Another ship, Dei Gratia, captained by a friend of Captain Briggs of the Marie Celeste departed Staten Island, New York one week after the Marie Celeste had set sail; it was following a similar route to the Marie Celeste across the Atlantic Ocean, through the Straits of Gibraltar and into the Mediterranean.

On 4 December 1861, the Dei Gratia was some six hundred miles west of the coast of Portugal when the helmsman sighted a ship about five miles off the port bow. The helmsman noticed that the vessel was lurching slightly and that her sails were scattered and torn. The captain of the Dei Gratia directed his vessel to draw up to within four hundred yards of the Marie Celeste, where they observed her for two hours; she was under full sail, erratically following a starboard tack but she was flying no distress signals. The chief mate of the Dei Gratia, Oliver Deveau led a party of three men in a small boat to board the Mary Celeste.

What the party discovered was quite astonishing; there was a lot of water between decks and nearly four feet of water in the hold but there was no fear of the ship sinking and was still seaworthy.

Yet there was nobody on board, everybody had simply vanished, the only lifeboat, a yawl appeared to have being intentionally launched. What made the empty vessel all the more extraordinary was the fact that everything on the ship was in it’s rightful place and there were no signs of a rushed leaving.

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A £35 million refurbishment and extension at the National Maritime Museum, Greenwich. The project is to double the usable volume and create a range of new facilities in the newly built element alongside it.

To design supply and install an underfloor heating system capable of heating & cooling, utilising a renewable water to water heat source capable of summer time cooling.

We were approached by Mott McDonald Fulcrum (formally Fulcrum Consulting, who we have worked successfully in the past), to design an Underfloor Heating system with cooling capability.

The building was the Sammy Ofer Wing – an 1100m² new building at the National Maritime Museum, Greenwich. Mitie Engineering Service (South East) were the M&E contractors for the project.

The heat source utilised an ATES system (Aquifer Thermo Energy Store), traditionally a Dutch method of storing all the energy required to heat and cool a building deep underground.

The technology uses two boreholes drilled into an aquifer.

During the summer, groundwater is extracted via one borehole to provide cooling while unwanted heat is pumped into the aquifer via the second borehole. In the winter months the system is reversed, extracting warmer water to provide heating. By doing this the aquifer is maintained in equilibrium not extracting too much heat nor putting too much back. The resource is then available for use again – totally renewable.

Our underfloor heating system was designed to achieve 60w/m2 of heating and 40w/m2 in summer time cooling mode. We provided condensating and dew point sensors which are a must when using underfloor cooling to avoid condensation build up on floors which could make the floor surface extremely slippery and potential ruin the floor finish.
For this project we used our RUW-K Manifolds complete with Plate Heat Exchangers. We had to use these manifold types instead of a standard LT-S Low Temperature Manifolds because the heating and cooling circuits could not be mixed. The Plate Heat Exchange enabled us to have the correct Flow temperature going to our underfloor pipes without using the Flow water direct. In total we installed 10 Manifolds and a total of 6.8km of 20mm pipe. Our pipe work was fixed to 150mm Celotex Insulation with a 65mm Screed covering the floor area.

The biggest problem we had to overcome was something completely out of our control – the weather! We started installation during the winter of 2010/11 and very quickly the freezing temperatures and heavy snow slowed things up.
Despite the initial delays, we were able to complete on time, ready for the screeders. Once phase2 of the project was complete we were able to return to site and commission the heating/cooling system.

We have completed many underfloor heating projects utilising the cooling capability of a renewable energy system whether it be an Air Source or Ground Source Heat Pump, so were able to advise on parameters and functionality of the cooling system.

Ships have their yards which are basically spar on mast from where the sails are set. For the repairing of the ship services are available. These services include marine insurance underwriters. In United States of America, the United States Merchant Marine is known to be the fleet of U.S merchant vessels which are owned by the civilian. It is either operated by either private sector or by the government. They are mainly engaged in transportation of goods and also for the commercial activities through the navigable water.

Merchant marine is responsible for carrying passengers and cargoes during the peace time and during the time of war, they form supporting to the Navy for the delivery of troops and military supplies. They move the cargoes and passengers within the United States and also between nations.

