Sister Ship Research Articles

Calculation of Comparison of Efficiency of Main Driving Machine Sister Ship

The purpose of this study is to calculate the efficiency ratio of the main propulsion engine of the sister ship. Based on the research focus that has been described in the problem formulation, the type of research used is a type of quantitative research using comparative descriptive methods. This study took data on 2 (two) PELNI passenger ships docked at Makassar port, namely KM Bukit Siguntang and KM Lambelu. The process of data collection, data processing and analyzing research data lasted for 4 (four) months from June to September 2022. From the results of data processing contained in the results of research and discussion, it can be concluded that KM Lambelu engine efficiency of 44.145% where specific fuel consumption is 0.1848. KM Bukit Siguntang engine efficiency of 44.07% where specific fuel consumption is 0.1851.

L'Indien and the Gilded Plaice: Building American Frigates in Amsterdam, 1777–1782

In 1777, the American commissioners in Paris, Benjamin Franklin and Silas Deane, contracted with French naval captain Jacques Boux to design two frigates for the Revolutionary cause. The design was the first of a new concept of very large frigates, able to outgun anything they could not outrun. The ships were to be built at a private yard in Amsterdam. One of these vessels, laid down as L’Indien, would ultimately serve the American cause in the South Carolina State Navy under the name South Carolina. This article examines the Dutch period of the two ships built at the yard of Arie Staats in Amsterdam in 1777–1781. Despite the attention given to South Carolina in the historiography, the Dutch sources have not yet been studied. The case of L’Indien and Tijger, her sister ship, illustrates the continuing importance of private contractors to navies in the late eighteenth century.

Comparative analysis of machine learning prediction models of container ships propulsion power

Regulations on Greenhouse Gas (GHG) ship's emissions and air pollutant are becoming more restrictive. Therefore, a big effort is being put into ship efficiency discussion, specially on predictive models related to route optimization, fuel consumption and air emissions. This paper compares machine learning predictive algorithms, based on the following techniques: least-squares, decision trees and neural networks, to estimate ship propulsion power between two 8400 TEU container ships from the same series. Additionally, the influence of having a predictive algorithm trained with data of its sister ships is invesitgated. The data used in this study were recorded from 2009 to 2014 reaching almost 290,000 entries. The results indicate that random forest regression model and decision trees ensemble models have the best fit for this purpose. It has also confirmed the feasibility of predicting the delivered power of a ship having a machine learning algorithm feed with a sister ship information despite differences in the route and/or operating conditions.

Sister Ship Binding Clause as a Reinforcement of Debt Repayment Legal Certainty on Ship Mortgage

The field of marine transportation plays a role that is not less important than land transportation in terms of economic development in Indonesia. As a result of globalization, business activity continues to increase, whether it is business in the field of marine transportation or outside the field, it is certainly undeniable that the activity requires a very large funds, which funds can be obtained by one way is to apply for credit/loans. Large amount of loans will only be given with the imposition of collateral as a further process. The imposition of collateral for large amount of loans may designate the ship as its collateral object by utilizing the Mortgage security agency. However, when the ship is being vetted on a voyage across national borders, the impact is when its debts mature, then the execution of such ship will be difficult, caused by the inadequate legal rules in Indonesia, and not all countries ratify the ship’s arrest convention. This study aims to provide a solution in order to achieve legal certainty of Mortgaged object execution that being across national borders for a significant development of shipping business. This research is normative research. The result obtained is the need of a clause in the Mortgage security document concerning the binding of sister ship with equal value, as the collateral object backup, when the execution of ship loaded with Mortgage security is unable to be done since it is located outside the state border.

