His take on the track is surprisingly tender, ballasting the original with breezy synthwork and queasy basslines.
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The ship data showed it was "ballasting," meaning that it was not loaded full of oil for cargo.
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Robot' is a masterpiece, ballasting the global ambitions of season 2 while sharpening back to the meticulous build of season 1.
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But despite their occasional populism, Daft Punk have always practiced admirable restraint, ballasting the grandeur of the original with a sinister earthiness in the main motif.
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Even for those who undeniably worked hard to achieve success, there seems to be little acknowledgment of the environment of privilege and advantages ballasting their achievements.
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"What critics said: "Season 3 of Mr. Robot is a masterpiece, ballasting the global ambitions of season 2 while sharpening back to the meticulous build of season 1.
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"Rotten Tomatoes critic score: 93%What critics said: "Season 3 of Mr. Robot is a masterpiece, ballasting the global ambitions of season 2 while sharpening back to the meticulous build of season 1.
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He spent several years subtly ballasting the Thunder while the organization disappointed season after season, in ways small and large, until Kevin Durant left the squad to Russell Westbrook and his maniacal cult.
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In another sign of the slowdown, three oil tankers, the Atlantic Pegasus, the Ardmore Seavantage and the CPO China, are ballasting - or sailing with no product inside them - from Europe to the United States.
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111 and 113 have been tested working in multiple, for use on the steep gradients of the Antrim branch line during ballasting operations, where the additional adhesion at low speed during ballasting is required.
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The cargo officer uses tools like ballasting and load balancing to optimize the ship's performance for the expected type of environment.
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The base was secured through stone ballasting. With these arrangements two important steps for the deepening project of the Outer Weser waterway had been accomplished.
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One prototype locomotive, DE10 901, was built in 1967 as a heavy shunting locomotive with ballasting increasing the weight to 70 tonnes. This formed the basis for the Class DE11 design.
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In 1998, the Marine Board of the National Academy of Science conducted a survey of industry experts regarding the pros and cons of double- hull design. Some of the advantages of the double-hull design that were mentioned include ease of ballasting in emergency situations,. reduced practice of saltwater ballasting in cargo tanks decreases corrosion,Marine Board, 1998, p. 260. increased environmental protection, cargo discharge is quicker, more complete and easier, tank washing is more efficient, and better protection in low-impact collisions and grounding.
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Bruno-Stéphane Duron, , mémoire de DESS, 1999. She featured a metal hull, a steam engine, and a ballasting system which used seawater instead of sandbags. These features helped her succeed in the competitive British coal market.
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Some of the advantages of the double-hull design that were mentioned include ease of ballasting in emergency situations,Marine Board, 1998, p. 259. reduced practice of saltwater ballasting in cargo tanks decreases corrosion,Marine Board, 1998, p. 260. increased environmental protection, cargo discharge is quicker, more complete and easier, tank washing is more efficient, and better protection in low-impact collisions and grounding. The same report lists the following as some drawbacks to the double-hull design, including more expensive to build,Marine Board, 1998, p. 261.
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Moveable sailboat keels may pivot (a swing keel), retract upwards (retracting keel), or swing sideways in the water (canting keels) to move the ballasting effect to one side and allow the boat to sail in a more upright position.
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As bogie vehicles became more popular, VR decided to expand the concept into freight transport. The ideal choice for experimentation was a little-used, but very important class of wagon, used for ballasting the track but otherwise having little to no use.
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Additional ballasting of the piers was also needed. The sea air caused deterioration of the wrought iron and these spans were replaced during 1966–1968 with the current prestressed concrete structure. At this time, the tracks were laid on ballast, reflecting modern practice.
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Semi-submersible ships were developed to move large (project) cargoes, but have now been adapted for yacht shipping. These ships are semi-submersible. This means that by ballasting, they can submerge their cargo holds. Yachts motor under their own power into the flooded cargo holds to load.
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Once all the yachts are in position and secured, divers weld hull supports into place. The ship deballasts and sails away. At discharge port arrival, the process is reversed, with the ship ballasting, allowing the yachts to exit. Semi-submersible shipping is arranged by the owners.
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He next was assigned as master to the Henry Grace a Dieu, the largest vessel constructed up to then in England. On 10 July 1517, Spert was granted the office of ballasting ships in the Thames River, which office he was to hold 'during pleasure' at a fee of £10 a year. Historian James A. Williamson in his work of 1913 thought this fact aided an argument against Richard Eden's statement that Spert's misconduct had spoiled the success of the 1516-1517 voyage of discovery undertaken with Sebastian Cabot. Williamson said that the ballasting office apparently provided opportunity for profit, and would not have been granted to a man who had recently disgraced himself.
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The boat has a draft of with the daggerboard fully down. For sailing the design is equipped with flotation bags. To ensure equal competition, the class rules require ballasting to a combined boat and crew weight of , using water-filled plastic jugs. A boom vang, Cunningham and mainsheet traveler are optional.
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To avoid this, they had to be anchored in position before each heavy lift, either by tying them down or by ballasting them to sit on the harbour bottom. This made their use very slow. In shallow water, a Goliath crane could be used. This is a gantry crane with no jib.
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The rebuilding of one of the underbridges was undertaken largely by volunteers. Two contracts were let for the other bridge and culvert works. In the event, both were awarded to Mulcair Ltd of Caernarfon. A major contract for the reconstruction and ballasting the trackbed was let to Jones Bros Ruthin (Civil Engineering) Co Ltd.
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Marine snow is made up of a variety of mostly organic matter, including dead or dying animals and phytoplankton, protists, fecal matter, sand, and other inorganic dust. Most trapped particles are more vulnerable to grazers than they would be as free floating individuals. Aggregates can form through abiotic processes i.e. ballasting and biotic processes i.e.
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Prior to any transfer of cargo, the chief officer must develop a transfer plan detailing specifics of the operation such as how much cargo will be moved, which tanks will be cleaned, and how the ship's ballasting will change.Hayler and Keever, 2003:14-6. The next step before a transfer is the pretransfer conference.Hayler and Keever, 2003:14-7.
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Ballasting of the newly laid logging railway The long main line ran from Port Craig in southerly direction, parallelly to the coast, to the Wairaurahiri River In addition, there were of spur lines.Rachael E Egerton: Heritage Management at the Port Craig Sawmill Complex: Successes and Challenges. In: 3rd Australasian Engineering Heritage Conference 2009. Retrieved on 15 August 2018.
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Not only did untreated wooden trestles provide all bridging, but cuttings were of minimum width, track was not ballasted, and no snow sheds were built. Ballasting occurred three years later. Although accurately predicting construction costs was difficult, especially in a mountainous region, total overruns were reasonable. The eastern approach up the Beaver River required some of the largest trestles on the line.