It deals with the maintenance of deep sea merchant ships, ferries, tugboats, towboats, dredges, waterborne craft on oceans, excursion vessels on the oceans, rivers, Great lakes, harbors, canals and other waterways. They vary in capacity. It is occasionally that the ship leasing firms or even admiralty lawyers, and some research and engineering companies. The United States of America have some needs which are basically fulfilled by merchant navy. In today’s world, USA is importing eighty five percent of some seventy seven planned supplies. Thus it shows the critical condition of the industry and the defense mechanism of America. This navy helps to get in contact with the foreign market for sale. We have the capability to buy one third of the total amount of raw materials produced in the whole world. Majority of this import business is carried out by the navigation vessels.

STCW is the abbreviated form of International Convention on Standards of Training, Certification and Watchkeeping for Seafarers. This convention was adopted by conference at the International Maritime Organization (IMO) in London. It was put into practice later on. It mainly deals with the minimum standards associating training, certification and watchkeeping for seafarers which countries are gratified to assemble or exceed. A small glance at the map of the United States at all times shows us to make us remind that we are a naval nation from past history till toady. So on the eastern side we have the Atlantic Ocean and to the western side we have the Pacific. On the southern border we have the Gulf of Mexico and finally in the northern side we have the Great Lakes. When we see the physical map of America, you will be able to find the rivers that are crisscrossing the states and also great rivers like the Mississippi and many other inland waterways.

This industry includes some of the companies which hold and direct the pots or vessels and some of the terminals where goods can be handled with true concern. All the goods are spread directly from our huge stock through mass maritime to a wide variety of the ship owners. Finally they reach the shipping companies without interference by any other third parties.

The fact that the captains of the two ships, Marie Celeste and Dei Gratia were good friends has led many to speculate that they may have been in cahoots in an insurance scam. However, the profit on such an enterprise would have been very modest, too modest one would think to stage such an elaborate ruse. Some assert the theory of a storm but the weather had been favourable and even if they had hit a freak storm, why would they depart a seaworthy ship in favour of a tiny yawl and indeed take no protective gear?

Another theory that is proposed is that the ship may have encountered a tremor from a minor earthquake that may have opened the barrels of alcohol, the crew panicked and abandoned ship, later trying to catch up with the ship and failing to do so. But this is a rather dodgy theory because why would they have not weighed anchor or set the helm? Also, although the area is susceptible to seismic activity, there were no reports of any activity at that time in the area.

A logical theory put forward is that the ship encountered a waterspout, which creates a tornado-like effect, the water surrounding the ship may have been sucked up, creating the impression to the crew that the ship was sinking. Hence mass panic and they abandoned ship. Perhaps.

Another possible theory, is that the alcohol leaked, the fumes and resultant steam caused the crew to abandon the ship in a hurry as they feared an explosion, they tied a rope to the ship and dragged along it for awhile to observe the ship and see what may occur. So it could have been merely a safety precaution, hence the lack of provisions taken onboard the yawl, but the rope broke and they were marooned. Possible, though I guess we will never know the exact truth.

New England Burials At Sea (NEBAS) Founder, Captain Brad White recently chose the Chelsea Clock Company of Boston, MA to be the exclusive supplier of renowned ships clocks to families who select sea burial services. White said, “Chelsea Clocks are the finest clocks and have been made in America for the last 114 years. Chelsea’s are known as timekeepers of the sea for the US military and have graced ocean yachts and also stood watch at meetings between heads of state. These clocks are treasured by passionate collectors and are cherished from one generation to the next. From Ships to Boardrooms, the Chelsea name is synonymous with top quality and we want these time keeping mementoes to be part of our white glove service level during sea burials.”

Currently, at the close of the service, loved ones receive a commemorative distinguished frameable keepsake burial certificate, indicating the date, time, depth and exact latitude and longitude of the ceremony so that area can be visited at a later date.

In 2011, Captain White said, “We now offer Chelsea Clocks to families that can be beautifully engraved with the same information and these mementoes typically become family heirlooms that can be passed down from generation to generation.”

NEBAS Territory coverage includes Maine to Florida. Recognized by the EPA, US Navy, U.S.C.G. and many area funeral homes and crematories, New England Burials At Sea is building a network of approved and qualified sea burial certified™ captains on the east and west coast of the USA. USCG Master Licensed,100 Gross Tons, Towing and Sail:  License # USA000012723, Mariner # 2724307.  Memberships include: Northeast Charterboat Captains Association, Stellwagen Charterboat Captains Association, National association of Charter Boat Operators, New Inlet Boating Association, Newport Drug Free Alliance. 