Sister Ships Applicability in the Shipbuilding Enterprise CAD-PLM Toolset

As a result of increased pressure to reduce cost and delivery times of modern ships and submarines, many shipyards are revising their processes and toolsets to optimize the management of sister ships. This article describes how a strong CAD-PLM integration with efficient functionality on the CAD side ensures better design and production in a multivessel context. To address this complex challenge, and after several years of experience in the development of the FORAN CAD/CAM system that is used in many important naval programs, SENER identified some remarkable assumptions to be considered:In a sister ships environment, each vessel or unit will have a CAD project,There will exist a class project to centralize the CAD locking and applicability data,The existence of an item in the CAD project is considered as an item occurrence in that project,Modifications on an item will be done from a single project, but all other projects sharing the item with the same applicability will also be locked to prevent modification on them by other users,Once the modification changes are applied, the CAD will update them in all projects sharing the items applicability (multisave concept),The use of applicability on an item within a sister ship series might be to all vessels (e.g., 1-UP), to all vessels newer than a specific one (e.g., 3-UP), to some vessels specifically (e.g., 1-UP), or to a combination of the above (e.g., 1-UP), and if no applicability is set, it means "effective for all vessels" (1-UP), andThe FORAN system already had functionality related to sister ships management in the past, but it has been notably improved with the complete FORAN-PLM integration. This article presents in detail the architecture of the applicability solution and the expected advantages and benefits for commercial and naval shipyards.

On the estimation of ship's fuel consumption and speed curve: A statistical approach

When fuel efficiency is at stake, along with the reduction of the environmental foot print of air pollution, a need is presented to estimate a ship's fuel consumption for a forthcoming voyage, and means for decision making and for cost saving. This paper suggests an operational approach for obtaining an accurate fuel consumption and speed curve, on the basis of major factors affecting it, namely, ship’s draft and displacement, weather force and direction, hull and propeller roughness. A statistical analysis on 418 noon reports of a Pure Car and Truck Carrier case ship is carried out and the influence of the above factors is calculated. As expected, stronger wind and head weather increases the fuel consumption, and the difference between several weather conditions could be quantified. A simple and accurate algorithm is proposed in order for ship owners, managers and operators to be in a position to apply the suggested method on their fleet. Finally, applications of the structured algorithm are introduced with examples, in estimating the fuel consumption of the case ship for a future voyage, and also the same for a sister ship. Furthermore, voyage planning in several scenarios is proposed in order to assist the stakeholders with decision making aimed to fuel saving and environmental friendliness of their ships.

Sea-Room

Sea-Room Ellie Stedall On January 3, 1841, Herman Melville embarked from the busy whaling port of Fairhaven, Massachusetts, in the depths of winter. He was twenty-one years old. Soon his ship, the Acushnet, left behind the cold New England winter, rounded Cape Horn, and emerged into the Pacific. Melville remained in that ocean for over three and a half years, certainly the most adventurous, exciting, and irresponsible years of his life. And whether or not he knew it then, those early years at sea would later provide rich material for his fiction. Put like this, there can seem a natural and even inevitable continuity between Melville’s decision to join a whaling ship and the publication, ten years later, of Moby-Dick. But, in another light, those decisions appear much more remote: how many hundreds of other young men, for example, served on whalers, without writing a word about it, or perhaps even being able to do so? There is nothing probable, really, about Melville turning his whaling years into literature, and I remain fascinated by his decision to attempt that conversion. Surprisingly, a tough, wide-sided whaling vessel like the Acushnet became the stuff of literature. The Morgan is a sister ship to the Acushnet: built within a year’s time to the same design. The similarities make her an exciting artifact for anyone interested in Melville or Moby-Dick: as close to a physical embodiment of the Pequod as we are ever likely to see. On the other hand, the Morgan also frustrates any hope of simply re-entering Melville’s world, because that world is irrecoverable. I joined the ship on a warm summer evening in Boston, having flown in from the UK the same day. The conditions and circumstances of my arrival could hardly have been more different from Melville’s midwinter embarkation in 1841. Afloat beside the much larger Constitution and set against a modern industrial skyline, the Morgan looked delicate and even fragile, and it was difficult to connect this vision with her original commercial function. The jovial and welcoming atmosphere that prevailed on board set her nineteenth and twenty-first century identities further at odds. For me, the space below decks was more redolent of the hard-working life that Melville participated in: the pinched proportions of the forecastle bunks; ceilings that demanded a constant wary stop; the largeness of the blubber room compared to the living quarters of the entire crew; the sharp division between the world of officers and men; the vastness of the hold designed to carry the provisions and proceeds of voyages [End Page 147] of several years’ duration. Here I felt best able to think about Melville’s experience on a similar ship and to wonder how it inspired him. In “Hawthorne and His Mosses,” written in ecstatic haste in the summer of 1851 when he was at work on Moby-Dick, Melville claimed: “You must have plenty of sea-room to tell the Truth in” (NN Piazza Tales 246). He seems to imply that he wished to recover, in order to write his great novel, the conditions he had been exposed to as a sailor. Yet most of Melville’s time at sea was spent on whalers like the Morgan, where he shared a wet, tapering forecastle of sixteen to twenty-five feet in length with fifteen to twenty other men, rotating four-hour shifts in minimal light. Here, his personal space was a berth of six foot by two, the average size of a berth according to Margaret Creighton in Rites and Passages (1995). Surely it is not this room to which Melville compared the “sea-room” of the author? In fact, he wrote much of Moby-Dick at a large table planted squarely in the middle of a spacious study at Arrowhead farm, Massachusetts: an arrangement which seems designed to dispel the claustrophobia of the forecastle. And it was not only a physical liberation that Melville enjoyed at Arrowhead, but an intellectual one. His time at sea had coincided with a period when intense efforts were made to control the kinds of texts that sailors read and wrote. A religious reform movement was...

