration Updates Spring 2006 Issue 1 Welcome to the first issue of SCRET s newsletter for 2006. Our goal is to publish the newsletter twice each year. Each issue will focus on SCRET s efforts to explore
More informationEsplus Page 1 of 9. Summarising the surveys. Certificate of Class: Lloyd s 100A1, LMC, UMS*
Esplus Page 1 of 9 REFIT MOTORYACHT : for Bermuda flag L.O.A 74.8 m - 245 4 Beam: 12.8 m - 41 0 Draft: 4.10 m - 13 6 Cruising Speed: 15 Knots Builder: Peene Werft, Germany Class: Lloyds Register of Shipping
More informationValidity: indefinitely
1 (36) Date of issue: 20 June 2017 Entry into force: 1 July 2017 Validity: indefinitely Legal basis: Act on the Technical Safety and Safe Operation of Ships (1686/2009), sections 43(4), 46(2), 47(2), 48(3),
More informationSOLD - 404mt dwt Cargo Vessel Listing ID:
Australia - Chile - Indonesia - Great Britain - New Zealand - Panama - Philippines - South Korea - Thailand - USA E: sales@seaboats.net (sales) - E: admin@seaboats.net (accounts) SOLD - 404mt dwt Cargo
More information[Owner s or Custodian s Company Name] VGP Annual Towing Vessel Inspection Report Form
Form Vessel General Permit Compliance Instructions: (1) This form must be completed at least once every 12 months. Visually inspect all areas of the vessel affected by the requirements in the VGP that
More informationCutty Sark Facts Pack
Cutty Sark Facts Pack Cutty Sark was built in Scotland for John Willis, a businessman. Although built to be a tea clipper, Cutty Sark carried many other cargoes as well, and found great success as a wool
More informationMERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) (RECORDS) REGULATIONS 1986
Government Circular 216/86 OIL POLLUTION MERCHANT SHIPPING (PREVENTION OF OIL POLLUTION) (RECORDS) REGULATIONS 1986 The Merchant Shipping (Prevention of Oil Pollution) (Records) Regulations 1986 were made
More informationBRAMBLE. 180' (54.86m) ZENITH DREDGE CO.
BRAMBLE 180' (54.86m) ZENITH DREDGE CO. LOA: Beam: Min Draft: Max Draft: Speed: 180' 0" (54.86m) 37' 0" (11.28m) Max 13' 11" (4.24m) Cruising 7 knots Max 13 knots Year: Builder: Type: Price: Location:
More informationCASUALTY-RELATED MATTERS 1 REPORTS ON MARINE CASUALTIES AND INCIDENTS
INTERNATIONAL MARITIME ORGANIZATION 4 ALBERT EMBANKMENT LONDON SE1 7SR Telephone: 020 7587 3152 Fax: 020 7587 3210 Ref. T1/12.01 IMO E MSC-MEPC.3/Circ.1 26 September 2005 CASUALTY-RELATED MATTERS 1 REPORTS
More informationthe foss seattle shipyard helping you succeed in a competitive market
the foss seattle shipyard helping you succeed in a competitive market the foss shipyard advantage When you decide to invest in your fleet, you can count on Foss s proven track record to get the job done
More informationLecture 12. Layout & Securing
Lecture 12 Layout & Securing LAYOUT & SECURING LECTURE STRUCTURE Section 1 Section 2 Section 3 Ship Layout Demolition Container Securing SHIP LAYOUT FULLY CELLULAR Details Total 13,344 TEU 800 Reefer points
More informationHuckins CORINTHIAN LADY SUSAN
Huckins CORINTHIAN LADY SUSAN Make: Model: Length: Huckins CORINTHIAN 48 ft Price: $ 129,000 Year: 1956 Condition: Used Boat Name: Hull Material: Draft: Number of Engines: 2 Fuel Type: LADY SUSAN Composite
More informationMarine Protection Rules Part 141 Ship Design, Construction, Equipment and Operation Noxious Liquid Substances in Bulk
