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Media Monday: Around Cape Horn (1929)
Title still from the film "Around Cape Horn" featuring footage aboard the "Peking" from 1929, narrated by Captain Irving Johnson, who was aboard for this trip.
In honor of our upcoming lecture, "The History and Future of Grain Races," as well as our upcoming exhibit on sail freight (currently under development), we thought we'd share this amazing historical film featuring footage from the bark "Peking" (formerly at South Street Seaport, now returned to her native Germany) as it sailed around Cape Horn in 1929.
The film is silent, but narrated by Captain Irving Johnson, who was aboard "Peking" during this voyage and took all of the film footage with a camera he had brought with him. He was only 24 at the time. Johnson continued a career as a sailor, and met his wife, Electa "Exy" Johnson, while working aboard a schooner bound for France. They married in 1932 and went on to circumnavigate the globe together, teaching young sailors, and writing several books, articles, and producing several films based on their adventures. Their papers are now held in the collection of Mystic Seaport.
For a glimpse into the later sailing expeditions of Captain and First Mate Johnson, check out this wonderful story map put together by Mystic Seaport charting their 1956 circumnavigation aboard the brigantine "Yankee" with a student crew.
If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Featured Artifact: Brick Schooner Model
Brick schooner model on display in the Hudson River Maritime Museum's East Gallery.
Today's Featured Artifact is one of our favorite model boats - this beautiful model of a brick schooner. Over 100 years old, the model was originally owned by Captain Charles A. Hunt, an active yachtsman on the Hudson River, who owned an 80' sloop named The Fearless. This model was donated to HRMM by Charles Hunt's' granddaughter Elizabeth Brockway McCormack in 1985. The model is plank-on-frame and fully rigged. It's also larger than it looks, measuring 5'11" long, 16" wide, and nearly 5 feet (59") high.
The Brockway family had an extensive brickyard just north of Beacon (learn more about what's left of the Brockway Brickyards). The Brockway Brickyard was started in 1886 when Edwin Brockway purchased 70 acres just north of Beacon, NY. The village was named after the brickyard, which continued in operation as one of the largest in the Hudson Valley until it closed 1931.
This model is an example of a brick schooner. Used on the Hudson from 1830s-1920s, these types of schooners were a cost effective way to ship the heavy bricks from Hudson Valley brickyards to New York City and up and down the Eastern seaboard. Schooners and sloops specialized in heavy or bulky cargoes. Early in the century they transported grain, coal, ice, bluestone, bricks, cement, and even hay. Later in the 19th and early 20th centuries, the very heavy cargoes such as bricks, bluestone, and cement were the primary sail cargoes on the Hudson River. Requiring no fuel and carrying a non-perishable cargo, the only expense to operate them was the crew, which made them much cheaper than steamboats and tugboats. And unlike barges which needed to be towed and were not necessarily ocean-worthy, schooners could and did easily sail right out of New York Harbor and up and down the coast for deliveries farther afield.
Brick schooner model on display in the brick industry portion of our East Gallery.
If you'd like to visit this beautiful model, it is currently on display as part of our mini exhibit on the Hudson River brick industry in the East Gallery of the museum.
If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Building & Sailing the "Half Moon" Part 5
Editor's Note: The replica ship Half Moon was completed in Albany in 1989 and served as a cultural ambassador celebrating the role of the Dutch in naval architecture, exploration, international trade, and colonization. An earlier replica was built in Amsterdam and presented to the United States during the Hudson-Fulton Celebration in 1909. This first replica was not maintained after the celebration and did not survive long as a static exhibit at Bear Mountain and later at Cohoes. The 1989 replica performed well once her characteristics were understood and was exhibited in a number of ports along the Atlantic seaboard. Later, she served as valuable and successful educational platform on the Hudson River through her "Voyages of Discovery" program for school children. The ship is currently in the Netherlands after spending several years as an exhibit in Hoorn.
To read more about the technology and terminology of sailing in the seventeenth century and later, John Harland's Seamanship in the Age of Sail, 1984 (republished by the Naval Institute Press in 1987) is recommended. For an account of Henry Hudson's four voyages of exploration, including his trip up the Hudson River in 1609, Donald Johnson's Charting the Sea of Darkness, International Marine, 1993 is recommended. This latter book is dedicated to the shipwright who designed and built the replica, Nick Benton.