From Maine to Miami and the West Coast, Captain Brad White, NEBAS, 149 Old Main St, PO box 489, Marshfield Hills, MA 02051. 781.834.0112, Fax 781.834.0113. Email: OceanBurial@aol.com

For more information, visit www.NewEnglandBurialsAtSea.com

On closer inspection, the event became all the more bizarre; all the ship’s papers with the exception of the captain’s logbook were missing; the clock was not working and the compass was smashed, in addition the sextant and the marine chronometer were missing. Compounding the mystery – there had being no attempt to weigh the anchor, roll up the canvas or tie the steering wheel – all contributing to the ship’s wild drifting. Mysteriously, the peak halyard, which is used to hoist the main sail, was found tied to the ship, with the other end, terribly frayed, trailing in the water behind.

Deveau’s party inspected the ship’s cargo, finding it to be completely intact; however, when it was eventually unloaded in Genoa, nine barrels were found to be empty but there was no evidence of a leak. Also, no protective clothing or raingear had being taken off the ship onto the yawl; nor had any of the six month provisions of food and clean, fresh water.

Initial solutions offered, thought that the Marie Celeste had been the victim of a piracy raid but the cargo had not being touched nor had the crew’s personal valuables, making such an attack seem very unlikely.

On closer inspection of the ship, things were discovered that indicated that the ship had been vacated in a hurry; such as an untidy mess in the captain’s quarters and unfinished calculations in the First Mate’s quarters. Unfortunately, the captain’s log only added to the puzzle as there was no mention of any bad weather or any unforeseen events, the last entry was dated 24 November and placed her one hundred miles west of the Azores. In addition to the captain’s log, the ship’s slate showed that the Marie Celeste had reached the island of Santa Maria in the Azores on the morning of the 25 November.

Slip and Fall accidents are the second leading cause of accidental death. The only greater cause of death is automobile accidents. When people reach their sixties, slip and fall accidents become the leading cause of death in the U.S. Slip and fall accidents are also one of the leading causes of injury aboard vessels.

Most vessel slip and fall injuries are preventable. We have found that most vessel slip and fall injuries are caused by the failure to properly maintain decks, ladders and stairways. This article focuses on slip and fall accidents on vessel decks.

Whether the vessel is a mega-cruise ship, a harbor cruise vessel, a sport fishing boat or a center console; one thing they all have in common are slip and fall accidents on poorly maintained decks. The vessel’s deck, is one of the important and vital parts of a vessel. Reasonable care must be given in order to prevent needless slip and fall accidents. After all, all the crew members and passengers must use the vessel decks in order to use the vessel.

Failing to Maintain Deck Surfaces

When vessel decks are not maintained properly, crew members and passengers are more likely to have slip and fall type accidents. A well maintained deck will usually have some type of anti-skid surface. Obviously it is foreseeable that vessel decks will get wet. When decks do get wet, they can be very, very slippery if not maintained properly. Gelcoat decks are very, very slippery when wet. Because of this, non-skid material must be applied to the gelcoat deck. A gelcoat deck without a nonskid surface is extremely dangerous.

Sometimes, the vessel has the proper surface, but deck areas get worn down due to heavy traffic.

When this occurs the vessel deck can become slippery as ice.

All deck surfaces, including non-skid decks require routine maintenance in order to be safe. A non-skid surface which gets frequent traffic will quickly start building up dirt and grime. With build-up a vessel deck becomes slippery in no time. Unlike other gelcoat surfaces on a vessel, you can’t wax a gelcoat deck surface. As soon as it gets wet a waxed deck turns into a sheet of ice. Also, cleaners such as bleach, detergents, abrasives, etc.; will soon prematurely wear out the non-skid surface.

Thus, the only way to keep a well traveled non-skid deck in good condition is to wash it every day with soapy water. Care must be taken to wash all the soap off during the cleaning process. Otherwise, the soapy deck is slippery. Then a non-skid deck cleaner needs to be used.