Marine Protection Rules Part 141 Ship Design, Construction, Equipment and Operation Noxious Liquid Substances in Bulk ISBN 978-0-947527-48-8 Published by Maritime New Zealand, PO Box 25620, Wellington
More informationHATCH OPENINGS AND ALLOWABLE LOADS HATCH OPENINGS
KEY IN HEAVY LIFT JIB LENGTH 34 m 01 INTRODUCTION 02 HAPPY SKY 03 HAPPY STAR HAPPY SKY Happy Sky has excellent lifting and handling capabilities and is a well-tuned heavy lift vessel offering efficient
More information260 INSTALLATION OF OPTIONAL MARINE HEAD THRU-HULL, VENT, AND DECK PLATE
INSTALLATION OF OPTIONAL MARINE HEAD THRU-HULL, VENT, AND DECK PLATE DRILLING HOLES FOR THE WASTE VENT AND WASTE DECK PLATE: 3 9 3 1/2 Drilling hole for the waste vent. Measure from the walk through outboard
More information400 Man / 8 Point / 300MT+25MT Crane / Accommodation/Work Barge
z Eastern WB400 400 Berths in en-suite cabins 8 Point Mooring System Built 2016 300MT, Man Riding Main Crane 25MT, Man Riding Auxiliary Crane 1,950 m 2 Open Deck Space 1,100 m 2 Covered Deck Space Helideck
More informationSPECIFICATIONS. Length 55m (180' 4) Beam 10m (32' 8) Draft 3m (9' 10) Year 2008 (0) Gross tonnage 736t
SPECIFICATIONS Built by Rossi Navi Length 55m (180' 4) Beam 10m (32' 8) Draft 3m (9' 10) Year 2008 (0) Gross tonnage 736t Material Steel & Aluminium Engines 2 x CAT 4462HP Speed 15,5 knots (approx) Accommodation
More informationAratere Briefing BACKGROUND THE INTERISLANDER FLEET 2011 ARATERE EXTENSION PROPELLER FAILURE
Aratere Briefing 30 JUNE 2014 BACKGROUND THE INTERISLANDER FLEET Interislander operates three vessels the Arahura, the Kaitaki and the Aratere. All three ships are roll-on roll-off and take rail freight,
More informationBahamas (BMA) Flag. Eagle Shipping Ltd
M/V Eagle Fjord Bahamas (BMA) Flag Eagle Shipping Ltd Palm Grove House PO Box 438 Road Town, Tortola British Virgin Island www.eagleshippingltd.com www.shipsforcharter.com E-Mail 1: cskesloffice@esltd.biz
More informationVessel s name: MV TANAIS DREAM
Vessel s name: MV TANAIS DREAM Main Details Place and Date of built 23.01.2013 IMARBI SHIPBUILDING CO.,LTD / IMARBI, JAPAN Flag: BELIZE Port of Registry and Official N.: BELIZE CITY 371330076 IMO N.: 9283899
More informationZUBR AIR-CUSHION LANDING SHIP OF AMPHIBIOUS TYPE
ZUBR AIR-CUSHION LANDING SHIP OF AMPHIBIOUS TYPE GENERAL INFORMATION Ship class landing ship Type gas turbine air-cushion landing ship of amphibious type. Designation transportation of warlike equipment
More informationLIFTing HEAVY CARGO FOR WORLDWIDE TRANSPORT
LIFTing HEAVY CARGO FOR WORLDWIDE TRANSPORT Happy River, Happy Rover, Happy Ranger, Enchanter HATCH OPENINGS AND ALLOWABLE LOADS CRANES PRINCIPAL DIMENSIONS REGISTRATION Hatch openings weather deck tween
More informationVINTERSJÖFARTSFORSKNING
STYRELSEN FÖR VINTERSJÖFARTSFORSKNING WINTER NAVIGATION RESEARCH BOARD Research Report No 84 Leena Vedenpää OBSERV OBSERVATIONS OF SHIP ICE PERFORMANCE IN THE BALTIC Winter 2012 Finnish Transport Safety
More informationCapable Accommodation work Barge with helideck. Large Work Deck with 400t deck crane. Accommodation for 165 pax. Mynx. Accommodation Work Barge
Capable Accommodation work Barge with helideck Large Work Deck with 400t deck crane Accommodation for 165 pax Mynx Accommodation Work Barge hnical Drawing Proven and Capable shallow water accommodation