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The year has coincided with the company opening other depots in the UK and also marked the conclusion of one of their largest developments. In September 2017, the Queensferry Crossing in Scotland was officially opened to the public. Sykes Pumps oversaw the ballasting for this particular scheme which has been referred to in the media as ‘Scotland’s biggest infrastructural project for a generation’.
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This necessitated ballasting, to avoid pitch problems, and a tilt test, to check stability. These were satisfactory, and she returned to action in January 1941, assigned to one of the new escort groups, 2 EG, led by . In April 1941 Gladiolus involved in the battle for HX 121. On 28 April Gladiolus was sent with the destroyers and to re-inforce HX 121 which was under attack.
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A variant with separate flaps and ailerons and a slightly taller tail, the LS3a, was introduced in 1978. This version did away with the flaperon mass balancing, making each wing about 10 kg lighter. A span extension to 17-metres was later developed for this version. Although not very successful due to speed and ballasting limitations, these extensions pioneered a trend that has become extremely popular.
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A number of changes were made to the second prototype, including re-ballasting to move the center-of-gravity forward, increasing the size of the upper vertical tail, and reworking the rudder control linkages. This second prototype was not completed until January 1944. The aircraft flew on 23 March 1944. The pilot had difficulty lifting the nose wheel below 160 mph (257 km/h).
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It was designed by Robert Stephenson and G. Bidder. The Birmingham and Derby Junction Railway issued tenders for the contract in May 1837 and the contracts were let in August 1837. It was built in rusticated ashlar stone with 19 arches to bridge the River Anker and was originally known as the Anker Viaduct. By February 1839 the construction was completed and the ballasting was being prepared for the permanent way.
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The passenger footbridge was taken down and re-erected near Didcot North Junction where it replaced a similar bridge which had been badly damaged following a derailment. The goods shed was demolished in 1984 and most of the surrounding goods yard is now occupied by an industrial estate known as The Station Field. The connection with the former Woodstock branch has been obscured by deep ballasting on the main line.
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Without good maintenance, they might also become eroded in the normal course of use. The cook is described as having the "staggers and jags", a euphemism for delirium tremens resulting from alcoholism; this was an all too common condition for sailors. Additionally, the listing to port could also have been caused by poor ballasting by the crew. The Antelope is armed with cracked "four-pounders", quite common privateer weapons.
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This is of great concern to space missions, where an obscured telescope or solar cell can ruin an expensive mission. The most prevalent outgassing product in vacuum systems is water absorbed by chamber materials. It can be reduced by desiccating or baking the chamber, and removing absorbent materials. Outgassed water can condense in the oil of rotary vane pumps and reduce their net speed drastically if gas ballasting is not used.
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The farm consisted of two Vestas 2 MW turbines. The gravity based foundation (GBF) was the concrete foundation for the wind turbines that was produced on land, in a dry dock. The self-floating GBF was floated to its destination and then immersed by ballasting it with water and sand. The GBF sat firmly on the sea bed and the wind turbine is then installed on this foundation.
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The torpedoes were loaded by ballasting the submarine down at the stern so that the bow lifted clear of the water and the torpedoes could be loaded directly into their tubes from a barge. The Type XXIII proved to have excellent handling characteristics, and was highly maneuverable both on the surface and underwater. Its crash dive time was 9 seconds, and its maximum diving depth was . Speed submerged was , while surfaced speed was .
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111 At Antrim station with a ballast train The Class 111 as they are known by NI Railways is identical to the Class 071. NI Railways has three of these locomotives, which are now mainly used for ballasting duties since their replacement on the Enterprise and other passenger duties. These locomotives are numbered 111, 112, and 113. In 2007, it was announced that NIR's three locomotives were to be converted to push-pull operation.
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The class of torpedo boats were steam powered with a partially enclosed hull. They were not true submarines but were semi-submersible; when ballasted, only the smokestack and few inches of the hull were above the water line. CSS Midge was a David-class torpedo boat. CSS Squib and represented another class of torpedo boats that were also low built but had open decks and lacked the ballasting tanks found on the Davids.
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After surfacing, this plane could be rolled out, quickly assembled, and launched by ballasting the sub until the deck was awash. These experiments were carried out into 1926 using the Martin-built plane, constructed of wood and fabric, and the all-metal Cox-Klemin versions, XS-1 and XS-2. The first full cycle of surfacing, assembly, launching, retrieving, disassembly, and submergence took place on 28 July 1926, on the Thames River at New London.
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Rusheen Bay is a bay in Galway on the west coast of Ireland. Rusheen Bay is famous for nurturing windsurfing talent for all ages windsurfers. This scenic bay is ideal for both flat water ballasting and freestyle, where the staff of Rusheen Bay Windsurfing School can be seen doing some crazy tricks on the water. The school is open from April through to September and provides lessons and rentals for Windsurfing, Kayaking and Stand Up Paddleboarding.
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A general arrangement diagram of the gunboat's interior. Note the extensive provisions for ballasting the ship with water to reduce her freeboard in action. To demonstrate the practicality of the plan of the "Stevens Battery", the Stevens brothers bought, modified and fitted out at their own expense a small prototype. The iron steamer — originally named Naugatuck — was built in 1844 by H.R. Dunham & Company, a New York City locomotive builder, for the Ansonia Copper and Brass Company.
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The original hull collapsed during the final construction because of a design flaw. It was towed into Gandsfjord where it was to be lowered in the water in a controlled ballasting operation at a rate of 1 meter per 20 minutes. This was necessary for the fitment of the deck platform to the hull. As the hull was lowered to the mark, rumbling noises were heard followed by the sound of water pouring into the unit.
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There was a rescue mission by United States Coast Guard to find 4 of the 23 crew members that went missing. All were eventually rescued and appeared to be in good medical condition. The vessel was carrying brand new Kia and Hyundai cars manufactured in Mexico, and vehicles made by other companies for delivery to the Middle East. The incident was mentioned as related to a sudden loss of stability possibly due to cargo stowage and incorrect water ballasting.
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Hydro excavation lessens the risk of damaging utilities, which may often be inaccurately mapped and located and marked on the surface. A suction excavator is useful in bulk excavation in confined areas, where its suction hose can reach in over or through barriers, e.g. digging a swimming pool in a courtyard. It can be used on railways (perhaps mounted on a railroad car base) to suck old track ballast off the track when re-ballasting the track.
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The railroad was leased to Jeter for three years from January 1, 1860.Ironton Railroad annual report, 1861, p. 5 The railroad was surveyed by George B. Roberts, later president of the Pennsylvania Railroad.The Thomas Iron Company, 1854-1904, p. 59 Grading began at Ironton on 2 August 1859, and rails were laid by the end of January 1860. The ballasting of the railroad could not be finished until spring, and the first train ran on 24 May 1860.
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Official reports claim that the accident was caused by a collision with a World War II mine. A different opinion (unofficial) came from some naval architects and marine engineers stating that the ship broke up due to incorrect ballasting (the ship had no cargo at the moment of the accident). M/T Libertatea (Liberty) – had the same history (including ownership) as her older sister M/T Biruinta. The ship, known then as M/T Histria Prestige, was broken up in 2005.
