USS Antietam (CV-36) in the Korean War

USS Antietam (CV-36) in the Korean War Entering service in 1945, USS Antietam (CV-36) was one of over twenty Essex-class aircraft carriers built for the US Navy during World War II (1939-1945). Though arriving in the Pacific too late to see combat, the carrier would see extensive action during the Korean War (1950-1953). In the years after the conflict, Antietam became the first American carrier to receive an angled flight deck and later spent five years training pilots in the waters off Pensacola, FL.   Ã‚   A New Design Conceived in the 1920s and early 1930s, the US Navys  Lexington- and  Yorktown-class aircraft carriers were intended to meet the limitations laid out by the  Washington Naval Treaty. This placed restrictions on the tonnage of various types of vessels as well as installed a ceiling on each signatory’s overall tonnage. This system was further extended by the 1930 London Naval Treaty. As the global situation began to deteriorate, Japan and Italy departed the treaty structure in 1936. With the collapse of this system, the US Navy commenced efforts to design a new, larger class of aircraft carrier and one which utilized the lessons learned from the  Yorktown-class. The resulting product was longer and wider as well as utilized a deck-edge elevator system. This had been employed earlier on  USS  Wasp  (CV-7). In addition to embarking a larger air group, the new class carried a greatly enhanced anti-aircraft armament. Construction began on the lead ship,  USS  Essex  (CV-9), on April 28, 1941. Becoming the Standard With the US entry into  World War II after the  attack on Pearl Harbor, the  Essex-class soon became the US Navys standard design for fleet carriers. The initial four ships after  Essex  followed the types original design. In early 1943, the US Navy ordered multiple alterations to improve future vessels. The most visible of these changes was the lengthening the bow to a clipper design which permitted the addition of two quadruple 40 mm mounts. Other alterations included moving the combat information center below the armored deck, enhanced ventilation and aviation fuel systems, a second catapult on the flight deck, and an additional fire control director. Colloquially known as the long-hull  Essex-class or  Ticonderoga-class by some, the US Navy made no distinction between these and the earlier  Essex-class ships. Construction The first ship to move forward with the revised  Essex-class design was USS  Hancock  (CV-14) which was later re-named Ticonderoga. It was followed by additional carriers including USS Antietam (CV-36).   Laid down on March 15, 1943, construction on Antietam commenced at the Philadelphia Naval Shipyard. Named for the Civil War Battle of Antietam, the new carrier entered the water on August 20, 1944 with Eleanor Tydings, wife of Maryland Senator Millard Tydings, serving as sponsor. Construction rapidly advanced and Antietam entered commission on January 28, 1945, with Captain  James R. Tague in command.   USS Antietam (CV-36) - Overview Nation:  United StatesType:  Aircraft CarrierShipyard:  Philadelphia Naval ShipyardLaid Down:  March 15, 1943Launched:  August 20, 1944Commissioned:  January 28, 1945Fate:  Sold for scrap, 1974 Specifications: Displacement:  27,100 tonsLength:  888 ft.Beam:  93 ft. (waterline)Draft:  28 ft., 7 in.Propulsion:  8 Ãâ€" boilers, 4 Ãâ€" Westinghouse geared steam turbines, 4 Ãâ€" shaftsSpeed:  33 knotsComplement:  3,448 men Armament: 4 Ãâ€" twin 5 inch 38 caliber guns4 Ãâ€" single 5 inch 38 caliber guns8 Ãâ€" quadruple 40 mm 56 caliber guns46 Ãâ€" single 20 mm 78 caliber guns Aircraft: 90-100 aircraft World War II Departing Philadelphia in early March, Antietam shifted south to Hampton Roads and commenced shakedown operations. Steaming along the East Coast and in the Caribbean until April, the carrier then returned to Philadelphia for an overhaul. Leaving on May 19, Antietam began its voyage to the Pacific to join in the campaign against Japan. Stopping briefly in San Diego, it then turned west for Pearl Harbor.   Reaching Hawaiian waters, Antietam spent the better part of the next two months conducting training in the area. On August 12, the carrier left port bound for Eniwetok Atoll which had been captured the previous year.   Three days later, word arrived of the cessation of hostilities and Japans impending surrender.    Occupation Arriving at Eniwetok on August 19, Antietam sailed with USS Cabot (CVL-28) three days later to support the occupation of Japan. Following a brief stop at Guam for repairs, the carrier received new orders directing it to patrol along the Chinese coast in the vicinity of Shanghai. Largely operating in the Yellow Sea, Antietam remained in the Far East for most the next three years. During this time, its aircraft patrolled over Korea, Manchuria, and northern China as well as conducted reconnaissance of operations during the Chinese Civil War. In early 1949, Antietam completed its deployment and steamed for the United States.   Arriving at Alameda, CA, it was decommissioned on June 21, 1949 and placed in reserve. Korean War Antietams inactivity proved short as the carrier was re-commissioned on January 17, 1951 due to the outbreak of the Korean War. Conducting shakedown and training along the California coast, the carrier made a voyage to and from Pearl Harbor before departing for the Far East on September 8. Joining Task Force 77 later that fall, Antietams aircraft began mounting attacks in support of United Nations forces.   Typical operations included interdiction of railroad and highway targets, providing combat air patrols, reconnaissance, and anti-submarine patrols. Making four cruises during its deployment, the carrier generally would resupply at Yokosuka. Completing its final cruise on March 21, 1952, Antietams air group flew nearly 6,000 sorties during its time off the Korean Coast. Earning two battle stars for its efforts, the carrier returned to the United States where it was briefly placed in reserve.   Ã‚   A Groundbreaking Change Ordered to the New York Naval Shipyard that summer, Antietam entered dry dock that September for a major alteration. This saw the addition of a sponson on the port side which permitted the installation of an angled flight deck. The first carrier to possess a true angled flight deck, this new feature permitted aircraft that missed landings to take off again without hitting aircraft further forward on the flight deck. It also greatly increased the efficiency of the launch and recovery cycle.   Re-designated an attack carrier (CVA-36) in October, Antietam rejoined the fleet in December. Operating from Quonset Point, RI, the carrier was a platform for numerous tests involving the angled flight deck.   These included operations and testing with pilots from the Royal Navy. The result from the testing on Antietam confirmed thoughts on the superiority of the angled flight deck and it would become a standard feature of carriers moving forward. The addition of an angled flight deck became a key element of the SCB-125 upgrade given to many Essex-class carriers during the mid/late-1950s.   Later Service Re-designated an anti-submarine carrier in August 1953, Antietam continued to serve in the Atlantic. Ordered to join the US Sixth Fleet in the Mediterranean in January 1955, it cruised in those waters until early that spring. Returning to the Atlantic, Antietam made a goodwill voyage to Europe in October 1956 and took part in NATO exercises.   During this time the carrier ran aground off Brest, France but was refloated without damage. While abroad, it was ordered to the Mediterranean during the Suez Crisis and aided in the evacuation of Americans from Alexandria, Egypt. Moving west, Antietam then conducted anti-submarine training exercises with the Italian Navy. Returning to Rhode Island,  the carrier resumed peacetime training operations. On April 21, 1957, Antietam received an assignment to serve as a training carrier for new naval aviators at Naval Air Station Pensacola.    Training Carrier Home ported at Mayport, FL as its draft was too deep to enter Pensacola harbor, Antietam spent the next five years educating young pilots. In addition, the carrier served as a test platform for a variety of new equipment, such as the Bell automatic landing system, as well as embarked US Naval Academy midshipmen each summer for training cruises. In 1959, following dredging at Pensacola, the carrier shifted its home port.   In 1961, Antietam twice provided humanitarian relief in the wakes of Hurricanes Carla and Hattie.   For the latter, the carrier transported medical supplies and personnel to the British Honduras (Belize) to provide aid after the hurricane devastated the region. On October 23, 1962, Antietam was relieved as Pensacolas training ship by USS Lexington (CV-16). Steaming to Philadelphia, the carrier was placed in reserve and decommissioned on May 8, 1963. In reserve for eleven years, Antietam was sold for scrap on February 28, 1974.