Hunting Tirpitz: Royal Naval Operations against Bismarck's Sister Ship

Hunting Tirpitz: Royal Naval Operations against Bismarck's Sister Ship

The Wreck of the WarshipNorthumberlandon theGoodwinSands, England, 1703: an interim report

The Northumberland, a third-rate man-of-war was lost with all hands during the Great Storm of 26–27 November 1703 on the Goodwin Sands—famously known as ‘the ship swallower’. It was rediscovered in 1980 by local divers following the location of a sister ship, the Stirling Castle. Since, the primary concern has been to record exposed structural remains, ordnance and artefacts, and interpret the wreck formation of the site. This paper describes the results of this work, and discusses in particular the size of the keel, the use of chocks, and standardization of ordnance in the Restoration Navy through reference to comparable ship-finds and historical records.

The Tirpitz All Told

The Tirpitz All Told Phillip Parotti (bio) The Hunt for Hitler’s Warship by Patrick Bishop (Regnery History, 2013. 426pages. Illustrated. $27.95) Patrick Bishop, a graduate of Wimbledon College and Corpus Christi, Oxford, first established himself as a significant writer by serving nearly thirty years as a foreign correspondent for such papers as the Evening Standard, the Observer, the Sunday Times, and the Telegraph. During that time he saw considerable action while covering major British engagements from the Falklands to Afghanistan and only withdrew from dangerous work when he determined that he was no longer nimble enough to keep up the pace. Thereafter Bishop turned his attention to writing military history and rapidly turned himself into one of the United Kingdom’s leading authors on the subject, delivering such critically acclaimed best sellers as Fighter Boys (2004), 3 Para (2006), the book for which he won the British Army’s Military Book of the Year award, Bomber Boys (2008), Ground Truth (2009), Wings (2012), and Target Tirpitz (2012), published in the United States as The Hunt for Hitler’s Warship (2013). Bishop’s preparations for writing The Hunt for Hitler’s Warship, while steadily rewarding, proved both long and arduous. With books like Fighter Boys and Bomber Boys, Bishop could focus much of his attention on raf records. The Hunt presented a more complex problem, requiring him to do meticulous research in the archives of the Royal Navy, the German Navy, the raf, and the [End Page xxvii] Allied and German governments. At the same time insofar as it was possible—considering that more than thirty operations were launched against the Tirpitz—he had to go through as much material as he could assemble from the papers, letters, and diaries of various participants; and then, finally, he had to interview an extensive list of survivors from the engagements he intended to review. One of the strengths of the book, one which readers will find gratifying, is the thoroughness with which Bishop realizes his aims. No one ever mistook Hitler for a genius with regard to matters of naval strategy. As Bishop writes, “Naval matters played a subordinate role in Hitler’s military calculations; an attitude he did not bother to disguise. He was a soldier not a sailor.” His plan for invading Great Britain by means of Operation Sea Lion provided a case in point and demonstrated his almost total misunderstanding of naval warfare. But twice at least, once through nefarious calculation and once through timidity, Hitler managed to stumble into what proved for him to be good things at sea, and both had to do with the Tirpitz. In the first instance, while the Royal Navy adhered to the terms of the Anglo-German Naval Agreement signed in 1935, Hitler cheated. As a result, while the latest British battleship, King George V, was built not to exceed the agreed 35,000 tons, the Kriegsmarine constructed both Tirpitz and her sister ship, Bismarck, to be 42,500-ton behemoths. Apart from size the German battleships were faster, could steam farther without refueling than their British counterparts, carried 15-inch rather than 14-inch guns, and were so well armored that, early in the war, British bombs simply bounced off their decks. In May 1941, when the Bismarck broke out of the Denmark Straits and sank the “mighty” Hood, the biggest ship in the British fleet—the ship went down in less than three minutes with the loss of 1,416 men—the enormous powers of destruction embodied in the German ships became shockingly apparent to everyone. Subsequently and with something bordering on consternation, the Admiralty ordered nearly every warship in the Atlantic to give chase, but it was only by means of a lucky torpedo dropped from an antiquated Swordfish biplane that the Bismarck’s rudder was jammed, allowing an array of Royal Navy vessels and planes to harry her until the battleships Rodney and King George V were able to close in and sink her. The threat that the Bismarck posed to Britain’s North Atlantic lifeline and the difficulty the Royal Navy experienced in putting her down made a deep and lasting impression on Churchill. The loss...