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The Etheridge Railway line runs for about from Almaden to Forsayth, and the section from Mount Surprise to Forsayth (included in the heritage boundary) is about long. Built cheaply, the line rarely uses metal ballasting under the railway sleepers, and most sleepers are set directly onto the soil. Half of the sleepers are timber, and half are steel, due to a recent replacement project. Soon after heading south from Almaden, the rails change from to , with a noticeable increase in noise and vibration.
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Cargo ship de-ballasting Many marine organisms have the capacity to attach themselves to vessel hulls. Therefore, these organisms are easily transported from one body of water to another and are a significant risk factor for a biological invasion event. Unfortunately, controlling for vessel hull fouling is voluntary and there are no regulations currently in place to manage hull fouling. However, the governments of California and New Zealand have announced more stringent control for vessel hull fouling within their respective jurisdictions.
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This truss structure consists of four large orthogonal "leg" members with X-braces between each of the legs and heave plates at intermediate depths to provide damping. At the bottom of the truss structure, there is a relatively small keel, or soft tank, that houses the heavy ballasting material. Soft tanks are typically rectangular in shape but have also been round to accommodate specific construction concerns.Oil and Gas Journal "New spar installed in gulf" The majority of spars are of this type.
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Whishaw reported that the rails are "of the double parallel form" (that is, not fish-bellied and broadly similar to modern bullhead rail) in 12 and 15 feet lengths. "The upper and lower webs are not of similar section": Whishaw meant that the head and foot are not identical. The sleepers were of larch, 9 feet in length, and 10 inches by 5 inches in cross section. The ballasting was of gravel, of at least 2 feet in thickness throughout.
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The funicular consisted of two cabins each weighing 13 tons when empty, circulating on parallel cogged tracks. The movement was powered by a "hydraulic balance" system: each cabin, in addition to its two floors capable of holding fifty passengers total, was equipped with a 12 cubic meter tank of water. The cabins were linked by a cable; the tank of the descending cabin was filled with water and that of the ascending cabin emptied. This ballasting started the system moving.
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The embankment was encircled by a tell-tale pattern of dips and hollows indicating a history of subsidence. Shaky ground had already caused concerns, requiring trains to be ‘slowed’ before crossing a nearby bridge. Extra ballasting had been necessary and the two main lines, as well as having normal crossways sleepers also rested on longitudinal baulks of timber. A field below the embankment had a hollow nearly ten feet deep, and a nearby farmhouse had been abandoned because of subsidence.
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The deviation of the line through the Tadmor Valley required three authorisations from the government before the work could proceed, those being: Motupiko – Tadmor, Tadmor – Tui, and Tui – Glenhope. A work camp was established at Kaka, including a school for the children, at which the men were based while they worked on the extension of the line from Tadmor. By 1908, ballasting and plate laying had reached Kiwi station. This section was handed over to the Railways Department on 18 December 1908.
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Subsequently, genuine WHR fencing, including a kissing gate, was erected along the back of the platform. In 2000, the WHHR began construction of the WHR main line, under the terms of their 1998 agreement with the Festiniog Railway Company. This included clearing, preparing the track bed, tracklaying and ballasting. The northern end of the WHHR line was also re-modelled and, in 2002, the existing headshunt was replaced with a full crossover so it could connect with the FR owned WHR main line.
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Although the Rosstown Railway has become infamous as an abject failure, the tracks were used from time to time. Construction and ballast trains were often on the line in the late 1880s and early 1890s, hauled by Victorian Railways locomotives that had been hired by Ross. The largest of these was a Y-class locomotive that was used on ballasting runs. Tenders had been let for the construction of rolling stock to be used by Ross, but nothing ever came of those.
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The wind and seas were also pushing the barge to the north, and that strain on the tow wire may have increased the list. At 22:15 the Captain ordered the chief engineer to pump water for 15 minutes into the #18 port ballast tank to correct for the starboard list. Because of poor communications and a lack of established ballasting procedures, water continued to be pumped into that tank for over one hour, at least 45 minutes longer than ordered.
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A different opinion (unofficial) came from some naval architects and marine engineers stating that the ship broke up because of incorrect ballasting (the ship had no cargo at the time of the accident). The Romanian shipping company "Navrom" claimed the insurance payout, amounting to US$36.6 million. This action resulted in a thorough inspection of the ship's wreck by independent survey teams, employed by the insurance company from Lloyd's Register, Japan. As the inspection did not reveal any major faults in construction, the insurance was finally paid.
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To aid stern ramp loading, the MRV is fitted with Flippers to ensure that the LCM are aligned with the MRV. A ballasting system is fitted to allow for safe operations during loading. Once loaded, the LCM can conduct over-the-beach landings, with the boats mainly intended to be able to access beaches in the Pacific where no port facilities are available, for example during humanitarian missions. Due to various issues (discussed further below) the original landing craft were decided in 2010 to need replacing.
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It was here that progress stopped. No contracts had been let for the ballasting or plate laying of the formation completed thus far or the continuation of the line beyond the tunnel. The funds allocated to this section of the line had not been fully spent, yet the company in charge of the project was declared bankrupt. In a surprise move, the government seized the company's assets on 25 May 1895 and declared its intention to proceed with the contract on the company's behalf.
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This analysis was based on the fleet composition, vessel utilisation including ballasting and total cargo moved – based on import/export reports and AIS data, the BDI weightings will be reviewed on an annual basis. The decision to not include Handysize contributions makes no statistical difference to the calculation of the BDI, based on the above weightings. The Baltic Exchange will continue to report the Handysize vessel market and in November 2017, as part of the ongoing review of its indices, launched a trial of a new Handysize Imabari 38 benchmark vessel and seven timecharter routes.
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This increases the volume of the holds, and simplifies their structure which helps in loading, unloading, and cleaning. Double sides also improve a ship's capacity for ballasting, which is useful when carrying light goods: the ship may have to increase its draft for stability or seakeeping reasons, which is done by adding ballast water. A recent design, called Hy-Con, seeks to combine the strengths of single-hull and double-hull construction. Short for Hybrid Configuration, this design doubles the forward-most and rear-most holds and leaves the others single- hulled.
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A first layer of ballast is dumped directly onto the track, and a tamping-lining-levelling machine, riding on the rails, forces the stones underneath the sleepers. Each pass of this machine can raise the level of the track by 8 cm (3 in), so several passes of ballasting and of the machine are needed to build up a layer of ballast at least 32 cm (1 ft) thick under the sleepers. The ballast is also piled on each side of the track for lateral stability. The machine performs the initial alignment of the track.