Follow Muddy Paddle, Able Seaman aboard the replica ship Half Moon here.
Anchoring and lowering the topmasts in Delaware Bay
We assigned pairs to a series of one-hour anchor watches for the evening to make sure that our anchor held and to quickly identify any other potential emergencies. At midnight, the wind was really howling and the ship heeled over alarmingly several times, bringing a few others including feline crewmember Mrs. Freeboard up on deck. The anchor held, and by 4:00 AM, the wind subsided and the stars came out.
After a hearty breakfast, we set about the task of lowering our topmasts and topgallant poles so that we could take the ship into Wilmington later in the day. We underestimated the difficulty of accomplishing this at anchor with inexperienced volunteers. Taking each mast in turn, the plan was to attach a line to the topmast heel, pass it over the grooved mast cap and run it aft to a fife rail where a snatch block was rigged to direct the line to the capstan (a big rotating drum turned by handspikes or bars and used for heavy work). The crew would man the bars, take the strain and lift the topmast an inch so that the fid piece securing it could be knocked out. The crew would then gently walk the capstan backward until the crosstrees were in the tops.
Illustration of the capstan at the main deck. Illustration by Muddy Paddle.
It was a sound plan. We began with the foretopmast. As soon as the strain came on the line, the wooden block at the fiferail shattered and the mast jumped down a good distance before the capstan took the shock. A small piece of the block's wooden shell dropped harmlessly to the deck while the larger chunk whistled off at 100 mph toward New Castle. Fortunately the capstan and the crew held. The mast was lowered the remainder of the way without the block.
The maintopmast proved to be a bigger challenge. We used a modern steel block for this episode. When the bars were manned, Mike knocked out the fid block, and we lowered the topmast down several feet where we discovered that it was unable to drop clear of the main yard. We secured the line and rigged tyes (safety lines) to the yard in preparation for lowering. It would not budge. The yard had not been shifted since installation in Albany, and the necklace, securing it to the mast was now thoroughly infused with varnish. I had to harness up, cut some of the seizings, and then jump on the yard to get it to move. After getting Mike on the yard with me and spraying WD 40 on everything, we were able to work the yard down far enough for the topmast to drop into position well below the point where the topmast would drop.
The Half Moon's masts and yards lowered and ready to enter the Christiana Creek. Illustration by Muddy Paddle.
The next challenge was recovering our anchor so that we could get underway. We motored up to the anchor, pulling in the heavy cable along the way until we were "up-and-down," that is the cable was now vertical between the hawse hole in the bow and the anchor down below. We attached a messenger line to the cable and led it back to the capstan. We manned the bars but the anchor was apparently buried deep in the mud. Last night's high winds were surely a factor in burying the anchor so securely. We had to wait for slack tide before we could successfully bring it up. We were going to be late for the grand arrival.
It was dark when we entered the Christiana Creek leading into the Wilmington waterfront and our running lights failed. We sent the first mate out in the dink with a flashlight to find the way to our dock. He returned and led the ship there with his flashlight. We cleared a highway bridge with inches to spare, and had difficulty docking in the dark. The crowd that had planned to greet us was gone and all that remained were a few organizers and some warm beers.
After a day in Wilmington, the Half Moon continued south to Washington, D.C. I had to get back to work and took the next train home to New York. Returning from Washington, tugboat captain Chip Reynolds came aboard. He took command of the ship during the return voyage and began a long and distinguished association with the ship marked by a much needed emphasis on safety. Countless school children sailed with the Half Moon on educational "voyages of discovery" between New York and Albany, and many of the lessons were filmed live to home classrooms by Skype. Reynolds had a crew of schoolchildren aboard the Half Moon in New York harbor when the planes were flown into the two towers of the World Trade Center in 2001. He kept everyone calm, and brought the children safely up the river where they could be reunited with family.
I joined the ship one last time in 2006 at the end of the sailing season to bring the ship to her winter berth in Verplank. We sailed much of that distance before a stiff and cold northwest wind. It was an exhilarating experience as we raced down the river between the Catskills and the Highlands during peak autumn color.