Finding the source of the pioneer anomaly

Some 40 years ago, a quarter-ton lump of circuits and sensors slipped Earth's surly bonds, sped past the moon and Mars, and hurtled toward Jupiter. The probe, Pioneer 10, and its sister ship, Pioneer 11, which followed a year later, were true trail blazers . They gave humanity its first close-up glimpses of worlds beyond the solar system's asteroid belt. They also left behind a mystery-one that has simultaneously baffled and inspired as trophysicists for years.

The Treasure of the San José: Death at Sea in the War of the Spanish Succession

On the fateful night of June 8, 1708, a mighty Spanish galleon sunk beneath the sea after a clash with superior British forces near the entrance to the port of Cartagena; but her saga did not end there. The San José, because of the stories which swirled after its demise, became a matter of historical legend and mystery. Carla Rahn Phillips’s newest historical offering is not just the history of a ship but rather an account of the waning years (and consequences) of Spanish Habsburg rule and the transition to the Spanish Bourbons. In particular, it deals with the era of the War of the Spanish Succession and successfully adds insights into its context in terms of a world conflict.We find in the lucid prose of this book that by the late seventeenth century the Spanish monarchy was terribly in debt and hence very dependent on the treasure emanating from its New World realms. With regard to this discussion there is little that is new, but in reference to the San José and its sister ship (San Joaquín) we learn that the relationship between money and politics was very much in the forefront. Spanish ship construction specifications were expressed principally in codos (roughly 22 inches) in each measured dimension, while the actual shipbuilders were paid in terms of toneladas (tonnage; a tonelada was equal to 1.42 cubic meters of carrying capacity). It is therefore not surprising that Spanish galleons (warships built to accompany merchant ships and to carry treasure for the crown) grew in size from between 500 and 700 toneladas in 1666 to 800 toneladas by 1679, as recommended by crown edicts or publications. Both the San José and San Joaquín were projected in their initial designs to be around 1,200 toneladas each; although neither reached such a size both for reasons of economy and, more importantly, stability. At every step in the construction of both ships inspections took place, and when the workmanship was deemed satisfactory further funds were forwarded to the shipbuilders. This reflects the care with which such vessels were built at the behest of the Spanish Navy. In the end the San Joaquín (1,026 toneladas) was slightly larger than the San José (1,009 toneladas), as delineated in the documents in the Archivo General de Indias.The man who would eventually command the ill-fated San José — Don José Fernández de Santillán (later the count of Casa Alegre) — remains a man of great controversy. According to the records uncovered by Phillips, Don José was not averse to using his noble status (plus monetary payments to the Spanish Crown) to obtain important posts within the Spanish Navy and elsewhere within Spain’s extensive bureaucratic state. When he eventually became the captain-general of the Tierra Firme fleet he had very little service to commend him for such a high post. Hence this book shows the level of corruption involving the acquisition of high government positions during the Habsburg era, as demonstrated many years ago by John Lynch and others. With this work we find that this corruption persisted with the onset of the supposed more efficient governance of the Spanish Bourbons. It is clear that money talks, no matter what the historical era. Yet the Count of Casa Alegre’s inexperience may explain in part the eventual demise of the San José. After its tragic sinking in June 1708 along with its captain and the majority of its crew, the crown took testimony concerning the events leading up to its loss. According to Don Francisco Medina, who participated in a junta presided over by Casa Alegre (during the final days of the Portobelo fair), the captain-general was warned that a superior force of British warships had been sighted and appeared to be awaiting to intercept any fleet that might depart Portobelo destined for Cartagena. Medina went on to say that he continued to object to the captain-general’s decision to set sail for Cartagena. Such testimony, which was substantiated by others, suggests as the author concludes that it was these particular decisions which doomed the San José.This is a well-written and well-researched book which can be effectively read by both scholar and novice. It reads somewhat like a detective novel that remains a delight to read over and over again. Certainly the quest to find the wreck of the San José will continue, perhaps because of Phillips’s estimation that the ship had somewhere around ten million pesos aboard when it sank. Both the Spanish and Colombian governments certainly will be in the wings to claim such a treasure if it is ever found.