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The next few months were spent ballasting the line with this being completed on 4 April. A special train ran two days prior to the official opening of the line to Lower Hutt and return carrying various political and civic dignitaries. The first revenue service departed Wellington on 14 April 1874, without ceremony, and arrived at Lower Hutt, also without any public reception. Even before this first train ran, the Government was already seeking to let a contract for the construction of the next section, known as the Hutt Contract.
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The Arktika is a double-hulled icebreaker; the outer hull is thick, the inner thick, with the space in between utilized for water ballasting. At the strongest point, the cast steel prow is ) thick and bow- shaped to aid in icebreaking, the curve applying greater dynamic force to fracture the ice than a straight bow would. The maximum ice thickness it can break through is approximately . Arktika also has an air bubbling system (ABS) which delivers 24 m3/s of steam from jets below the surface to further aid in the breakup of ice.
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The incident was mentioned as related to a sudden loss of stability possibly due to cargo stowage and incorrect water ballasting. A Hyundai Glovis executive told the news media that "there was some kind of an internal fire that could not be controlled and then it capsized". The National Transportation Safety Board agreed to assist in the investigation of the cause of the incident with two investigators assigned to the case. On 3 November 2019, MV Glovis Captain arrived Southampton after facing extreme weather conditions in the English Channel.
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A third type of spar, the cell spar, has a large central cylinder surrounded by smaller cylinders of alternating lengths. At the bottom of the longer cylinders is the soft tank housing the heavy ballasting material, similar to a truss spar. The cell spar design was only ever used for one platform, the Red Hawk spar,"Cell spar enables Red Hawk development" which was decommissioned in 2014 under the Bureau of Safety and Environmental Enforcement's "Rigs-to-Reefs" program. At the time of its decommissioning it was the deepest floating platform to ever be decommissioned.
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The proposed route ran parallel to and north of the South Route at a distance of about until reaching the Ohio-Pennsylvania state border. Alfred Kelley reviewed both proposed routes, and chose the North Route. In part, this route was chosen because, east of Cleveland, it ran atop an ancient beach ridge (formed when Lake Erie was much larger) that required little ballasting, was naturally well-drained, and required almost no blasting or earth moving. It was also essentially a level grade for almost its entire length, with a ruling gradient of just 0.3 percent.
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Major realignment, taken to the head of state level, was required. The Bobcat convoy was to depart Charleston, South Carolina and, as a result of the candidate ship President Fillmore being damaged in a grounding with repairs taking longer than the convoy schedule allowed, the Arthur Middleton was quickly substituted and sent to Charleston from New York, but without proper ballasting for newly installed armament. Middleton turned out to be problematic with inadequate ballast for newly installed armament. She sailed for Charleston with a twelve degree list and then required work there.
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By the 1860s the railways in East Anglia were in financial trouble and most were leased to the Eastern Counties Railway (ECR). Although they wished to amalgamate formally, they could not obtain government agreement for this until 1862, when the Great Eastern Railway (GER) was formed by the amalgamation. Work on the line begun in May 1863 and work progressed rapidly with a number of injuries to navvies and a death in July 1865. In January 1865 a contractors locomotive was delivered to Lavenham to assist with ballasting work.
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As weight was cut out of the hull structure, electronics and ordnance were increased, but at much greater heights. This top weight required ballasting the fuel tanks with seawater to maintain stability both for wind and damaged conditions. The superstructure of the 255s was originally divided into two islands in order to accommodate an aircraft amidships, but this requirement was dropped before any of the units became operational. Following completion of the preliminary design by the Coast Guard, the work was assigned to George G, Sharp of New York to prepare the contract design.
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Tower, including base Construction commenced in 1971 by Kline Towers of Columbia, South Carolina, and the tower was completed in 1973, with the first transmissions on July 4, 1973. Approximately of concrete were used to make the foundation of the 3.7 million pound (1,700 ton) tower. Earthquake proofing includes ballasting two-thirds of the weight of the structure below ground, resulting in a center of gravity at sixteen feet below ground level. It is used to transmit the signals of eleven television stations and four FM radio stations and for various other communications services.
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Steel GBS do not usually provide hydrocarbon storage capability. It is mainly installed by pulling it off the yard, by either wet-tow or/and dry- tow, and self-installing by controlled ballasting of the compartments with sea water. To position the GBS during installation, the GBS may be connected to either a transportation barge or any other barge (provided it is large enough to support the GBS) using strand jacks. The jacks shall be released gradually whilst the GBS is ballasted to ensure that the GBS does not sway too much from target location.
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Parliamentary papers published in 1842 seem to yield examples of other railways using and Forrester engines. The Preston and Wyre Railway (P≀) had a Forrester it sued for light goods, ballasting work, and occasional special passenger trains. Its other engine was a goods and its passenger services were generally worked by another railway. The P≀ was aware their six-wheeled locomotive seemed to cause far less track wear than several other four wheel locomotives used on the railway, but that there 4 wheel Forrester could negotiate some curves the six wheel could not.
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At a special shareholders' meeting on 25 April 1877 the majority of shareholders agreed to sell their shares at a loss to the GWR, on the basis that the larger company would then complete the work. A minority of shareholders refused, preventing an outright sale, but the GWR now had the controlling majority. Budd & Holt's contract was terminated by mutual consent in June 1877 and the GWR proceeded to complete the line. The remaining work was chiefly ballasting and a contract was let to George Drew of Chalford.
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Down platform and old station building in June 1983 The route through the station was electrified in the 1974 electrification scheme that covered the West Coast Main Line between Weaver Junction and . As part of this the station was re- signalled. The critical point was the connection from Edinburgh on a minimum radius curve to provide a connection into the Down platform whilst avoiding the installation of a diamond crossing. The provision of superelevation through the Up platform for 90 mph running required deep ballasting; this required the platform to be raised.
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The reference to water is rare in the toponymy of this dry region. The term grange (barn) in this area refers to an isolated farm: this toponym is present in La Grange (at the northern border of the commune), also at La Grange (outside the village), and in Les Granges de Dauban. The hill overlooking the village is called Le Défens: this is an area, owned by the lord or the community, where herds were banned. Le Clos de Gardon is a cultivable area where the material from road ballasting was used to enclose the fields and meadows with a dry stone wall.
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The extension improved their performance, if not their appearance. The first engine was eagerly awaited in September 1884, as the formation to Johnsonville was ready for tracklaying and ballasting, but the WMR had unsuccessfully tried to hire a locomotive from the Government in August 1884. The last two were shipped to Wanganui after erection at Wellington to provide much-needed motive power at the isolated Longburn end. These engines were expected to haul 70 tons up the 1 in 40 grade to Johnsonville; and two in tandem could be used to Johnsonville, with only one proceeding to Paekakariki.
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However, virtually all ocean-going ships (which are, after all, designed to carry a large weight of cargo) need to be ballasted to some extent when moved unladen, so the Waratah was certainly not unique in this respect. The witnesses would have been well aware of this – that they still came forward to attest that they regarded the Waratah as dangerously unstable in these conditions does suggest that the ship was exceptional in some respect. The Waratah was also a mixed-use ship. Passenger liners, with a small cargo volume relative to their gross tonnage had fairly constant and predictable ballasting requirements.