The "Half Moon" sailing down the Hudson River in 2006. Photograph by Muddy Paddle.
In 2015, the voyages of discovery were suspended, Captain Reynolds was discharged and the Half Moon was sent to the Netherlands, arriving in August. She then proceeded to the Westfries Ship Museum in Hoorn where she was exhibited. There has been discussion about returning the ship to the United States in the near future but to date, no specific plan has been announced.
Shipwrights Nick Benton and Nicholas Miller addressing the ship's builders in 1989. Photograph by Muddy Paddle.
Building and sailing replica ships offers rare insight into worlds which no longer exist. Design details that at first seem frivolous or impractical are often revealed to make perfect sense as construction proceeds or as experience is gained operating the ship. Replicas help us to understand that our ancestors were not only daring and courageous, but equally ingenious and practical. Getting kids involved in these projects offers lessons in discipline, leadership and self-confidence and is a sure way to cultivate a deep appreciation for our maritime heritage.
Thank you, Muddy Paddle, for sharing these adventures!
Muddy Paddle grew up near the Hudson River and always loved ships and boats. A job change in 1988 brought him to an office near the site where the Half Moon was being built and he became involved as a volunteer. Muddy learned the ways of seventeenth century sailing and accompanied the replica ship on a series of adventures and misadventures on the river, in New York Harbor and even offshore. He maintained a journal, which served as a reference for on-board terminology and operations as well as a place to record a few highlights of his trips. The accounts presented here, and several of the illustrations, were based on this journal and his recollection of these trips.
If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Ominous weather. Photograph by Muddy Paddle.
A Passage to Delaware Bay
I joined the ship at Jersey City on the first Tuesday of October. The ship had only four volunteers but had gained a cat named Mrs. Freeboard. The Half Moon had more than enough freeboard, but our cat thought otherwise. She earned her "free" board by keeping the "pier ponies" (rats) off the ship. Our first mate went out looking to sign on a few more volunteers while the captain made chili. By this point in the ship's career, a convenient galley and four berths had been set up in the ship's forward hold. Historically, cooking was done on a tile hearth on the main deck within the forecastle. Crew had used this hearth previously for making cowboy coffee and boiling stews, but it was a poor substitute for a range and a refrigerator, especially in bad weather. Our food was substantially better than the dried and salted meats and weevilly biscuits served to the seventeenth century sailors. Since water became rank on long voyages, beer was the beverage of choice in 1609. We did not think it was a good idea to stock beer aboard the replica ship. We had plenty of challenges while sober.
Crew members whipped old lines (finished off fraying ends) in the fo'csle and shared tales about previous trips. We ate dinner in the galley down below and watched the sunset from the mast tops. Our first mate was successful in recruiting two college students as volunteers. It was a cool, damp night so we bunked down in the galley for the evening.
Our new recruits came aboard at dawn and we got underway immediately, certainly before they had time to change their minds. Ideally, we should have had a mate and seven crewmembers. We were one short. The students, Mike and Ann, were a couple. Mike was very athletic and proved a quick study aloft. His girlfriend Ann had only come along for the ride, but was cheerful and ready to do her share of the work on board. We passed under the Verrazano Bridge, went by the old Romer Shoal lighthouse along the Ambrose Channel and out into the Atlantic where we paralleled the New Jersey shore. We boiled up a pot of oatmeal for breakfast and cooked chicken for lunch. Seas rose in the afternoon. Mike was the first one to feel ill. He declined our dinner of fried steaks and onions. The smell of the onions probably didn't help.
A typical dinner on the orlop deck as the ship rolls. Illustration by Muddy Paddle.
We divided the crew into two watches (rotating teams) of three members each. Mike was completely out of commission and had rolled himself into a fetal position amongst coils of rope in the forecastle. Ann paid seemingly little attention to him, so from time-to-time, the others would check on him and make sure he was getting a little water.