PIERRE BOULEZ AND THE PROJECT OF ‘L'ORESTIE’

Among the passengers on the ocean liner Provence, as it disembarked from the Argentine capital Buenos Aires on 30 July 1954 at the outset of its 18-day voyage to Marseilles, were members of the theatre company Renaud-Barrault, returning home after a lengthy tour during the course of which it had performed in Brazil, Argentina, Chile, and Uruguay. If there was general fatigue at the end of such a gruelling schedule, during which the Company had given over 80 performances, there must have been an accompanying sense of exhilaration, and for perhaps the first time since leaving France on 24 April, an opportunity to relax. (Even the outward journey on Bretagne, the sister ship of Provence, had been taken up with a full schedule of rehearsals for the coming tour.) The joint directors, Jean-Louis Barrault and his wife Madeleine Renaud, as well as the young musical director, Pierre Boulez, joined their colleagues on board Provence a few days later at the Brazilian port of Salvador de Bahia, having opted to return to Brazil for a few days, during which there was an opportunity to witness a candomblé ceremony. For Jean-Louis Barrault, it was evidently a joyous return to the country which was the scene of the Company's first and perhaps greatest triumphs on a tour which had been as successful in every respect as the Company's first visit to South America in 1950.

Brittle fracture in ships – a lingering problem

This article presents a synthesis of the Transportation Safety Board of Canada's (TSB) report on the brittle fracture of the hull of Lake Carling, and concludes with an overview of the TSB's safety concern on brittle fracture in ships, including ongoing initiatives at the International Maritime Organization. The TSB is an independent agency created to advance transportation safety through the investigation of occurrences in the marine, pipeline, rail and air modes of transportation. The majority of the world's civilian cargo vessels have side shells constructed with steel of unqualified toughness (grade A steel). In 2002 and 2003, respectively, samples of side shell steel from Lake Carling and a sister ship, Ziemia Gornoslaska (ex-Lake Charles), were made available to the TSB. Steel from both vessels had very poor fracture arrest toughness (low Charpy Vee Notch energies) at temperatures near 0°C. The relatively low fracture toughness of the side shell plate of Lake Carling, when exposed to near 0°C temperatures, allowed a pre-existing crack at frame 91 to grow to failure at a load well below the ultimate tensile strength of the material. Given the uncertainties and variability of fracture arrest toughness for some grade A and B steels, it would appear that residual risks for unstable brittle fracture are still present in vessels with hulls constructed with these steels, especially when operating in colder climates. Because there are no International Association of Classification Societies Ltd. Unified Requirements to use steel of qualified toughness in way of a vessel's side shell, the risk of brittle fracture can be perpetuated in a significant proportion of new buildings. Given the gravity of consequences of brittle fracture, the establishment of a standard is desirable. The standard should be rigorous enough to ensure that steel toughness would be adequate under all expected operating conditions such that a reasonable damage tolerance can be predicted and relied upon.