STCW IMO Standards for Training Certification

STCW IMO Standards for Training Certification The Standards for Training, Certification, and Watchkeeping, or STCW, is a convention of the IMO. These regulations first came into existence in 1978. Major revisions to the conventions occurred in 1984, 1995, and 2010. The goal of the STCW training is to give seafarers from all nations a standard set of skills useful to crew members working aboard large vessels outside of the boundaries of their country. Do All Merchant Mariners Need to Take an STCW Course? In the United States mariners only need to take an approved STCW course if they intend to work aboard a vessel greater than 200 Gross Register Tons (Domestic Tonnage), or 500 Gross Tons, which will operate beyond the boundaries defined by the Federal Regulations which indicate international waters. Although STCW training is not required for seafarers working in nearshore areas or domestic inland waterways it is recommended. STCW training offers exposure to valuable skills which make the mariner more flexible aboard ship and more valuable in the job market. Not all nations require their licensed merchant mariners to take a separate STCW course. Many high-quality programs meet the training requirements for STCW during the regular licensing coursework. Why is STCW a Separate Course? STCW training guidelines are laid out in the IMO convention to standardize the basic skills needed to safely crew aboard a large vessel outside of areas where domestic rules apply. Some of the training does not apply to smaller craft or vessels operating in coastal or river areas. To simplify testing requirements, not all countries include the STCW information for basic merchant mariner licensing. Each country may decide if their licensing requirements meet the terms of the IMO convention. What is Taught in an STCW Course? Every course goes about their training in different ways so no two courses are the same. Some courses have a greater emphasis on classroom learning but generally, some concepts are taught in a hands-on situation. Classes will include some of the following disciplines: Bridge and Deck Skills; Traffic Patterns, Lights and Day Shapes, Horn Signals for international watersEngine Room; Operations, Signals, Emergency ProceduresInternationally Standardized Radio Operations and TerminologyEmergency, Occupational Safety, Medical Care and Survival FunctionsWatchkeeping Major components of the STCW conventions were modified during the last revision in June of 2010. These are called the Manila Amendments and they will go into effect January 1, 2012. These amendments will bring the training requirements up to date for modern operational situations and technologies. Some of the changes from the Manila Amendments are: â€Å"Revised requirements on hours of work and rest and new requirements for the prevention of drug and alcohol abuse, as well as updated standards relating to medical fitness standards for seafarers†Ã¢â‚¬Å"New requirements relating to training in modern technology such as electronic charts and information systems†Ã¢â‚¬Å"New requirements for marine environment awareness training and training in leadership and teamwork†Ã¢â‚¬Å"Updating of competence requirements for personnel serving on board all types of tankers, including new requirements for personnel serving on liquefied gas tankers†Ã¢â‚¬Å"New requirements for security training, as well as provisions to ensure that seafarers are properly trained to cope if their ship comes under attack by pirates†Ã¢â‚¬Å"New training guidance for personnel serving on board ships operating in polar waters†Ã¢â‚¬Å"New training guidance for personnel operating Dynamic Positioning Systems† These new training elements will give a merchant mariner many valuable and potentially life-saving skills. Anyone considering a new career in the maritime industry or an upgrade to their current credential should strongly consider taking part in an approved STCW course. More information is available for U.S. licensees from the National Maritime Center website.