As with the original, the replica Half Moon was steered by a traditional whipstaff instead of a wheel. The whipstaff is a vertical pole sliding in and out of a pivoting drum on deck. The lower end of this staff engages a long tiller which rides over a greased beam and connects to the top of the rudder. The whipstaff is housed within a protective hutch in front of the mizzenmast and well behind the mainmast. There is room in this hutch for the helmsman (the crew member steering the ship) an hourglass used for navigation and dictating the change of the watch and a binnacle, the cabinet containing the compass. Our replica also carried radar. The helmsman is protected from bad weather, yet can still see the set of the sails while watching the compass heading of the ship. However, in close maneuvering, the pilot must con (direct) the ship from the deck above, shouting commands to the helmsman below.
Illustration of the helmsman's hutch and the use of a relieving line on the whipstaff. Illustration by Muddy Paddle.
It was a stormy night and conditions were deteriorating. Although the helmsman's hutch was largely enclosed and provided with a modern compass and radar, steering proved to be a very physical challenge. When the stern of the ship lifted up out of the water, the heavy oak rudder wanted to flop one way or the other. That force was transmitted pretty directly by way of the long tiller to the whipstaff. After bruising our chests several times, we rigged up a relieving line whipped around the steering pole that we could use as a shock absorber (maybe this is why it was called a whip-staff). Even so, maintaining a precise compass course was not possible. The best we could do was to keep heading generally south.
Several hours before midnight, I noticed a series of blips on the south side of the radar screen in the general path we were taking. Each time the radar swept the screen, these blips would be slightly reconfigured. Over the next several minutes they became closer and better defined. Not knowing what they represented and visibility being poor, I chose to avoid the cluster and turned the ship west. There was plenty of searoom and I was prepared to return to our original course as soon as we cleared this cluster. As we came around, the ship's motion over the waves changed. The captain, who had been sleeping in the master's cabin, sensed the change in course, entered the hutch, looked at the compass, and forced the whipstaff over to port while I tried to explain the situation. He either couldn't hear me or didn't believe me and kept swearing that I was trying to wreck the ship on the Jersey shore. Within seconds, our forward lookout ran back and screamed that we were headed into a bunch of oil or gas barges. Now the captain understood, but it was almost too late. I pushed the whipstaff hard over to starboard and we came very close to one of the barges. It appeared that the tug had lost control of her tow. We saw a long towing cable come out of the water nearby and snap taut with a thunderous crack.
I came off watch right after this incident and tried to catch a nap in the galley, but the recent close call and the jumping, corkscrew motion of the ship made sleep impossible. I also realized that in the event of an accident, getting out of the galley and up onto deck required navigating narrow passages, ladders and hatches. This prospect was not all that reassuring.
I went back on watch several hours after midnight. The captain went back to bed. Ann and I shared the steering while the first mate served as lookout. The sky lightened around 6:00 AM. Ann and I came off watch and went below to make a hot breakfast on the galley stove. After putting some coffee on, we started with a large frying pan full of bacon. As that was getting close to being ready, we started making toast and frying eggs in a second pan. At that moment, our generator conked out and we were absolutely blind. The galley was a pretty confined space two decks down in the bow with no natural light. We hit a big roller and the pans skidded off the stove top, revealing the orange glow of the burners. The hot pans and bacon grease were all over the deck, so we jumped up into the bunks to keep from getting burned. Ann felt for a flashlight in one of the bunks and found one on a pillow. Let there be light! Miraculously, the bacon and eggs remained in their pans sunny-side up. The first mate fixed the generator, the lights, stove and toaster came back to life and we were able to serve a passable breakfast. Seasick Mike was better and was able to eat.
The galley mess table used when conditions are cold and wet. Illustration by Muddy Paddle.
A couple of exhausted goldfinches joined us as we approached Cape Henlopen and turned to enter Delaware Bay. A sail training schooner entered the bay well ahead of us but sailing before a favorable wind we eventually caught up with her. The wind increased to the point where it became prudent to trice (gather up) and furl the sails and come to anchor for the night. High winds associated with a dying offshore hurricane were forecast. We buttoned everything down. Ann prepared pasta and turkey meatballs for supper.
Join us again next Friday for the Part 5, the last, of the "Half Moon" adventure!
If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Diagram of the Half Moon's sail plan and rig illustrating the spars comprising the masts. Illustration by Muddy Paddle.