Psychiatrist Answers Plea To Help Tsunami Victims

Psychiatrist Answers Plea To Help Tsunami Victims

David Heymann—WHO's public health guru

David Heymann is the Representative of the Director General for polio eradication at the WHO. Before that he was Executive Director of WHO’s communicable diseases cluster which includes WHO’s programmes on infectious and tropical diseases and he led the public-health response to severe acute respiratory syndrome (SARS) in 2003. In the mid to late 1990s Heymann was Director of WHO’s programme on emerging and other communicable diseases and before that was the chief of research activities in WHO’s global programme on AIDS. Before joining WHO Heymann worked for 13 years as a medical epidemiologist in sub-Saharan Africa on an assignment from the US Centers for Disease Control and Prevention (CDC). He worked on a range of projects including improving control and surveillance of infectious diseases with special emphasis on the childhood immunisable diseases including measles and polio African haemorrhagic fevers poxviruses and malaria. While based in Africa Heymann investigated the first outbreak of Ebola in Yambuku (former Zaire) in 1976 then in the second outbreak of Ebola in 1977 in Tandala and in 1995 directed the international response to the Ebola outbreak in Kikwit. Before 1976 one of Heymann’s first public-health jobs was in India as a medical officer in the WHO smallpox eradication programme. (excerpt)

Voyage to a Thousand Cares: Master's Mate Lawrence with the African Squadron, 1844-1846 (review)

Reviewed by: Voyage to a Thousand Cares: Master’s Mate Lawrence with the African Squadron, 1844–1846 Kevin J. Weddle Voyage to a Thousand Cares: Master’s Mate Lawrence with the African Squadron, 1844–1846. By C. Herbert Gilliland. Annapolis, Md.: Naval Institute Press, 2004. ISBN 1-59114-320-9. Map. Photographs. Illustrations. Notes. Bibliography. Index. Pp. xii, 329. $27.95. The United States Navy's African Squadron in the mid-nineteenth century had one of the most important yet unglamorous jobs in the American military. In a sad historical irony, the United States, within whose borders flourished a highly profitable slave labor system, charged its Navy with fighting the illegal traffic in Africans. The African Squadron's mission was to enforce the 1819 act outlawing the importation of slaves and to implement the provisions of the 1842 Webster-Ashburton Treaty, which called for cooperation between the United States and Great Britain in stamping out the evil practice. The squadron's mission was difficult, dangerous, boring, and in the sickly tropical climate, debilitating to mind, body, and equipment. [End Page 961] Voyage to a Thousand Cares is a journal detailing one young officer's experience on that lonely but important station. Skillfully compiled and edited by Professor C. Herbert Gilliland of the United States Naval Academy, John C. Lawrence's journal allows the modern reader to glimpse a slice of life at sea off the West Coast of Africa in the 1840s and the horrors of the Middle Passage. Lawrence was only twenty-two when he joined the wardroom of the sixteen-gun sloop of war USS Yorktown, but he was an able and articulate observer of people, places, and events. One is immediately struck by the mind-numbing monotony of the ship's routine, often broken only by changes in the weather, and sometimes not even that. Lawrence's journal recounts his experiences afloat and ashore; particularly interesting are his descriptions of the complex relationships between officers and men living together in cramped quarters for weeks and months. Boredom and alcohol led to many disputes, one of which degenerated into a duel between officers of a sister ship. Lawrence was not impressed with the African natives he frequently encountered. His descriptions and impressions of these people sound outrageously racist and intolerant to twenty-first-century ears but were commonplace in Lawrence's time. Despite his feelings of moral and racial superiority, Lawrence acknowledged the horrible plight and the basic humanity of those Africans unfortunate enough to be caught up in the slave trade. This notion was driven home to Lawrence when the Yorktown seized a slaver crammed with nine hundred men and women. Unfortunately, Lawrence died of fever as a member of the slave ship's prize crew. Gilliland, whose previous works include co-authoring a well-regarded biography of Admiral Dan Gallery, has done a masterful job of editing Lawrence's journal. In the editor's capable hands, Lawrence's chronicle becomes much more than a mere day-to-day story of a warship's cruise. Gilliland has supplemented Lawrence's own words with detailed and well-researched sections on the political and diplomatic background behind the squadron's mission, brief biographies of the major players, and vivid descriptions of the warships and the geographic locations the young officer visited, and, of course, the slave trade itself. This book is a must for anyone interested in nineteenth-century naval life, the slave trade, or racial attitudes in the antebellum period. Gilliland and the Naval Institute Press have performed a valuable service in exposing this wonderful journal to a wide audience. Kevin J. Weddle U.S. Army War College Carlisle, Pennsylvania Copyright © 2004 Society for Military History

