The very latest consolidated edition of the most important IMO Convention. The main purpose of the Convention is, traditionally, to provide the maritime industry with a broad range of measures that have been specifically designed with the intention to improve the safety of human life at sea. Note that the SOLAS Convention is also the oldest one, with its initial released officially adopted more than a century ago, namely in 1914, following the famous tragedy - the sinking of the Titanic resulting in the loss of more than 1500 human lives.

   Since that time, the Convention has been re-issued four times in order to be in line with the technological developments happening in the shipping industry. The present volume contains the consolidated text of the Convention and it was prepared to provide readers with an easy and user-friendly reference to all requirements of this Convention that become applicable since July 2014. All amendments to the requirements that are in effect from July 2014 have also been covered in this volume.

   Again, there are twelve main chapters in the publication providing the general technical provisions, addressing the structure of the ship, it's subdivision and stability issues, machinery and shipboard electrical installations, fire protection, prevention and firefighting systems, equipment and arrangements, LSA, radio and navigation equipment, transportation of various types of cargoes including dangerous cargo, nuclear ships, safety management, certificates issues to the ships fully complying with the applicable requirements of the Convention, relevant documentation, list of the IMO resolutions and a wealth of other valuable regulatory information.

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A constantly increasing number of the merchant vessels find themselves chartered to operation in Arctic waters, creating a real and significant demand for the newly constructed ice-classed vessels. Subject requirement is commonly applicable to the vessels that operate in the low temperatures or in the iced waters, with their crew duly trained to man such sort of vessels, and it has already brought about by numerous factors including likelihood of the shipping trade routes that are opening up in the Arctic region, coming on-stream of the terminals in northern regions, and a significant increase in cruise traffic in Arctic region.

All above mentioned factors are directly contributing to the requirements for the ship crews to have access to all required and available technical knowledge from the ice pilots and navigators. Operating a vessel in iced sea required higher standards of training combined with the practical experience. This combination will allow the required development of the skills and professional knowledge and proper understanding in order to competently and efficiently manage the safe passage of the vessel.

Safe navigation of the vessel in ice comes as a result of the experience in the winter navigation combined with the ability of the crew to perform the proper interpretation of the available reports and select the best route on the basis of the behavior and characteristics of the ice...

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The aftermath of the Revolution was a time of great political and economic difficulty for the United States. The most serious threat to the new nation's trade came from an unexpected source: the pirate Barbary states of North Africa. Economic chaos dictated the sale of the remaining ships of the Continental Navy, while unprotected ships and seamen fell prey to the Dey of Algiers. Despite the raids by the Barbary pirates in 1785, Congress could not raise support for a permanent army or naval force.

As attacks on shipping escalated, suggestions were made to comply with the demands of the Dey for tribute or to subsidize a European power to protect American trade. Portugal's blockade of the Straits of Gibraltar had confined the Dey's activities to the Mediterranean until October 1793, when a twelve-month peace was established and Portugal lifted her blockade. Only then did Congress decide to protect American shipping by authorizing the construction of six frigates with a law passed on 27 March 1794. Depredations upon United States' shipping and merchant seamen were not the only spur to action by the Congress. Attempts at neutrality in conflicts between the Dutch, British and French had proven futile.

Without a navy to protect their interests, merchants in the United States were subject to soaring insurance costs, while at the same time losing ships and their cargoes; these merchants applied considerable pressure upon Congress for relief. Despite the peace treaty signed with Algiers in September 1795, Congress authorized the construction of three of the original six frigates, the United States, the Constitution and the Constellation. In November of the following year Congress suspended construction after an unsatisfactory peace was signed with the Pasha of Tripoli...

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Warships, and submarines in particular, have always been the subject of considerable interest to both the general public and the warship enthusiast, and every year books appear covering the many aspects of their development and operation both during and between the wars. However, the purpose of this book, and indeed of the whole series, as the title suggests, is to look at the subject in greater depth, to trace the development of the design, and to detail the armament and machinery they contained.

The A class were the only ocean-going class of British submarine designed during the last war and although completed too late to actually see any action, they embodied all of the developments made in British submarine design during the final years of conflict. There is little doubt that had the war continued longer they would have given excellent service in the waters for which they were designed. In fact, in the years following the war many of the class operated comfortably in both tropical and arctic waters, establishing new records for both surface and submerged endurance. To illustrate this, in 1953 HMS Andrew carried out the first ever submerged crossing of the Atlantic; and earlier, in 1947, Alliance spent a record 30 days submerged off the coast of Africa.