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Diatom bloom in the South Atlantic Ocean, off the coast of Argentina. Atmospheric carbon dioxide levels have been increasing exponentially since the Industrial Revolution and researchers are exploring ways to mitigate atmospheric carbon dioxide levels by increasing the uptake of carbon dioxide in the surface ocean via photosynthesis. An increase in the uptake of carbon dioxide in the surface waters may lead to more carbon sequestration in the deep sea through the biological pump. The bloom dynamics of diatoms, their ballasting by opal silica, and various nutrient requirements have made diatoms a focus for carbon sequestration experiments.
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A secretary was appointed in 1845, Ellis Rowland was appointed locomotive superintendent in 1847 and Thomas H. Higgin became manager in May 1848. By the spring of 1847, portions of the line were ready for ballasting and, as neither Dargan nor the B&BR; had any locomotives, a second-hand engine was obtained from the Ulster Railway to carry out the work. While it had been hoped to open the line in November 1847, this was put back by the need to raise the embankment along the shore of Belfast Lough. Stations were built along the main line and the Carrickfergus branch.
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Nicomen Mountain, , is the southernmost major summit of the Douglas Ranges in the Lower Mainland region of southern British Columbia. It is located to the north of Nicomen Island and the communities of Deroche and Lake Errock. A local area Last Spike ceremony was held in 1884 on the Andrew Onderdonk Contract of the Canadian Pacific Railway; Nicomen was the scene of meeting of the two construction crews, one from Hope and one from Port Moody, of the ninety mile stretch through the lower Fraser Valley. The railway has used the mountain extensively for quarrying for gravel ballasting up to the present.
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The initial concept, by Allseas technical director W.P. Kaldenbach, was of a vessel capable of lifting entire platforms, and in 1987 Allseas declared its intention to build it. The initial idea featured two rigidly connected, self-propelled supertankers, with a large slot at the bows enabling it to install platform topsides in one piece. Early designs featured a flotation and ballasting system and active motion compensation system to facilitate a controlled transfer of a topsides’ weight from the vessel to a platform substructure. Allseas developed the original idea to include steel jacket installation, jackets and topsides removal and rigid pipelay capabilities.
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M/T Independența was the first of a series of five Romanian supertankers which were constructed by Santierul Naval Constanța in the 1980s. The sister ships were as follows: M/T Unirea (Union) – broke up and sank at the beginning of the 1980s in Bulgarian waters of the Black Sea. Official reports claim that the accident was caused by a collision with a World War II mine. A different opinion (unofficial) came from some naval architects and marine engineers stating that the ship broke up due to incorrect ballasting (the ship had no cargo at the moment of the accident).
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The federal minister of transport travelled to the area in mid-1954 and confirmed the extension from Telford Cut to Marree. The cost was set at 1,241,000 pounds, compared to 821,000 pounds to bring the existing line up to an acceptable level including ballasting and possible bridge replacement. The Minister for Transport, Senator George McLeay and the Commonwealth Railways Commissioner, Mr. P. J. Hannaberry, both stated that they were "strongly in favour" to extend the standard gauge line all the way to Alice Springs in 1952. By April 1954, Hannaberry had changed his mind and stated it was "out of the question".
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Dáil Éireann: statement by Minister of Justice, 1981 The report indicated three main factors had contributed to the incident: # The poor condition of the Betelgeuse for which its operator, Total S.A., was to blame: Immediately before the incident, the vessel's hull and tanks were cracked, corroded, and leaking. The 11-year-old vessel had been worked hard and was at the end of her service life. # Incorrect unloading sequences and ballasting which resulted in the buoyancy of the hull becoming uneven and the hull therefore strained: Lack of crew training or knowing malpractice were possible explanations.
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Buoyancy control by adjustable volume of gas in an environment where pressure varies rapidly with depth is inherently unstable and requires continuous monitoring and control input from the diver. The instability is proportional to the volume of the gas required for neutral buoyancy. For the least sensitivity to depth variation, the volume of the of gas required for neutral buoyancy should be kept to a minimum averaged over the dive. This implies ballasting that is just sufficient to allow neutral buoyancy at the minimum weight of diver and equipment that is reasonably likely to occur during the dive.
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Funding is also set aside for research on environmentally sound methods to control the spread of invasive species, and ecological surveys were ordered for certain environmentally sensitive regions of the country. Finally, it establishes the National Ballast Information Clearinghouse to provide data about ballasting practices and compliance with guidelines. The breadth of NISA touches multiple levels of government, from federal to local, because the spatial scale of dealing with invasive species ranges from large to small. Although the language of NISA mainly refers to the role of the federal government, local governments are certainly affected as well.
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The line opened to goods trains on 15 September 1856, but the Inspecting Officer was not satisfied with the ballasting, and opening to passengers was accordingly delayed until 13 October 1856. In 1863 the working arrangement between the owning company and the GS≀ was due to expire. Much work remained to be done in completing the stations, and the A&MJR; had been paying its shareholders handsome dividends but had failed to generate capital to complete the works. An impasse arose over the renewal of the working arrangement, and negotiations to absorb the A&MJR; into the G&SWR; also failed.
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He moved his works to new premises in Love Lane, Liverpool, on the Leeds and Liverpool Canal and near the Clarence Dock, hence the name 'Clarence Foundry and Steam Engine Works'. Around this time he recruited as his manager James Kennedy, who had gained locomotive building experience working for George Stephenson and Mather, Dixon and Company. The first locomotive built by Edward Bury and Company, Dreadnought, was intended to compete in the Rainhill Trials, but could not be finished in time. It was a 0-6-0 and did some ballasting work on the L&MR; but is said to have been objected to because it was on six wheels.
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Large cuttings were being made at two other work sites, also employing night shifts. The Murchison earthquake of 17 June 1929 diverted the railway construction crews on to the more immediate and urgent matter of restoring communication and road links with the affected areas. It was fortunate that there was little impact on the work done thus far on the railway formation, but there was some concern that as the railway progressed through the region that it would be subject to similar dangers. Formation work was completed to the mark at the Mangles River, with ballasting and platelaying due to begin within a month or two.
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The Coast Guard investigation found that the causes of the sinking were gale to storm-force weather, vessel design shortcomings, loss of stability, and human factors. The vessel's design shortcomings included a lack of valve position indicators for the isolation valves on the tank cross-overs, and a lack of tank level indicators. The loss of stability was caused by a failure to abide by the conditions stipulated in the stability letter. Namely that hydrostatic balancing of the cross-connected fuel tanks occurred because the cross-overs were left open, and that ballasting operations were undertaken to correct the list without first knowing what was causing the list.