"From having no Herbarium." Local Knowledge versus Metropolitan Expertise: Joseph Hooker's Australasian Correspondence with William Colenso and Ronald Gunn

"From having no Herbarium." Local Knowledge versus Metropolitan Expertise:Joseph Hooker's Australasian Correspondence with William Colenso and Ronald Gunn Jim Endersby Abstract Between 1844 and 1860, Joseph Dalton Hooker published a series of major floras of the southern oceans, including the first floras of Tasmania and New Zealand. These books were essential to establishing his scientific reputation. However, despite having visited the countries he described, Hooker relied on a large network of unpaid, colonial collectors to supply him with specimens. A study of his relationship with two of these collectors—Ronald Campbell Gunn and William Colenso—reveals warm friendships but also complex negotiations over individual authority, plant naming, and the status of local knowledge. The herbarium played a crucial role in mediating these negotiations. Although Bruno Latour's theory of cycles of accumulation proved useful for analyzing the herbarium's role, in this article some ways in which his ideas might be refined and modified are suggested. In 1854, the British botanist Joseph Dalton Hooker (Figure 1) criticized William Colenso (Figure 2), his chief correspondent in New Zealand, for having attempted to name some supposedly new species of ferns: "From having no Herbarium," wrote Hooker, "you have described as new, some of the best known Ferns in the world" (quoted by Colenso to J. D. Hooker, 24 August 1854: KDC 174). Hooker evidently thought that his herbarium gave him the prerogative to name plants that his colonial correspondent lacked. Colenso disagreed, arguing that "I am well aware that I know very little indeed (save from books) of the Botany of any Country except N.Z., still, I fancy, I know the specific differences of many N.Z. plants" (Colenso to J. D. Hooker, 24 August 1854: CP4). For the colonial naturalist, firsthand knowledge of his locality's living plants gave him unique insights. However, Hooker ignored this local knowledge and Colenso's names never appeared in Hooker's Flora Novae-Zelandiae (1855). At first glance, this incident encapsulates an essential aspect of the colonial scientific relationship: the metropolitan expert using his position—both physical and social—to overrule the distant colonial (Brockway 1979, MacLeod 1987, MacLeod and Rehbock 1988, Miller 1996, McCracken 1997). Although Hooker was dependent upon people like Colenso for the specimens he needed to compile the books that made his name and reputation, he was not interested in their ideas. At the heart of his ability to keep Colenso in a subordinate role was the herbarium; I want to discuss the herbarium's importance using Bruno Latour's concept that exchanges such as those between Hooker and Colenso can best be understood by looking at the "cycle of accumulation" within which they participated (Latour 1987:219-220). Hooker made his herbarium into what Latour called a "center of calculation"—a place that brought him specimens, publications, and ultimately the directorship of the Royal Botanic Gardens, Kew. In this article I shall look at the cycle of accumulation from the perspective of the periphery—by comparing and contrasting Colenso's motivations with those of Ronald Campbell [End Page 343] Gunn (Figure 3), another of Hooker's Australasian correspondents. Although this approach illustrates the usefulness of Latour's model, it also highlights ways in which it might be modified. Click for larger view View full resolution Figure 1. Joseph Dalton Hooker. Copyright Alexander Turnbull Library, Wellington, New Zealand. Click for larger view View full resolution Figure 2. The Reverend William Colenso. Copyright Royal Botanic Gardens, Kew. Click for larger view View full resolution Figure 3. Ronald Campbell Gunn. Copyright Royal Botanic Gardens, Kew. How to Become "Such a Person as Mr. Darwin" Hooker corresponded with Gunn for 20 years, from 1840 to about 1860, and with Colenso from 1841 until Colenso's death in 1899. Hooker met both men during his voyage to Antarctica as assistant surgeon aboard HMS Erebus (1839-1843), commanded by James Clark Ross, which, with its sister ship, the Terror, was mapping terrestrial magnetism (Cawood 1979). However, the ships could not withstand the Antarctic winters, so took shelter in various places, including New Zealand and Van Diemen's Land (Tasmania), and also visited the numerous tiny islands around Antarctica. These sojourns were Hooker's...

