User:Newportm/Sandbox

__NOINDEX__ This is where I play. Nothing gold can stay. It's better that way.

This is my sandbox....please don't delete...this is work in progress.

Man overboard (section to integrate into article excerpt below)
A parbuckle gives mechanical advantage in bringing back aboard a man overboard. The device used to create the parbuckle could be rope, a sail, or other device. Mechanical advantage is gained by virtue of the lifting device's passage around the object to be lifted.

Existing article
Man overboard is a situation in which a person has fallen from a boat or ship into the water and is in need of rescue. Whoever sees the person's fall should shout "man overboard" to alert other crew members and attempt to maintain visual contact with the person in the water. By pointing continuously at the victim, the person can aid the helmsman in approaching the victim.

Causes
A person may fall overboard for many reasons: they might have been struck by a part of the ship, they may lose their footing due to a slippery deck or an unexpected movement of the boat, or any number of other reasons. Falling overboard is one of the most dangerous and life-threatening things that can happen at sea. This is especially so from a large vessel that is slow to maneuver, or from a short-handed smaller boat. When single-handed and using self-steering gear it is usually fatal.

Therefore it is important to prevent such accidents from happening, and to be prepared for them if they do. On large vessels, passengers on deck should never climb or sit on the railings. They are usually high enough for people to keep their center of mass well below the top rail and in all but the most fierce weather, from this position it is difficult to be washed, blown or to trip overboard. On yachts and motorboats this is not always the case and so extra precautions are necessary. Every passenger and crew-member should have their own safety harness that has been adjusted to fit them before leaving port, and it should incorporate leg or crotch straps and built-in inflatable flotation if possible. On the deck and in the outdoor sitting areas there should be jacklines and strong points provided so that everyone may clip the tether of their harness safely to the boat.

Harnesses should be worn whenever the wearer feels it necessary. Typical guidance for when to clip on to the strong points might include:
 * Whenever the sails are reefed due to the wind strength
 * When approaching an area of tidal disturbance
 * Whenever a person is alone on deck
 * Always after dark
 * Whenever else a person feels the need

Apart from staying safe, most yachting schools also teach, and require students to practice, man overboard drills. This is recommended so that, should the worst occur, everybody on board knows what to do, as well as being a good opportunity to practice close-quarters maneuvering.

Recovery under sail
There have been various sailing maneuvers recommended and taught over the years. Three common ones follow. They all have various points in common. Whoever sees the accident should shout, "Man overboard" loudly and clearly to alert the rest of the crew. At least one person should do nothing other than stand and point at the casualty maintaining continuous visual contact. Whatever marker and flotation equipment is to hand should be thrown as near the casualty as possible by other crewmembers. This may include a horseshoe buoy or lifebuoy, a danbuoy or man overboard pole, and perhaps a floating smoke signal. If the equipment exists, then man overboard alerts should be triggered on whatever electronic gear is available including GPS receivers and DSC radio transmitters.

Quick stop or crash stop
The most direct action is to stop the boat immediately, very near to the casualty. This can be done by immediately tacking the bow of the boat through the wind without handling the jib sheets, so that the boat is effectively hove to. In some circumstances, this may be enough, and the casualty can be recovered as the boat drifts back down onto them. In many cases, however, the maneuver will have left the boat too far away for that. In this case, the mainsail is sheeted in hard and the turn continued until the boat circles, the wind is jibed across the stern and the boat is sailed downwind, past the casualty again and finally brought to rest by turning upwind again. It is recommended not to adjust the sails for efficient downwind sailing, so that too much speed is not built up when approaching the casualty.

Reach-turn-reach
The more traditional maneuver is more time consuming and requires more sailing skill, but is more flexible and less likely to fail as it gives the helmsman more time to make adjustments and corrections to the course and the approach. It is more suitable for the open sea and rougher, windier conditions.

Immediately after the accident, the boat is put onto a beam reach away from the casualty, with a crewmember maintaining constant visual contact. After a few boatlengths, the boat is either tacked or jibed back towards the casualty. It is important that the casualty is approached on a close reach, so that wind can spilled from the sails in order to slow down and stop on station. Helmsmen are recommended to test this during the approach by spilling wind on the way, and losing ground to leeward to correct the course if necessary, to ensure that this is possible. If the approach is to leeward of a close reach, it is recommended to gain ground to windward close hauled to ensure that the boat does not stall head-to-wind downwind of the casualty at the end.

In the end, the boat is luffed to windward close to the casualty. This may be upwind of them and close in light winds, so that it drifts down to them for recovery; upwind and a few meters away for a throwing line in moderate winds; or downwind within throwing distance if they are conscious in a heavy blow to prevent dropping heavily upon them.