The Maiden Voyage
It was mentioned earlier that the 1609 Half Moon carried a standard six-sail rig of the period. This means that she carried a foremast and a mainmast, each spreading two square sails to drive the ship as well as a bowsprit and a mizzen spreading smaller sails that helped supplement the rudder to steer the ship, or more accurately position the ship's angle relative to the wind direction. The foremast and mainmasts are comprised of three connected spars each; a heavy mast rising 30 to 40 feet above the deck; a lighter topmast 20 to 25 feet in length rising up above the circular tops colloquially called "crows'nests" and topgallant poles rising a little less than 20 feet above crosstrees at the top of each topgallant mast. The combined height of the mainmast assembly was approximately 78 feet above the waterline. The mizzenmast at the stern of the ship was shorter and lighter carrying only one sail and comprised of only one large spar and one short pole above that. The bowsprit overhanging the bow of the ship was shaped from a single spar. The replica Half Moon was fitted with an engine to facilitate movement when wind and tide were not favorable. Adding an engine was also intended to add a margin of safety and reliability to the replica's operations.
The Half Moon returning to her Albany berth. The bridge she struck is visible on the left. Photograph courtesy of an onlooker.
The unofficial but actual maiden voyage of the replica Half Moon took place just before sunset early in October, 1989. The ship was docked on her port side where she was held off of the bulkhead by a steel camel or pontoon. The work on this side was complete and it was time to turn the ship around so that the starboard side would be more accessible. After the volunteers arrived, lines were cast off. A paid member of the construction crew took command and the ship proceeded south under her own power. At the Port of Albany, our provisional captain ordered the helmsman to make a hard port turn. The helm was slow to answer, owing to the placement of the propeller on the port side of the ship and the relatively small surface area of our rudder. It took most of the width of the river to turn the ship around and to head back north to our dock. After straightening up, our captain gave the engine more throttle and we found that steering improved. We were sailing with the incoming tide and making rapid progress. A west wind picked up and even with sails furled, our ship heeled gently over.
By now, a few boaters had begun to follow us and snap off photographs of the scene against an atmospheric sunset. We approached our dock and the highway bridge just north of it very quickly. The captain planned to proceed to the bridge, turn, and then dock with the starboard side to the wall. Once again, the ship was very slow to make a port turn. The ship's momentum and the tide were quickly carrying us to the bridge which had a vertical clearance of less than 70 feet. Our captain shifted to reverse, and revved up the engine, but reverse failed to engage. As our foremast approached the bridge, all of the crew on deck tried to find cover. Some dove into the forecastle or down the main hatch. One dove into the river. The foretopgallant mast struck the bridge, broke off and went into the river. The taller main topmast was next in line to strike the bridge and would have resulted in a lot of falling spars and blocks and cordage. Fortunately, reverse engaged at the last second and the mast was spared. Our captain sheepishly landed at our dock. As a token of humiliation, the broken fore topgallant mast was hooked by one of the boaters and towed to us for presentation while we secured lines. Within hours, a replacement was hastily planed down from a long fir timber and raised into position before the owner of the ship arrived the next day for an inspection.
Rigging completed. Photograph by Muddy Paddle.
Sea Trials
Several days later, plans were made to send the Half Moon down to New York on a shakedown cruise. An experienced pilot was hired. The crew returned with sea bags in hand for a trip down the river. Once the owner came aboard, we cast off lines, started the engine and moved away from the dock. Cannon fire from the Rensselaer shoreline saluted the ship as she moved into the main channel.
The trouble began almost immediately. Smoke billowed out of the engine compartment and up and out of the main hatch. While a few folks went below for fire extinguishers, our new pilot quickly reviewed the options and decided to run for the docks at the Port of Rensselear and get everyone off the ship. Several of us gathered up lines to secure the ship as soon as we touched. The pilot killed the engine and we hit the dock with a thud, breaking the rampant lion figurehead. After the smoke cleared we learned that the shaft bearings had overheated. The engine and the shaft were misaligned. The trip was cancelled. We all took our gear and departed. A week or so later, a tugboat named Spuyten Duyvil came up the river, attached a towline to the Half Moon's forward bitts and unceremoniously towed the ship to New York and then to Bridgeport for drydocking. From there, she was taken to North Carolina. Thus ended the first chapter of Half Moon's Albany story and her association with most of her original volunteers and would-be sailors.