More informationU.S. Coast Guard - American Waterways Operators Annual Safety Report
American Waterways Operators U.S. Coast Guard - American Waterways Operators Annual Safety Report National Quality Steering Committee Meeting December 12, 2017 Established Safety Metrics For 17 years,
More informationEnhanced Emergency Shelter Kit (EESK)
Finalized on 9 th of August 2017 Enhanced Emergency Shelter Kit (EESK) Introduction The enhanced emergency shelter kit was designed to cover the surface area of 15 m 2 with volume of 37.5 m 3. The size
More information2007 Winston Marine Yachts 128' CUSTOM
DON LONG Manatee Pocket Yacht Sales Central Florida St. Cloud, FL, US Office: 4073256533 Mobile: 4073256533 Don@ManateePocketYachtSales.com 2007 Winston Marine Yachts 128' CUSTOM Boat Type: Commercial
More informationNational Transportation Safety Board
National Transportation Safety Board Marine Accident Brief Fire on board Vehicle Carrier Honor Accident no. Vessel names Accident type Location DCA17RM007 Honor Fire Date February 24, 2017 Time Injuries
More information352ft RORO Passenger/Car Ferry Listing ID: 4156
Australia - Chile - Indonesia - Great Britain - New Zealand - Panama - Philippines - South Korea - Thailand - USA E: sales@seaboats.net (sales) - E: admin@seaboats.net (accounts) 352ft RORO Passenger/Car
More informationRyan Uhlich Jr. Marine Surveyor GUANTANAMO BAY EXPRESS
SURVEY REPORT Ryan Uhlich Jr Telephone: (504) 756-1610 E-Mail: SeeSharp@yahoo.com Marine Surveyor 4845 Alphonse Dr. Metairie, LA 70006 February 19, 2018 SURVEY REPORT NO: 18.1790 GUANTANAMO BAY EXPRESS
More informationGovernment Decree on Inspecting Foreign Ships in Finland (1241/2010)
NB: Unofficial translation; legally binding texts are those in Finnish and Swedish Finnish Transport Safety Agency Government Decree on Inspecting Foreign Ships in Finland (1241/2010) Section 1 Scope of
More informationA Tragedy in the Red Sea AlSalam 98 by
A Tragedy in the Red Sea AlSalam 98 by Iman Seoudi, Ph.D. Director, KCC Assistant Professor of Strategy & Entrepreneurship AUC School of Business Second Responsible Management Education Research Conference
More information10 X 20 X 8 Dome Canopy
10 X 20 X 8 Dome Canopy Warning Keep all flame and heat sources away from this tent fabric. Refer to labels for flamability specification. It is not fire proof. The tent fabric will burn if left in continuous
More informationFountain Exp Cruiser LLC OWNED
Fountain Exp Cruiser LLC OWNED Make: Model: Length: Fountain Exp Cruiser LLC OWNED 65 ft Price: $ 495,000 Year: 2000 Condition: Used Location: Long Beach, CA, United States Hull Material: Draft: Number
More informationLiberty Custom Silver Bullet
Liberty Custom Silver Bullet Make: Model: Length: Liberty Custom 39 ft Price: $ 99,000 Year: 2004 Condition: Used Location: Stuart, FL, United States Boat Name: Hull Material: Draft: Number of Engines:
More informationCONSTRUCTION Motor Yacht with flying bridge Planning hull design GRP construction Teak laid decks
RIVA Corsaro 60 REVIEW This RIVA CORSARO 60 is a 18.66.m Motor Yacht in excellent condition built in GRP by RIVA in ITALY and was delivered in 1987 but totally refurbished 2010-2012 with original material