The deep beam recovery
An alternative maneuver, somewhere between the two above in terms of complexity and flexibility, is to put the boat onto a deep beam reach immediately after the accident, and sail a few boatlengths away downwind and to one side. At this point, the boat is rounded up and tacked so that, as in the reach-turn-reach, the casualty is approached on a close reach maintaining the ability to steer, slow down and stop as required by the conditions.

Recovery under power
In a motorboat, or a sailing boat with a working engine, most people having to maneuver in an emergency will use the engine. This introduces the added hazard that the casualty may be further injured by the spinning propeller at close quarters. It is important that a double-check is made for ropes trailing in the water before the engine is engaged. These may have been dislodged by the casualty falling into the water, or may have been thrown later by people on deck trying to help, but once around the propeller, they can put the engine out of use, just when it could have been most useful. The yacht auxiliary could be used during final approaches of any of the sailing methods described above, and a motorboat's engine(s) will be used in any case. The engine(s) must be out of gear before the casualty is approached, and may be switched off entirely during the actual recovery to ease communication, reduce fumes and allow people to concentrate on the task in hand.

Recovery
Most hulls have the lowest and clearest side decks mid-ships and this is where the casualty should be brought back aboard. If the guard rails are wire, there should be rope lashings at one end so that the lower, or both, wires can be freed to make recovery easier. All crew members involved in recovery should be harnessed on if the sea conditions that led to the first fall could lead to further people ending up in the water. The answer to a person overboard is never for more people either to jump over to 'help' them, or to fall in themselves by accident.

The recovery operation is different for a conscious compared an unconscious casualty, but in either case there are two rules to be aware of. First, after a very short time in cold water, even a fit conscious person will have lost considerable strength and agility and will need help to get aboard, especially in heavy wet clothing. Second, the condition of a person in the early stages of hypothermia can be made considerably worse by hoisting them vertically so that what circulation they have drains from their head into their feet. It is much better to recover the casualty as horizontally as possible. Various pieces of equipment are on the market to help short-handed or weakened crews deal with this problem, but really nothing beats the combined efforts of several strong hands gripping various items of clothing on the arms, body, and legs, and hauling in unison. In a rough sea, the waves that caused the fall can sometimes help by lifting the floating person up within easy reach of the sidedeck as the boat rolls. Care must be taken as to what to do as each wave subsides if the person is not yet aboard, as their weight can pull unsuspecting helpers in themselves. Loops of rope passed under the arms and behind the knees on one wave can be held during the trough and hauled again during the next rise, if this is possible.

A fitter casualty may climb a ladder more or less unaided, although the dangers of approaching the stern of the boat in a rough sea should be considered if that is where the only useful ladder is. A fitter casualty may be able to get a foot onto a simple loop of rope and lift themselves to the rail. A hypothermic, injured or unconscious victim may be quite incapable of helping themselves. In this case netting, slings, an inflatable dinghy or liferaft may be employed, with or without the additional assistance of a 4:1 or better tackle. Such a tackle may be fashioned from a mainsheet, a boom vang (kicking strap), or may be purpose-made for the job and stored in case needed. The yacht's winches may also be of assistance.

Balboa Island Price Index
The Balboa Island Price Index (or BIPI) is a collection of price data points and their average for residential real estate on Balboa Island, Newport Beach, California. While the Case–Shiller index considers broader markets, the BIPI tracks only sales of interior lots on Balboa Island. Interior lot values are tracked as opposed to waterfront lots due to interior lots' comparative homogeneity. Waterfront lots sell at a notable premium to interior lots due to variables of view, beachfront or waterfront location, and private pier ownership. While not all Balboa Island waterfront lots have private piers, none of the interior lots has one. The BIPI is cited in regional newspapers and radio as a gauge of local real estate markets.

Transpacific Yacht Club
The Transpacific Yacht Club (TPYC) is responsible for organizing the world renowned Transpacific Yacht Race (Transpac) from Los Angeles to Honolulu. The race is held in odd numbered years. The Transpac Race was originally the vision of Hawaii’s King Kalākaua as a way to build the islands' ties with the mainland U.S. Since its humble beginning in 1906, the Transpac has become the oldest and longest enduring ocean race in the world and a “must do” on many sailors' list of races. Over the years TPYC has also been responsible for organizing the Los Angeles to Tahiti Race. The Tahiti Race was most recently held in June 2008.

TPYC was officially organized in 1928, and incorporated in 1937. Membership in the Club is open to all sailors who have completed a race held by the Club. Today the membership is over 600 sailors strong from around the globe. With over 100 years of racing across the Pacific the members of TPYC look forward to hosting "the world's best ocean race" for another century.

The Transpacific Yacht Club and the Newport Harbor Nautical Museum have recently reached an important decision that will significantly change the course of each institution. The Museum is now the official home of Transpac and the custodian of its history and memorabilia.