The Half Moon's forward bitts located below the forecastle on the orlop deck. Illustration by Muddy Paddle.
Join us again next Friday for the Part 3 of the "Half Moon" adventure!
If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
Follow Muddy Paddle, Able Seaman aboard the replica ship Half Moon here.
The "Half Moon" on the Hudson River illustrating the standard six-sail rig. Photograph by Muddy Paddle.
I was pretty skeptical when I first heard about it. Someone was planning to build a replica of Henry Hudson's Half Moon, the ship Hudson sailed up the river now bearing his name in 1609. It seemed even more unlikely that construction would take place in Albany, a city with little in the way of docks or living maritime traditions. I realized the project was real when I drove past a downtown Albany parking lot along the river and was startled to see the outline of a wooden ship with a keel, a stem and a sternpost resting on thick timbers and braced in position. It was the summer of 1988.
The "Half Moon's" keel, stem and stern, 1988. Photograph by Muddy Paddle.
The original Half Moon was one of two "jagten" (yachts, meaning hunters or chasers) ordered by the VOC or Verenigde Oostindische Compagne (Dutch East India Company) in July, 1608. The Half Moon was to be 70 old Amsterdam feet long "binnen steven" (between stem and sternpost) 16 feet in beam and 8 feet depth of hold and she was to have a cabin fitted behind the mizzen mast. She carried a standard six-sail rig of the period and was built at the East India Company's Scheeps-Timmer-Werf in Amsterdam in 1608-1609. Englishman Henry Hudson was employed by the VOC to search for a passage to the Far East in 1609 and set sail for the company aboard the new ship on March 25, 1609. Disregarding instructions, Hudson and his mixed Dutch and English crew explored much of the American east coast before sailing up the river that later bore his name in September. After the ship was returned to the Netherlands, she appears to have come to an accidental or deliberate end no later than 1618.
The replica ship's nascent frame was soon enclosed by a steel shed as the work of erecting frames (the ships wooden ribs) continued during the colder weather and into the winter. A job change took me to a downtown Albany building near this site, and I became involved as a volunteer, checking in at lunchtime, occasionally offering a little time at the end of the workday and helping on weekends.
Illustration of the "Half Moon's" completed frame, 1989. Illustration by Muddy Paddle.
The Half Moon (Halve Maen in Dutch), replica was conceived of by Andrew Hendricks, a doctor from North Carolina with Dutch ancestry. Donations were solicited and volunteers welcomed. The ship was designed by Nick Benton, a young shipwright from Rhode Island. Benton travelled to Amsterdam and learned that the 1608 Halve Maen was quite different from the replica built in the Netherlands in 1909 for the Hudson Fulton Celebration. Subsequent research had uncovered the Dutch East India Company's 1608 construction resolution which detailed critical dimensions and details. It was also theorized that hulls of this period were designed according to the Tangent Arc system instead of taking lines off of a model or drawings. As Benton described the system, frames were lofted directly using a system of mathematical proportions, straight edges and compasses. The resulting hull shape featured a very flat bottom, abrupt chines (the places where the hull changes from bottom to sides) and pronounced tumblehome (the sides are wider at the waterline than at the deck and "tumble" inward). The bow of the ship was very rotund while the stern was narrow and rose high above the intended waterline. We later learned that its high profile worked like the tail of a weathervane in maintaining the ship's course while reaching and tacking, that is, sailing across the wind or slightly into the wind at an angle.