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As part of a series of studies conducted by the United States Navy after World War I into the possibility of submarine borne observation and scouting aircraft, the submarine S-1 became the experimental platform for this project late in 1923. The XS-1, XS-2 and the Martin MS-1 were used for the trials mounted in a cylindrical pod behind the conning tower. After surfacing the aircraft could be rolled out and assembled, it was then launched ballasting the sub until the deck was awash. The first full cycle of surfacing, assembly, launching, retrieving, disassembly, and submergence took place on 28 July 1926, on the Thames River at New London using the XS-2.
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The Department considered the matter and responded on 27 August 1927 that it would be willing to operate the services. The line by this time had been laid as far as the Waiwetu Stream with ballasting expected to be completed prior to the first race meeting, and it was decided that the race trains would not interfere with other operations on the branch given the limited number of such services required. Though the department offered to clear the ground at the proposed stopping point, it was made clear to the Club that the department would not be responsible for the installation of any additional services that may be required at the site should it prove to be inadequate.
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The examination for Yachtmaster Offshore is practical and can be taken under sail or power and the certificate will be endorsed accordingly. It lasts 8–12 hours for 1 candidate or 10–18 hours for 2 candidates, and is conducted in a boat between 7 m (23 ft) and 24 m (78 ft) in length. The examination involves a demonstration of skippering skills, boat handling, general seamanship, navigation, safety awareness and knowledge of ship construction, ballasting, radio, radar, collision regulations, meteorology and signals. Candidates will be set tasks to demonstrate their ability as skipper and may also be asked questions on any part of the RYA syllabus for all practical and shorebased courses except Yachtmaster Ocean.
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Flight trials of the M.35 were to commence in 1942, but Miles' chief test pilot was reluctant to take off in the aircraft, whereupon George Miles took over himself. The M.35 proved to be extremely reluctant to take-off; eventually Miles discovered that if the throttle was closed sharply whilst at speed the little aircraft leapt into the air. The initial flight on 1 May 1942 was not a success, with the aircraft almost uncontrollable due to an incorrect centre of gravity, but Miles managed to land it in one piece. Later flights were more successful after ballasting the aircraft correctly, proving that the tandem-wing layout could be useful as a naval fighter.
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The Commissioner's Report for 1880 noted that the excavation and lining of No.2 tunnel had been completed and that only track laying remained to be done. On Section Two progress was much faster, and the Commissioners Report noted that only platelaying and Ballasting required completion. The line from Cherry Gully through to Stanthorpe was opened throughout on 1 May 1881, and was taken over by the railways on 1 November 1881. It was noted that the tunnel (on Section Two) was a work to be proud of, perfectly straight, true curves of arch, bright red brick and pure whiteness of stone facing, the whole of the tunnel being on a 1 in 50 grade.
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The worst feature, however, was the clause which provided that the track would be ballasted with adjacent material, instead of train-hauled gravel ballast. The soil is particularly wet, and a large portion of the line traverses muskeg swamps; this omission would be better understood by a physical examination of the line than words can convey. The natural surface was so bad that the construction company [was] forced to haul in ballast in order to get construction trains over the track. After the Northern Pacific assumed control, it became necessary to incur great expenditures in providing additional sidings, spurs and other facilities for the ordinary transaction of business, and to perform additional ballasting.
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The contract for the construction of the roadbed, ballasting, overhead work and fencing was let April 12, 1896, to Craige & Tench, Buffalo, New York, for the sum of $63,500. The railroad started from the New York Central depot at Lewiston and ran up Center street to 5th street. Then it ran northerly through 5th street to the village limits, then through private lands to 3rd street, Youngstown, then through Church street to Main street and to the United States Military Reservation, at the mouth of the Niagara River. There was also a branch in Lewiston from 5th street through Onondaga street to the New York Central freight station and a branch in Youngstown to the docks.
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A ship like the Waratah would carry a wide range of cargoes, and even different cargoes on the same voyage, making the matter of ballasting both more complex and more crucial. When she disappeared, the Waratah was carrying a cargo of 1,000 tons of lead concentrate, which may have suddenly shifted, causing the ship to capsize. The inquiry concluded that the three ships reporting potential sightings of the Waratah on the evening of 26 July could not all have seen her given the distance between them and the time of the sightings, unless the Waratah had reached Mbashe River and exchanged signals with the Clan MacIntyre but then turned around and headed back to Durban, to be sighted by the Harlow.
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Although heavy ballasting will prevent passive ascent, Beaune et al. surmised that a bird with a mass of 12 kg would need a ballast of at least 1.3 kilograms in pebbles to achieve neutral buoyancy at a depth of 50 meters, potentially making it beneficial for foraging. ;Large air spaces Similar to having light bones, birds also have large respiratory systems with large air spaces that reduce body weight and allow more efficient oxygen exchange required for the high metabolic demands of flight. Birds also have specialized structures called air sacs closely associated with their lungs that store air when the animal inspires, further reducing body weight and maintaining the partial pressure of oxygen within the lungs equal to that of the surrounding environment.
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They are supported only by the head and neck of the diver, and are uncomfortably heavy (Weight of KM 77 = 32.43 pounds) out of the water, as they must be ballasted for neutral buoyancy during the dive, so they don't tend to lift the diver's head with excess buoyancy. There is little difference in weight between the metal shell and GRP shell helmets because of this ballasting, and the weight is directly proportional to the total volume - smaller helmets are lighter. To avoid fatigue, divers avoid donning the helmet until just prior to entering the water. Having the helmet supported by the head has the advantage that the diver can turn the helmet to face the job without having to turn the entire upper torso.
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The same report did not approve opening the line between Levisham and the 'top of the Incline' at Goathland as 'over this portion the rails were ill adjusted, the sleepers irregular, the ballasting incomplete & some pairs of Contractors joints & shifting Rails remaining'. Approval was given for opening the line from the bottom of the Incline to Whitby but allowed the use of only a single engine. A further report dated 30 June 1847 following a second inspection the previous day, found a much improved state of affairs, one track was complete and the second within a day of completion. Captain Coddington summed up that 'I am of opinion that the line may be opened with safety on the 1st Inst according to the wish of the Company'.
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For navigation, they used a sextant. Their chosen port of departure was Las Palmas on Gran Canaria, in the Canary Islands; in part because it had also been Ridgway and Blyth's starting point, as well as that of Alain Bombard, who rafted across the Atlantic in 1952. After initially making good time, they became much slower for the second half of the trip due to a number of issues encountered. Having packed enough drinking water to allow per man per day for 100 days, the pair later discovered that due to poor re-ballasting after use, the bags had moved around too much in the bilges and around a quarter of their total water stocks were lost from bags snagging on sharp parts of the boat.