Conclusion

Most slip and fall accidents are preventable. When vessel decks are not maintained properly they are slippery and dangerous. When someone is seriously injured by a poorly maintained vessel deck the vessel may be legally responsible for the crew members or passengers injuries.

Disclaimer

This article is not legal advice. This article is simplistic in order to be clear. Any resemblance herein to real events or cases is purely coincidental. If you or a family member is involved in a serious vessel slip and fall accident, you should consult with a California maritime slip and fall lawyer. When you bring a court case, your credibility is always questioned. You should always tell the truth.

We are actually here to give you some of the very general information on the various programs and properties that may somehow help you in some way or the other. Thus you can click on anyone of the provided links in this very page with a view to study much more about the different areas inside of our store that make available the very important services which help in offering the greatest merchant maritime education all over the world. The security and the second one economy of our nation absolutely have some requirements that are fulfilled by the United States merchant marine that are convincing. So in the today’s world the United States imports something like eighty five percent out of some seventy seven planned supplies that are really dangerous to the industry and also for the defense of America.

Hence it is very much dependant on a structure of shore side actions for all of its operations associated to it. This business includes many of the companies which possess and run the ports or vessels and a few of the terminals where shipment can be handled with genuine care.

There had been a conference on the Standards of Training, Certification and Watch keeping (STCW). It is even though we as an entire country take into account for only six percent of the entire people of the world. A ship in sea does not function for all time in a vacuum. A small and quick look at the atlas of the United States constantly reveals that we are actually a marine nation from past till present. Thus to the eastern side we have the Atlantic Ocean and to the western side the Pacific Ocean. In the southern border we have the Gulf of Mexico and lastly in the north we have the Great Lakes and moreover crisscrossing our states there are large rivers like the Mississippi and many other inland waterways.

The fleet of vastly creative ships of Merchant Marine which are along with us is a main part of our organization of trade that is serving us to promise our right of entry to foreign markets for sell of our manufactured supplies. Throughout the whole day, there are the ships of all the types that may work in the waters and even around our nation. That’s why we buy almost a third of the world’s production of created raw materials. But bulk is ninety nine percent of all these resources are completely transported by means of the merchant vessels. All the goods are spread out directly from our great amount of store to a wide range of the ship owners and then finally go to the transport companies and also without interference by any of the outside parties. Ship’s yards sometimes need some repair. In that case they get the services like marine insurance underwriters. It is occasionally admiralty lawyers or even the ship chartering firms and some research and engineering companies. USMMA printed shirts are also even available there with us.

A Very Small Aperture Terminal or VSAT is usually what lets ships and cruise lines provide an internet connection to their crew or guests. This terminal, usually a satellite dish, uses satellite technology in order to provide as much as 4 megabits of data per minute internet speeds. What this means is that it is possible for crew members and guest to log on to a maritime network and access the World Wide Web. Now, if you have any family member, friend or loved one who works on a ship or boat of any kind, then be thankful that VSAT services allows you to keep in touch with your loved ones. Because of the advancements in communications technology, we no longer have to wait for mail or port stops to get to talk to our sea faring loved ones.

We have to realize that this is a recent and very important change in the lives of the families of those who work at sea.

A maritime network is a godsend because it lets people connect to their families in terra firma through modern communication methods made possible by an internet connection. Though a connection may not seem too hard to get when you have wires and broadcast towers and cables to rely on, but when you are in the middle of the ocean and in constant motion like navy and commercial ships, carriers, and cruise ships, getting a setting up a maritime network that is not just an internal network. Because it is always easy to setup a wireless network within a certain area, but when you plan to have it connect to the internet and you are in motion, miles away from any static point of access, it limits the options that you have. Great thing there are satellites that can give you a point of access whenever and where ever you are on the planet.

What does a maritime network do for your family member that plies his trade in the high seas? This means that you can talk to them on their breaks or before they go to sleep which was an impossibility just a few years back without a high level military clearance to make use of million dollar equipment like satellite phones. Now, though, your loved one, father, mother, brother, sister or friend can only be a simple Skype or Facebook message away. It used to be that the loved ones of sailors had to wait for the ship to dock in ports, which can be either weeks or months apart. So the advancements that have made internet access to these moving islands have bridged a very important gap between seafarers and their families, letting them keep in touch anytime.