In addition to Benton, the Albany work force consisted of Nicholas Miller who served as the foreman and an enthusiastic group of volunteers, many of whom brought useful skills and experiences to the team. After a temporary steel shed was built over the keel and the first positioned frames, several volunteers served as docents, explaining the project to visitors and encouraging participation. The project was promoted in the local press and advertised with car cards on city busses. There was an aggressive schedule to launch and sail the ship in the summer of 1989. This necessitated a non-traditional approach to the ship's construction. Unlike the traditionally framed original ship or the 1909 replica, the structural members of the hull were all pre-fabricated and shaped offsite using glue laminated oak. Likewise, the decorative flourishes, cannon, rigging and sails were all being produced elsewhere by specialty contractors while the hull was under construction. Each frame was a composite, bolted together from multiple futtocks (sections of the ribs), braced at the top for rigidity and tilted into position. The frames were temporarily held in position by ribbands, scrap strips of wood, until the inner and outer coverings gradually replaced them. One pair of frames in the stern was misshapen, and they could not be shaped true. The tight schedule dictated using them anyway. The bulges remained but were not noticeable because they were below the waterline.
Photo of the "Half Moon's "frame from within the hold, 1989. Photograph courtesy of an onlooker.
The ship's structural frame was completed in February of 1989 and was almost 30 feet in height. The interior of the hull was graceful, symmetrical, and might have been likened to the inverted rib cage of a huge whale. Ceiling planking (sheathing of the interior) and deck clamps (curving planks that would carry the deck beams) were installed next, followed by the exterior planking. This was also done in a non-traditional way by nailing and gluing one-inch strip planks to the frames. These were followed by two layers of plywood laid in diagonal strips and then covered by an outer shell of Kevlar up to the waterline. Scaffolding was raised as the sides grew in height. Laminated deck beams were installed and the decks were built as epoxy sandwiches of thin planks and plywood. Some volunteers quipped that the ship should be renamed the Half Glue.
The volunteers quickly learned that few cuts were guided by straight lines. Everything was curved, cambered, beveled and often bent, requiring the use of templates and some degree of estimation. Once the main deck was completed, the large band saw was winched up and installed on deck near the main hatch, making the fitting of the forecastle (the small cabin in the bow), half deck and poop deck easier.
A crane is positioned to lift the "Half Moon" from the building site. Photograph by Muddy Paddle.
The temporary shed was removed on June 6 and the hull was launched on June 10. It rained hard the night before and the bilges filled with rainwater. On the morning of the launch, volunteers desperately tried to pump out as much of this water as possible; there was some discussion that the crane hired to place the ship in the water was barely rated to handle the weight of the hull dry. A crowd assembled along the river and small boats motored out into the Hudson for the event. The owner's wife christened the ship by breaking champagne on the bow. The crane successfully picked the hull up and then crawled over a bed of timbers to the river's edge where the ship was gradually lowered into the river amidst cheers and musket fire. Later, we learned that the crane's boom cable had come out of its seat and that it was a small miracle that a complete failure had been avoided. Work on the upper portions of the hull resumed almost immediately.
The "Half Moon's" bow peering over the Hudson River bulkhead. Photograph by Muddy Paddle
Nick Benton began the training of the volunteer sailing crew the following week. We learned of the appropriate roles of the ship's officers, the difference between commands and orders, and seventeenth century sailing handling techniques. Goosewinging, lacing-on-bonnets, up-ending the sprits'l, cockbilling, tricing, club-hauling and smiting became part of our new lexicon. Each sail and its handing were covered separately. Days later, Benton was killed in a shocking accident on the other side of the river in Rensselear. He was removing the shrouds from a coastal schooner when the mast he was perched atop broke, pitching him 80 feet down to the deck below. It was his 35th birthday. Sadly, his wife and children witnessed the accident. A memorial service was arranged aboard the Half Moon two weeks later. Nick was the charismatic force behind the project, and although it continued, the enthusiasm of the volunteers and the pace of work waned. The summer tour schedule, revised many times, was finally scrapped.
The "Half Moon" afloat on the Hudson soon after the launch. Photograph by Muddy Paddle.
Nevertheless, the shipbuilders and volunteers found several ways to shake off the gloom. Once the masts were stepped and the main yard and sail were rigged, an evening film festival was staged, projecting images onto the huge sail. Gunnery practices with the replica cannon (four brass three pounders mounted on the orlop deck) were scheduled. One volunteer slipped a small concrete-filled can into the muzzle of one of the guns and watched it hit the far bank of the river. On another occasion, a blank round was fired just as a local dinner cruise boat was docking behind the ship, startling the pilot and making him miss his landing. A complaint was lodged with the Coast Guard. As the rigging neared completion, plans were made to turn the ship around so that finish work could be more easily completed on the starboard side. This became an excuse to take the ship out for an "evening spin," which became her unofficial maiden voyage. It was a near disaster.