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In 1997, bonding and ballasting of the brick vaulting was undertaken as a seismic upgrade. It was to have been parged when constructed, but this was done only on the aisle vaulting. In 2000, a contract for a new four-manual mechanical action pipe organ was signed with Hellmuth Wolff & Associés of Laval QC. Site preparation began in 2002 with removal of the old organ and the shelf on which it stood. It had been thought at the time of signing that the project would have to proceed in several phases due to fund-raising constraints, but by the time that site preparation had begun, pledges for the whole amount were in hand, so the contract was re-negotiated as a single project.
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The first steam train service started between Pickering and Levisham (only) on 1 September 1846 using a single track. By the following year a second track had been laid and was passed for use by Her Majesties Railway Inspector Captain RE Coddington in a report dated 8 June 1847 following an inspection three days earlier. The same report did not approve opening the line between Levisham and the 'top of the Incline' (at Goathland ) as 'over this portion the rails were ill adjusted, the sleepers irregular, the ballasting incomplete & some pairs of Contractors joints & shifting Rails remaining'. Approval was however given for opening the line from the bottom of the Incline to Whitby but allowed the use of only a single engine.
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The first locomotive was placed in service working passenger trains on the Natal South Coast line. It proved to be a successful locomotive, having good riding qualities and flexibility on light track with poor ballasting and many curves of radius. A couple of the second batch of locomotives joined the first one on the South Coast line for a brief period, but most went directly to the Eastern Cape where they were used on the Port Alfred branch and the Aliwal North to Barkly East line, famous for its reverses and its 1 in 30 (3⅓%) compensated ruling gradients. The Natal locomotives were soon also relocated to work there when the Class GC Garratts replaced them on the South Coast line later in 1924.
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The hull of the single steel drilling caisson, which consists of the forward two thirds of the hull of a very large crude carrier, is long and wide, and measures from keel to main deck. The original 80,000-tonne drilling unit sits on top of a 35,000-tonne submersible barge that acts as an artificial steel berm when the unit is lowered to the seafloor using water ballast. While on location, a box- type skirt prevents it from sliding sideways and an air injection system helps to overcome the suction effect during de-ballasting. The unit has six Caterpillar D399 diesel generators rated at 1,000hp each for onboard power generation, but since it has no propulsion of its own, it has to be towed to location.
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Entries shall be made in the oil record book on each occasion, on a tank to tank basis if appropriate, whenever any of the following cargo/ballast operations take place on any oil tanker to which this section applies— #Loading of oil cargo; #Internal transfer of oil cargo during voyage; #Unloading of oil cargo; #Ballasting of cargo tanks and dedicated clean ballast tanks; #Cleaning of cargo tanks including crude oil washing; #Discharge of ballast except from segregated ballast tanks; #Discharge of water from slop tanks; #Closing of all applicable valves or similar devices after slop tank discharge operations; #Closing of valves necessary for isolation of dedicated clean ballast tanks from cargo and stripping lines after slop tank discharge operations; and #Disposal of oil residue.
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In 1844, the family moved from New York to Michigan where Casement started his railroad career with the Michigan Central railroad as a laborer on the track gang. In 1850, he relocated to Ohio to work on the Cleveland, Columbus and Cincinnati Railroad as foreman and then moving on to the Lake Shore railroad in the same capacity as a foreman of the track gang ballasting track, finishing in 1852. He then went into railroad contracting in the Spring of 1853 largely working the double tracking of the Lake Shore railroad, Grand Trunk. In the early 1860s, Casement and his future business partner, brother Dan contracted for trackwork on the Sunbury and Erie Railroad as well as the Erie and Pittsburgh railroads.
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Firstly, Liberty had three rating certificates: one for light, medium and heavy wind. That is, the Liberty camp could change the ballast and sail area depending on the conditions. Prior to the seventh race, the Liberty crew did just that, lifting ballast from the boat and increasing its sail area. John Bertrand, helmsman of Australia II, admitted that in that final race: “the ballasting challenges they had made to Liberty – adding more sail area and taking weight out of the boat – sped her up remarkably… she had a little bit more speed on us and all of a sudden, we were in trouble.”“Aussie Assault” Documentary film, Sportsmaster Programs, 1983 Secondly, Conner did appear to be labouring under the psychological weight of Australia II 's excellent performance and the mystery of the winged keel.
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A part of Monmouthshire at the time, the station was opened on 1 July 1852 as the temporary southern terminus of the Monmouthshire Railway and Canal Company's Eastern Valleys line to . The Act of Parliament authorising the line had been passed in 1845 and works had begun soon afterwards with a projected completion date of August 1849. However, due to the Panic of 1847, works were abandoned prompting disgruntled shareholders to enforce the "Cardwell Clause" in the Act which prevented the distribution of company profits as dividends until such time as the line had been completed. Works restarted in 1851, with the contract for the ballasting and laying of the track from Pontypool to The Marshes Foundry at Newport awarded to the contractors Giles and Morgan for £2,935.
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Work on the main line was under way by October 1847, the first, ceremonial sod being cut in "Warmsworth Field", the site of the present day cutting. Work ran overtime but the line was ready for a trial run to take place on 29 October 1849 when a special train left Doncaster, Cherry Tree Lane station located on the triangle junction with the Great Northern Railway (GNR), southwest of Doncaster. The train, made up of two first class carriages loaned by the Midland Railway and a GNR open wagon fitted with seats, was propelled by a four-coupled tank locomotive which had been used for ballasting the line. The Board of Trade inspector, Captain George Wynne, inspected the Doncaster-Swinton section of the line on 31 October 1849 and reported it as safe for use, also noting some deviations from the permitted line.
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Tracklaying began in earnest on 6 October 2014, although preliminary works had resulted in a section of slab track laid through Bowshank Tunnel, south of Stow, as well as ballasting along large sections of the route and pre-cast switch and crossing units for the passing loops. The first part of the route to be ballasted was the section through Lothianbridge Viaduct to which structural repairs had to be carried out. By the end of October, more than of track had been laid as far as Tynehead and the double-track on the Shawfair loop had been completed plus of the second track on the Borthwick loop. Work was halted in late November 2014 after a contractor working for BAM Nuttall in the Gala area was injured when a sleeper came loose when being lifted into position and landed on his leg.
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The 2.44 m minimum depth after dredging, will allow the passage of shallow-draft barges, with cargo loads of up to 1,500 tons or 75 FEU at full draft of approximately 2 metres. The barges will be pushed by a towboat along the San Juan river and will be of an ocean-going design, with a protected and reinforced prow and ballasting capability for stability for crossing the open waters of the Caribbean. Such a design will allow the barges to be towed on the Lake of Nicaragua, and across the Caribbean Sea to different key points such as Panama, Jamaica, New Orleans or Key West, the latter two being entry points to the US inland waterway system. The 2.44m navigation depth has been determined to be the most appropriate solution after modelling trade-offs between construction costs, capacity utilisation and scale economies.