The Newport Harbor Nautical Museum is dedicated to preserving and promoting the nautical heritage of Newport Harbor, Balboa, southern California and the eastern Pacific through stimulating exhibitions, and inspiring education programs pertaining to nautical arts, artifacts, events and customs.

Hokulea


Hōkūlea is a performance-accurate full-scale replica of a wa&lsquo;a kaulua, a Polynesian double-hulled voyaging canoe. Launched on 8 March 1975 by the Polynesian Voyaging Society, she is best known for her 1976 Hawaii to Tahiti voyage performed with Polynesian navigation techniques, without modern navigational instruments. The primary goal of the voyage was to further support the anthropological theory of the Asiatic origin of native Oceanic people (Oceania maps:detail, region), of Polynesians and Hawaiians in particular, as the result of purposeful trips through the Pacific, as opposed to passive drifting on currents or sailing from the Americas. (Scientific results of 2008, from DNA analysis, illuminate this theory of Polynesian settlement.) A secondary goal of the project was to have the canoe and voyage "serve as vehicles for the cultural revitalization of Hawaiians and other Polynesians." (Finney, Voyage of Rediscovery, p. 71)

Since the 1976 voyage to Tahiti and back, Hōkūle‘a has completed nine more voyages to destinations in Micronesia, Polynesia, Japan, Canada, and the United States, all using ancient wayfinding techniques of celestial navigation. Notable revitalization of interest in native culture and heritage has not come without cost. On the 1978 Tahiti voyage, Hōkūle‘a capsized and crew Eddie Aikau was lost when he tried to paddle for help on a surfboard. Since then, voyages have included escort vessels for safety.

Hōkūle‘a's most recently completed voyage began 19 January 2007, when Hōkūle‘a left Hawaii with the voyaging canoe Alingano Maisu on a voyage through Micronesia (map) and ports in southern Japan. The voyage was expected to take five months. On 9 June 2007, Hōkūle‘a completed the "One Ocean, One People" voyage to Yokohama, Japan. Hōkūle‘a is now underway on a training voyage to Palmyra Atoll, to develop skills of potential crewmembers for Hōkūle‘a's eventual circumnavigation,  planned to commence in 2012.

When not on a voyage, Hōkūle‘a is moored at the Marine Education Training Center (METC) of Honolulu Community College in Honolulu Harbor.



Construction and purpose
Ancient voyaging canoes were a specialized type of wooden sailing vessel used in ancient Hawaii, whereas Hōkūle‘a is built of plywood, fiberglass and resin. Hōkūle‘a measures 61 ft LOA, 15 ft at beam, displaces 16000 lb when empty and can carry another 11000 lb between gear, supplies, and 12 to 16 crew. Fully laden, with her 540 sqft sail area, she is capable of speeds of 4 to 6 kn while reaching in 15 to 25 kn trade winds. Her twin masts are rigged either crab claw or Marconi style and she flies a small jib; she is steered with a long paddle. She has no auxiliary motor so she is towed into harbor by her escort vessel when required. Her name means "star of gladness" in Hawaiian, which refers to Arcturus, a guiding zenith star for Hawaiian navigators. In layman's terms, Arcturus passes directly overhead at Hawaii's latitude so it helps sailors find Hawaii.

Description of Hōkūle‘a, the boat, is only part of her story, since she is navigated by non-instrument means. But in 1975, no Hawaiian living knew these ancient techniques for blue water voyaging. To enable the voyage, the Polynesian Voyaging Society recruited the Satawalese Master Navigator Mau Piailug to share his knowledge of non-instrument navigation. While up to six Micronesian navigators still used these traditional methods as of the mid-1970s, only Mau was willing to share his knowledge with the Polynesians.

Mau, who "barely spoke English," realized that by reaching beyond his own culture, through sharing what had been closely-guarded knowledge, he could possibly save it from loss. Through his collaboration with the Polynesian Voyaging Society, Mau's mentorship has helped "spark pride in the Hawaiian and Polynesian culture," leading to "a renaissance of voyaging, canoe building, and non-instrument navigation that has continued to grow, spreading across Polynesia (map) and reaching to its far corners of Aotearoa [New Zealand] and Rapanui [Easter Island]." (Thompson, Reflections on Mau Piailug, 1996)

List of voyages

 * see List of Hokule&lsquo;a voyages

Atny/Prev
User:Newportm/Sandbox/Atny/Prev

Atny/Next
User:Newportm/Sandbox/Atny/Next

Atny/Last
User:Newportm/Sandbox/Atny/Last

Archives maintenance
I include this section because I predict my feeble mind may not retain intricacies of how I set up archiving my talk pages, which requires some maintenance.

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