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The ship to which the present release is dedicated, used to form the very backbone of the British battleships fleet. More than two hundred of them served with the Royal Navy, including those captured from other navies, and 74s took one of the leading parts in all the major naval battles in large numbers, and spent so many years in gruelling blockade service off such ports as Brest, Toulon, and Cadiz. The HMS Bellona was one of the earliest of these vessels, and one which served as a model for many of the other vessels; we shall note that, in addition to what is stated above, she was also one of the longest lived, for she served from 1760, when the 74 was first being introduced to the British Navy, until 1814, when the technology which made them obsolete was already in existence.

   Her service began brilliantly, when she was directly involved in defeating the French Courageux in a famous single-ship engagement. After that her service was a little bit disappointing, in that she missed two major actions, Copenhagen in 1801 and Strachan's action of 1805, through unfortunate circumstances. Nevertheless she saw much service during her fifty-four years, in the North Sea, Baltic, Atlantic and West Indies...

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   Laid down as a Heel carrier in 1941, USS Intrepid (CV11) was one of a class ol 24 vessels constructed during, and immediately alter, the Second World War. As such she belongs tо a remarkable group of ships - remarkable not for any great design innovation but for their proved effectiveness and reliability as warships and for the great size of the construction programmes of which they formed a part. In numbers of ships the Essex class was the largest class of fleet carriers ever constructed and as such could also claim to be the largest group of capital ships constructed during the steam age.

   The FY40 (Financial Year 1940) programme provided for 11, of which 5 - Essex (CV9), Yorktoun (CV 10), Intrepid (CV 11), Lexington (CV 16) and Bunker Hill (CV17) - were begun prior to the outbreak of war. The remaining 6, together with 2 more provided under FY41, and an additional 13 provided under the wartime FY42 (10 units) and FY43 (3 units) were laid down during the war. Of these ships no less than 17 had entered service by the end of the war while 7 were completed postwar and 2 cancelled. Another 6 ships were included in FY44 but these were subsequently cancelled and were never laid down. The size of this class, and indeed the great size ol the entire US war construction effort, not only reflected the enormous industrial capacity of the United States but also its ability to mastermind cooperative effort and the simplification of production requirements and methods. In other words, as might be expected from the country that produced the Ford motor car, it amounted to mass production.

   Early in the war it was decided to concentrate on the construction of existing warship designs, hence the Essex class represented the entire war production of fleet carriers. Another class, the Midways, was begun in 1943 but none saw service during the war. Cruisers were largely represented by the 6in gun Cleveland class (of which no less than 52 were ordered) and the 8in Baltimore class, destroyers by the Fletcher and Gearing classes and so on. By concentrating on such designs building yards could streamline production, resulting in some remarkably short construction times. Intrepid herself was built in 20 months, while one Essex, the Franklin (CV13), was completed in just under 14 months.

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The Anatomy of the Ship book dedicated to the eternally famous armed transport Bounty. Centuries ago, in the year 1775, The Standing Committee of West India Planters & Merchants decided to introduce bread-fruit trees and mangosteen into the West India colonies as an inexpensive source of food for their plantation slaves.

An excellent prize was offered to anyone who successfully transported bread-fruits from the East to the West Indies, and, in 1777, a fund was set up to encourage people's interest in the subject adventurous and so interesting project. The book starts with the introductory chapter providing some historical background. Then, there is info on the hull construction, refit and decoration, steering gear and ground tackle, pumps, boats, crew and accommodation, masts and yards (with dimensions specified), sails, rigging, ordnance.

This chapter is followed by a number of nice close-up photos of the full size replicas of the HMS Bounty, and the next and last section of the publication contains and a truly huge collection of detailed technical drawings, including three-view drawings, and good construction plans. we do believe it is needless to say that the full and thorough description of the vessel is also provided to the reader.

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The FSS Code has been officially adopted by the MSC at it's 73rd session in December 2000 with the aim to provide the maritime industry with the international technical standards relating to the fire safety systems and associated equipment that are required by SOLAS.

The present Code is mandatory under the amendments to SOLAS. The volume contains the required engineering specifications relating to the fire safety arrangements and all equipment concerning the fixed gas-, water-spraying, foam and water mist fire extinguishing systems on ships, sample extraction smoke detection systems on tankers, portable powder, gas and other fire extinguishers of all sizes, PPE, i.e. personal protection equipment, international shore connection, inert gas systems, automatic sprinkler systems, low-location lighting systems, fire detectors, fixed alarm systems, main and emergency fire pumps, means of escape, deck foam systems, fixed hydrocarbons gas detection systems etc.

In addition, the present edition of the FSS Code includes all relevant resolutions of the IMO and also all circulars. The publication is there in the list of mandatory papers that shall be carried on board any ships falling under SOLAS. All information that has been included in the book will be very useful for any crew member dealing with the operation of the above listed equipment or its maintenance.

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