Transport of Irradiated Nuclear Fuel by Sea

Due to the application of the new IMDG regulations for the transport of radioactive material by sea, the conditions of transport have been analysed in detail by Transnucléaire in order to comply with these regulations. Following a commercial agreement between Transnucléaire and the French ship owner Company Morbihannaise de Navigation, to equip the ship named Bouguenais according to the INF Code Class 2, Transnucléaire has carried out considerable transport of radioactive materials by sea, in full compliance with the regulations, at a cost which is as close as possible to that of other industrial goods and without the need to dedicate the Bouguenais fully to this type of transport. Starting in July 1996 Transnucléaire has operated the sister ship of the Bouguenais, named Beaulieu, after fitting equipment to satisfy the INF (Class INF2) code requirement, in response to customers' demands and to offer more flexibility for ship availability. The two ships continue to be able to transport other industrial goods to amortise the fixed costs on a wider turnover basis. In addition, Transnucléaire has studied the possibility of reinforcing the structure of the two ships to meet the requirements of the INF3 Class and of the Japanese Regulations (KAISA 520). All transport packages are shipped to the final destination in approved ISO cargo containers that are well adapted to the stowing and handling of packages. The two ships are fully equipped with ISO twist lock systems. In line with the requirements of the French Competent Authorities, which are applicable in French ports or territorial waters, regarding nuclear material transport, Transnucléaire has studied the physical protection of the cargo. The need for deterrent measures to be implemented aboard ship has been foreseen, in order to afford some protection against the risk of misappropriation of Class II nuclear material while in transit. Transnucléaire is now able to track all its maritime cargoes carried by INF2 classified ships. In addition, Transnucléaire is studying salvage of the packagings in case a ship sinks. Accordingly, Transnucléaire is developing a safety response plan with IFREMER in order to be able to recover the packagings at any time and in the worst conditions, should the ship sink. All measures for transport, stowing and ship location and communications are ensured by Transnucléaire under proper conditions. All possible actions to preserve the environment and avoid any risk of damage are being studied by Transnucléaire. The goal is to ensure a good quality service and minimise any problems during the transport of radioactive material.

Sub‐Bailments and Consent

Of the two major strands existing in the increasingly important topic of subbailment on terms, one has become well settled, the other has been shrouded in ambiguity for close to two decades. The recent Hong Kong Privy Council decision of The Pioneer Container' reaffirms the first strand and, more importantly, delivers a definitive pronouncement on the second. Briefly stated, the facts of The Pioneer Container were as follows. The plaintiffs shipped goods on board the defendants' vessel, which goods were lost when the vessel sank after a collision. The plaintiffs commenced the present action, issuing a writ in rem against the defendants' sister ship, claiming damages for loss of the said goods. The defendants applied for a stay of proceedings on two grounds: first, that by virtue of an exclusive jurisdiction clause in the relevant bills of lading, the plaintiffs had agreed that any dispute would be governed by Chinese law and determined at Taipei in Taiwan; secondly, that taking the circumstances as a whole, Taipei was the natural and appropriate forum for the trial of the action. The Board held in favour of the defendants, holding that the exclusive jurisdiction clause was binding on the plaintiffs and that, on the facts, a stay of proceedings ought to be granted. The present comment, focusing as it does on the bailment context, will only consider the Board's reasoning on the first issue. Problems arose with regard to the first issue (viz, that centring on the effect of the exclusive jurisdiction clause) because two groups of plaintiffs did not in fact have a direct contractual relationship with the defendant shipowners; each group had initially shipped the goods concerned on board vessels owned by different companies which then (in effect) subcontracted the carriage of the goods to the defendants. This raised the question as to whether the clause could in fact bind these plaintiffs in the absence of a contractual nexus. It should be noted at this juncture that although the instant case concerned the issue as to whether or not the burden of an exclusive jurisdiction clause could be placed on a third party (here, the plaintiffs), the reasoning of the Board would undoubtedly apply equally to the effect of exception clauses in similar circumstances.2 Another (more specific) point should also be noted: in so far as each group of plaintiffs was concerned, the bills of lading issued by the initial carriers each contained a similar clause as follows: 'The Carrier shall be entitled to sub-contract on any terms the whole or any part of [the carriage].'3