More informationMARITIME. Protect Your Assets. Lay-up seminar MOU - CEFOR. Dec. 2016, Oslo, Ungraded SAFER, SMARTER, GREENER
MARITIME Protect Your Assets Lay-up seminar MOU - CEFOR Dec. 2016, Oslo, 1 SAFER, SMARTER, GREENER Contents Market situation A challenge ahead New revised Class Guideline Advisory V.S Class Service 2 Market
More informationWINTERIZATION KIT. UNHCR Item No Item Application Sample. General Information and Description. Packing. Pallet Details
WINTERIZATION KIT Item Application Sample General Information and Description The Winterization Kit was developed to improve the insulation against cold for UNHCR Family Tents. The Winterization Kit includes
More informationDUCHESS OF TUSCANY II - VSY HULL 003 VIAREGGIO SUPERYACHTS
DUCHESS OF TUSCANY II - VSY HULL 00 VIAREGGIO SUPERYACHTS Builder: VIAREGGIO SUPERYACHTS Year Built: 2016 Model: Motor Yacht Price: 49 000 000 EUR Off the market Location: Italy LOA: 209' 4" (6.80m) Beam:
More informationLecture 11. Container Ships
Lecture 11 Container Ships CONTAINER SHIPS LECTURE STRUCTURE Section 1 Section 2 Section 3 Section 4 Construction Stability Classification Ships Carrying Containers CONSTRUCTION SHIP YARDS CONSTRUCTION
More informationSunken Barge ARTHUR J & Tug MADISON Case Study. LCDR Chico Knight, DBA, M.S.
Sunken Barge ARTHUR J & Tug MADISON Case Study by LCDR Chico Knight, DBA, M.S. July 19, 2012 Background On 19JUL, Sector Detroit was notified by the tug DRUMMOND ISLANDER II that the 110 dredge barge ARTHUR
More informationFilippetti Navetta 30M
99' (30.40m) Filippetti LOA: Beam: Min Draft: Max Draft: Speed: 99' 9" (30.40m) 24' 7" (7.49m) Max 6' 6" (1.98m) Cruising 13 knots Max 17 knots Year: Builder: Type: Price: Location: Mfg-2020 Model-2020
More information112ft 1983 Benetti Custom Lloyds M.Y.
112' (34.14m) BENETTI LOA: Beam: Min Draft: Max Draft: Speed: 112' 0" (34.14m) 20' 8" (6.30m) Min 6' 11" (2.11m) Cruising 8 knots Max 12 knots Year: Builder: Type: Price: Location: Mfg-1983 Model-1983
More informationTwo Piece Low Torque Kelly Valve
Two Piece Low Torque Kelly Valve Disassembly and Assembly Procedures Global Manufacturing, Inc. Lafayette, Louisiana USA 70508 Ph (337) 237-1727 Fax (337) 232-9353 SAFETY CONSIDERATIONS Safety glasses
More informationALTINEL YACHTS. 65 Boulevard De La Croisette Le Palais Miramar Cannes France
For Sale: 120' (36.50 m) Benetti Year 2007 M/Y ANDIAMO Asking 6.99 M GA Plan FLAG - SHIPYARD BENETTI BUILD 2007 LENGTH OVERALL BEAM DRAFT 36.50 m / 120 feet 7.90 m / 25 36 feet 1.98 m / 6
More informationAccident Report. Crane Failure Global Wind. 16-November-2006 Class B
Accident Report Crane Failure Global Wind 16-November-2006 Class B NARRATIVE On 15 November 2006 at 2209 hours NZDT (New Zealand Daylight Saving Time), Global Wind berthed port side to at No. 9 berth Mount
More informationW&R Shipping finds Ecospeed to be the best coating for its ice-going cargo fleet
W&R Shipping finds Ecospeed to be the best coating for its ice-going cargo fleet When it comes to protecting the hulls of ice-going vessels, the glassflake reinforced surface treated composite (STC) Ecospeed
More informationMystery of the sinking of m/v "Estonia"
Mystery of the sinking of m/v "Estonia" On 28 th September 1994 at 01.48 disappeared m/v "Estonia" from the Utö Fort Radar. Before that time m/v "Estonia" was in the Finnish Radar surveillance area together