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1, issued 25 August 2011, additional amendments to oil record book entries have been implemented by IMO. The first part of the oil record book deals with machinery space operations for all ships. The second part of the oil record book is for cargo/ballast operations and this part only needs to be filled out by crew members aboard oil tankers. Entries shall be made in the oil record book on each occasion, on a tank to tank basis if appropriate, whenever any of the following machinery space operations take place on any ship to which this section applies— #Ballasting or cleaning of fuel oil tanks; #Discharge of ballast containing an oily mixture or cleaning water from fuel oil tanks; #Disposal of oil residue; and #Discharge overboard or disposal otherwise of bilge water that has accumulated in machinery spaces.
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Replica of the Roanoke River Lighthouse, built at Plymouth, North Carolina The ballasting water pumped out, the LCI rose up under the house and supported it as the remaining connections to the foundation were severed. The lighthouse was moved to a shore location at the mouth of Filbert's Creek just west of Edenton, North Carolina, where it would remain for over fifty years; it served as Wiggins's residence from 1960 until his death in 1995. Officials of the maritime museum in Plymouth had approached Wiggins about purchasing the light, but a sale was not completed before his death, and the million dollar price asked by his heirs was rejected. Instead, they decided to build a replica of the earlier light, using archived plans. Construction on the replica began in 2001 and was completed in 2003, with the replica structure standing across the street from the maritime museum.
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A U.S. Congressional hearing was also held, and provided some determinations, notably about the lack of ballasting specified by the builders during the fatal voyage and the resulting lack of seaworthiness of Andrea Doria after the collision. While heavy fog was given as the primary cause of the accident, and it is not disputed that intermittent and heavy fog are both frequent and challenging conditions for mariners in that part of the ocean, these other factors have been cited: # Andrea Dorias officers had not followed proper radar procedures or used the plotting equipment available in the chartroom adjacent to the bridge of their ship to plot and then calculate the course, position and speed of the other (approaching) ship. Thus, they failed to realize Stockholms speed and course. # Andrea Doria had not followed the long- established rule that vessels approaching head-to-head both turn towards the right (to starboard).
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The contract for extending the railway from Lawson to Blackheath was awarded in 1863 to W. Watkins, who completed the track a year ahead of schedule in 1866, although the ballasting of the line by a separate contractor took longer. Blackheath was to be the temporary terminus because of its level site and good water supply, but before the station was finished the destruction of the road bridge over the Nepean River at Emu Plains in the flood of 1867 prompted John Whitton, in charge of railways, to open the line as far as Wentworth Falls to assist stranded travellers to the west. Wentworth Falls, therefore, was for a short time the terminus. In the meantime, Watkins had won the contract to extend the line from Blackheath to Mount Victoria and the completion of this stretch in May 1868 led to Wentworth Falls being replaced by Mount Victoria, not by Blackheath, as the temporary terminus of the Western line.
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At first, it may have crossed over the river near Nant-Ddu lodge, and run along its eastern bank to the foot of the dam, but it later stayed on the western bank to reach the top of the dam. The track was built by William Jones, the first contractor for the reservoir, on the basis that it would be taken over by the Corporation. Work began on it around April 1886, and it was largely finished by October, although storm damage meant that some of the ballasting was delayed. After Jones' reservoir contract had been revoked, the railway was valued at £3,395 in December 1888 as part of the settlement litigation. A temporary incline was contructed in June 1889 to the north of the dam, but it is not clear whether this began at the lower level and was used to raise materials, or began at the higher level and was used to lower them to the worksite.
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In the late 1980s, the Russian research institutes and design bureaus developed a successor for the 1970s Arktika-class nuclear-powered icebreakers as part of a wider icebreaker fleet renewal program initiated shortly after the dissolution of the Soviet Union. The new 60-megawatt icebreaker, referred to using a type size series designation LK-60Ya,The type size series designation "LK-60Ya" () comes from the Russian language word for "icebreaker" (), propulsion power (60 megawatts), and the first letter of the Russian word for "nuclear" (). would feature a so-called dual-draft functionality which would allow the vessel to operate in shallow coastal areas after de-ballasting. Although the preliminary designs had been developed more almost two decades earlier, the LK-60Ya design was finalized in 2009 as Project 22220 by Central Design Bureau "Iceberg" and the construction of the first vessel was awarded to Saint Petersburg-based Baltic Shipyard in August 2012.
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The Western Australian 1947 Royal Commission into the Management Workings and Control of the Western Australian Government Railways also placed these railway lines and their construction into context: > In order to carry out the wishes of the Government to construct railway in > agricultural areas as cheaply as possible, lines were built with 45 lb rail > sections which practically followed the surface of the ground, with (a) > earth ballasting (b) half round timber sleepers (c) providing the bare > minimum station facilities. The 1947 commission called these lines spur lines at time of construction, in distinction to loop lines, however the completion of most sections made most lines loop lines. The 1947 royal commission report also made a distinction between Southern Agricultural Spur Lines, Northern Agricultural Spur Lines, and South West dairy and timber lines; these broadly relate to geographical regions. In the 2000s the lines were collectively identified as Wheatbelt railway lines of Western Australia.
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In the late 1980s, the Russian research institutes and design bureaus developed a successor for the 1970s Arktika-class nuclear-powered icebreakers as part of a wider icebreaker fleet renewal program initiated shortly after the dissolution of the Soviet Union. The new 60-megawatt icebreaker, referred to using a type size series designation LK-60Ya,The type size series designation "LK-60Ya" () comes from the Russian language word for "icebreaker" (), propulsion power (60 megawatts), and the first letter of the Russian word for "nuclear" (). would feature a so-called dual-draft functionality which would allow the vessel to operate in shallow coastal areas after de-ballasting. Although the preliminary designs had been developed more almost two decades earlier, the LK-60Ya design was finalized in 2009 as Project 22220 by Central Design Bureau "Iceberg" and the construction of the first vessel was awarded to Saint Petersburg-based Baltic Shipyard in August 2012.
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During October 1941 Major R. E. Holloway, Royal Engineers, brought to the attention of the US Navy an idea patented by Otto Popper of Bratislava, Czechoslovakia in 1924 of a barge transporter for use on the Danube River that flooded down to allow barges aboard, then pumped out it tanks to lift them out of the water. Norman Freidman reports that on 4 November 1941 this concept led to the breakthrough design by John C. Niedermair, civilian technical director, BuShips preliminary design section, based on ballasting techniques used on submarines that solved both design problems. This led to the construction of thousands of US Navy amphibious ships including the original LST's and with hundreds of incremental improvements modifications and conversions of LTC's, LCM's and LSM's. British and US visionaries instrumental in supporting the concept include Captain Thomas A Hussey, COHO, and Sir Henry C. B. Weymss of the British mission to the US, Captain Edward Cochrane BuShips, the Army's Chief of Staff General George C. Marshall and Winston Churchill when he personally pushed the project for special amphibious ships and won President Roosevelt's reluctant approval.
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