Titanic vs. Romeo and Juliet Essay Example | Topics and Well Written Essays - 1000 words

Titanic vs. Romeo and Juliet - Essay Example Over the years, there have been comparisons between Titanic and, Romeo and Juliet. Some have ventured to say that Titanic is sadder than Romeo and Juliet, while there are others who disagree and favour the latter. This debate, although not in public has occurred in the hearts of people who have been privileged to watch both movies. But is the debate as to which movie is sadder, worth considering? Can a conclusion be made as to which one is sadder? And even if a conclusion can be made, what will be the criteria? These are some of the questions that people have had to confront. Titanic indeed is a sad movie that was based on a true event. In this movie, we see a massive Ship that was considered the biggest and most luxurious Ship of its time. Some even ventured to suggest that it was unsinkable. As we unfold the life of this great Ship, we are met with awe and wonder. It was adorned with the finest precious stones of its day. Gold was lavishly used, as if it grew from trees. The china was decorated with Gold, Silver, and other precious stones. Its audience was of the highest order, for only the richest and most famous were granted the privilege of using its vicinity. As the Ship entered its voyage across the Atlantic Ocean to New York, it treaded so smoothly that its beholders were tempted to suggest that the gods had placed a special favour upon it. The voyage was very long, and hence, the crew prepared and carried all the things that the people would need, for the Ship had to live up to its reputation of being the finest Ship that ever graced the waters of planet earth. Singing, dancing, gambling, games, and all sorts of entertainment could be seen in the vicinities of this hallowed Ship. Then it happened, that incident that forever changed the life of this Ship, and afterwards the hearts of people across the world. As the Ship was proudly gliding across the black and icy cold waters, it met its greatest challenge, an ice-berg. Some say, it was placed there by the Devil, and some say, it was placed there by God to humble the pride of man. Nonetheless, the truth was clear; the Ship was in trouble, and as a result, the people within it. It struck an ice-berg, and almost all of the people inside it perished. Hollywood producers captivated by the reaction that this incident caused, were inspired to make a movie out of it. In the movie, they inserted a sad story of two lovers. In the story, the lovers Jack and Rose were in a forbidden affair. Current norm did not allow Jack, a peasant, to get into a relationship with Rose, a daughter of a rich and famous man. And to make it worse, Rose was engaged to another man. But surprisingly, all this did not discourage Jack. He was determined to be with Rose for the rest of his life. Hence he met problems from Rose’s fiancee who suspected that Rose was falling in love with Jack. This conflict between these two men from different walks of life over the heart of this beautiful lady awoke great interest in the hearts of people across the world. People started cheering for Jack, for he was the underdog, and was also a great charmer. In all this, Rose was caught in the middle, but her heart was swaying slightly to Jacks favour. This continued until Rose was completely in love with Jack, and then it happened. The Ship, as if angry at this union, struck an ice-berg, and the scenes that followed were engraved in the hearts of the world for all time. Everybody in the Ship strived to save his own life. Small boats were searched for as if they were the very source of life. Jack realizing the situation, had only one thing in mind, save Rose and get out of there. This proved a big problem, because by this time, he had been locked downstairs. After a miraculous escape he managed to locate Rose, and together held on to the end of the Ship as it slowly descended down the deathly hallows. Finally the Ship disappeared down the water, and everybody was left fighting for dear life on the icy waters of the Atlantic. Jack, a gentleman, found a plank of wood,