More information(1) The keywords from the statements are marked yellow. (2) The paragraphs that you should do close reading are: PARAGRAPHS D, G, H, I, J, K
IELTS Academic Reading Answer to Identifying Information Exercise (1) The keywords from the statements are marked yellow. (2) The paragraphs that you should do close reading are: PARAGRAPHS D, G, H, I,
More informationSaga Monal. on 2 May 2007
Report of Investigation into the fatal accident on board the Hong Kong registered ship Saga Monal on 2 May 2007 1 2 Purpose of Investigation This incident is investigated, and published in accordance with
More information60 PRINCESS MOONLIGHTER
60 PRINCESS MOONLIGHTER 60 PRINCESS MOONLIGHTER Year: 2015 Length: 60 Beam: 15 10 Draft: 4 2 Fuel: 739 gal. Water: 210 gal. Power: Twin Cat C18s at 930 hp each Highlights: Manufacturer and Caterpillar
More informationAQUAVALVE THROUGH BULKHEAD
AQUAVALVE THROUGH BULKHEAD The Tru-Design Aquavalve is the most versatile valve on the market today. The Aquavalve is designed and made in New Zealand, for demanding marine sanitation applications. The
More information4.2 Assembly Instructions
4.2 Assembly Instructions 4.2.1 Assembly of Reserve Canopy. Assembly of Reserve Canopy using Rapide Links. After inspecting the Parachute and the Wings Harness/Container System, hang or lay the parachute
More informationPost Marine Convertible CAROLINA GENTLEMAN
Post Marine Convertible CAROLINA GENTLEMAN Make: Model: Length: Post Marine Convertible 46 ft Price: $ 169,900 Year: 1988 Condition: Used Location: Fort Lauderdale, FL, United States Boat Name: Hull Material:
More information48m Offshore Multipurpose Vessel. Certificates freshly renewed) Listing ID: General Description. 24 March Listing ID: {675618}
Australia - Chile - Indonesia - Great Britain - New Zealand - Panama - Philippines - South Korea - Thailand - USA E: sales@seaboats.net (sales) - E: admin@seaboats.net (accounts) 48m Offshore Multipurpose
More informationPlease read this manual carefully before your first flight.
Low hangpoint PPG harness User manual Please read this manual carefully before your first flight. Congratulations! Thank you for choosing the Powerseat Comfort harness. We have done our best to present
More informationLennusadam Marina (Seaplane Harbour) Marina Rules
Lennusadam Marina (Seaplane Harbour) Marina Rules Confirmed on 27 November 2014 Marina operator: Estonian Maritime Museum Location of the Harbour: Vesilennuki 6, Tallinn, Estonia Contents 1. General marina
More informationCATCH ' (11.3 m) BERTRAM CATCH-22. Sport fisherman Convertible
37' (11.3 m) BERTRAM LOA: 37' (11.3 m) Beam: 13' (4 m) Draft: Max 3'9" (1.1 m) Speed: 23 knots @2200 rpm / 26 knots @2450 rpm Location: Pompano Beach, Florida, United States Year: Mfg: Type: Price: Mfg-1988
More informationFOAM PROPORTIONING EQUIPMENT
10 VERTICAL & HORIZONTAL BLADDER TANKS DESCRIPTION All valves are labeled showing normal working position. Buckeye Bladder Tanks store foam concentrate and are one component of a Balanced Pressure Foam
More informationCREEK COMPANY PONTOONS
CREEK COMPANY PONTOONS ODC Sport XR 1 The ODC Sport XR 1 is an update on our best-selling 8 foot pontoon boat. FRAME Full take down, no-tools-required, heavy-duty black powder coated steel frame with Plastic
More information