Are you on the boat 24/7? Any pics of the yacht?

Scotty

"Jetcap" wrote in message
...
Joe wrote:

3rd nothing worse than being a gofer for some rich snob, thats
gotta be
the worst job on the sea.

Oh, yeah .. it's simply awful to have to live in a floating palace
and
having to deal with wine merchants, a chef and a stewardess. Not to
mention the agony of having to find new places in the world to take
the
boat so the very un-snobby owners can fly in for a few weeks every
year.

I'm sure there is no way it compares with the joy of loading a mud
boat
with pipe and hanging around an oil rig in a swamp.

Rick

But what about LCB & VCB?

The freighter was a stern engine room scamp with center and forward
cargo holds.

Shall we just say that she will load level?

Joe

You would think a Master Mariner like you, from the golden age of
sailing would know exactly what this has to do with sailing.

Just how are you going to know how much cargo you can load when you
get your unlimited Master Mariner Sailing endorsement?
Would you care to take a shot at the answer?

Joe

When the owner is aboard whos word is law?

Perhaps you are one of the lucky ones that found a dream job, but most
I have known that run yachts wear out knee pads and are sniveling yes
men.

I have ran a few supply boats with mud and cement tanks but all the
oilfield work was offshore not around any swamp.

My favorate job was a 120 ft crewboat just my wife and I, working it
out of Port Mansfield TX in some of the best fishing grounds in the
gulf. We had that contract for 3 years. The rig was 10 miles off the
beach and we ran grocerys once a week the rest of the time we hung out
fishing exploring N.& S. padre island enjoying the tropical paradise.
We had a deck hand for a while but I found out he was stealing from the
local store so I sent him packing. Never needed a replacement. What a
great town, population about 80, most worked as fishing guides. 2 great
bars, and one store. And I was making the owner about 2K a day profit.
One year Terry and I worked 362 days strait. both getting Capt. Wages.

Then there was the Point T, a 185 ft brand spanking new Halter buildt
standby boat working for Mobil. 2 weeks on 2 weeks off in HI 386. We
would shuttle cargo and people 1 hour in the AM 1 in the PM and that
was it, rest of the time spent fishing, reading , playing pool,
reading, ect. We had a crew of 4 and a walk in freezer and cooler on
the boat. We would bring in around 1000 to 1800 pounds of RedSnapper
and Grouper ever time we hit the dock, Nice to get a 1500 cash tax free
bonus ever two weeks for fishing, only thing that sucked was the boat
had 16 149 detroits and was a bit underpowered IMO.
We had a 12 71 powering the fire fighting nozzel.

A couple years in the Bay of De Campechi was wonderful, trips to
Scotland, Ireland, Ivory Coast, towing semi's.

I enjoyed the work myself but the money was just not there. The only
way to get ahead in the oilfield is by owning the boat.

And I decided I had enough of going where & when other people told me
to go. The only one's that make the real money in the maritime
industry are pilots and some un-limited masters that have 20+ years
with the same union/company. My uncle Art ran a super tanker for
Exxon... worked 6 mo on 6 mo off and made around 320K a year back in
the 1980's.
And to be a pilot you have to be born into the biz.

Joe

"Joe" wrote in message oups.com...
You would think a Master Mariner like you, from the golden age of
sailing would know exactly what this has to do with sailing.

Just how are you going to know how much cargo you can load when you
get your unlimited Master Mariner Sailing endorsement?
Would you care to take a shot at the answer?

Joe

How much cargo is limited by the volume of the cargo that can
fit in the hold or on deck if it should happen to be deck cargo.

How much weight of cargo is limited to the stability requirements
of the vessel combined with the safe waterline level as shown
by the Plimsole marks. Heavy cargo must be carried low so as
to not adversely affect the center of gravity of the vessel so
it becomes unstable.

CN

We are waiting on Otm to tell us weather we should consider LCB & VCG.
If we are to assume the TPI on just a square box loading flat then it
will not matter.

Joe

Joe wrote:
But what about LCB & VCB?

The freighter was a stern engine room scamp with center and forward
cargo holds.

Shall we just say that she will load level?

Joe

The question was about TPI which meant we were only concerned with
"bodily" sinkage, not trim.
One factor to consider is that since this was to be fuel and the ship
was a midship house freighter, the Captain would probably load it close
to the midships area, so there would be little affect on trim.
In truth, the question was bogus.
Without the Hydrostatic curves/tables,deadweight scales and knowing what
the draft was, prior to loading the wood (wet or dry?)for the particular
ship in question we really couldn't give an accurate answer.
However, as a "fun" exercise, if we took the formula you gave TPI=AWP/420
TPI= 250x45/420=26.8 tons to submerge 1"
Total fuel loaded was 260 tons
Total bodily sinkage= 260/26.8= 9.7"
Obviously, this is bogus, since we know the ship is not a box, but if
you want, reduce the AWP by 1/2 and see what you get.
The main point was/is that 260 tons is not really all that much weight
added,. for a ship.
The other possible problem in looking at your original statement was
that you stated the vessel tonnage as between 300-500. What tonnage were
you estimating? If this was gross or net it didn't give an indication as
to weights and is probably low, anyway.

otn

Neal Warren has described himself, in so many words, as a pedophile. Would
you expect anything less on other subjects?

--
"j" ganz @@
www.sailnow.com

"Jetcap" wrote in message
...
Capt. Neal® wrote:
What's any of this have to do with sailing?

More than most of your antisocial, bigoted vomitus.

Rick