Join us again next Friday for the Part 2 of the "Half Moon" adventure!
If you enjoyed this post and would like to support more history blog content, please make a donation to the Hudson River Maritime Museum or become a member today!
This blog is written by Hudson River Maritime Museum staff, volunteers and guest contributors.
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Algot J. Benson
Alison Kraus
American Eel
Ashokan Center
Ashokan Reservoir
Baldwin Shipyard
Bannerman's Island
Barge Families
Benjamin Wright
Boat Christenings
Brickyards
Bud Atkins
Callanan Road Improvement Company
Canalboat
Canal Workers
Captain Absalom Anderson
Captain Benson
Captain Benson Articles
Captain Charles A. Tiffany
Captain Samuel Schuyler
Captain William O. Benson
Capt. Eltinge Anderson
Catskill And New York Night Line
Catskill Evening Line
Catskill Mountains
Central Hudson Line
Central Hudson Steamboat Company
Chris Mancuso
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Cornell Steamboat Company
Covered Barges
Coxsackie Lighthouse
Cross-head Engine
Croton Aqueduct
Danskammer Point
Dar Williams
Delaware & Hudson Canal
D&H Canal
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Drydock
Dutch East India Company
Duty To Rescue
Ed Carpenter
E. E. Olcott
Environmental History
Environmental Preservation
Erie Canal
Erie Railroad Company
Esopus Creek
Esopus Island
Esopus Meadows Lighthouse
Featured Artifact
Ferryboats
Frances "Franny" Reese
Franklin Delano Roosevelt
Freshets
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Ghost Fleet
Gradual Manumission Laws
Grain Race
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Harper's Weekly
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Historic News
Homer Ramsdell Transportation Company
Hospital Ship
Hudson Athens Lighthouse
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Hudson River Lighthouses
Hudson River Night Boats
Hudson River Reserve Fleet
Hudson River Revitalization
Hudson Riverscape
Hudson River School Paintings
Hudson River Sloop
Hudson River Steamboat
Ice Barge
Ice Barges
Ice Boats
Ice Breaking
Ice Golfing
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Ice Houses
Iona Island
Island Dock
James Murdock
Jay Ungar & Molly Mason
Jeffrey's Hook Lighthouse
Jim Malene
John A. Roosevelt
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Jones Point
Kingston Point Park
Kingston-Rhinecliff Bridge
Lenape History
Life Ring
Lighthouse Keepers
Lilacs
Lincoln Tunnel
Long Dock Park
Long Island Sound Steamers
Lumber Barge
Marine Academies
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Marvel Shipyard
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Muddy Paddle On The Erie Canal
Muddy Paddle's Excellent Adventure
National Maritime Day
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Nightboat
On The River
Packet Boats
Paper Mills
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PCB Cleanup
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People's Evening Line
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Railroad Travel
Ray Ruge
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Romer & Tremper Line
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Scow
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Shipbuilder Thomas Collyer
Skillypot
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Spalding's Winter Sports (1917)
Stagecoaches
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Tug John D. Schoonmaker
Tug Jumbo
Tug Lion
Tug Osceola
Tug Perseverance
Tug Peter Callanan
Tug Pocahontas
Tug R.G. Townsend
Tug Rob
Tug S.L. Crosby
Tug William S. Earl
U.S. Coast Guard
U.S. Lighthouse Board
US Merchant Marine
Van Wie's Point
Whaling
Women Lighthouse Keepers
Wood Pulp


text:
Q: Missing functions when installing vim to a local directory I tried to install vim on a local directory by giving the --prefix command when running ./configure. More specifically, this was what I did:
# Installed ncurses locally on $HOME/local/gpu2
cd vim/src
LDFLAGS=-L$HOME/local/gpu2 ./configure --prefix=$HOME/local/gpu2
make
make install

based on the answer here.
I seem to have successfully installed it in $HOME/local/gpu2/. However, I ran vim and noticed that a number of things didn't run properly. For example, typing

*

*:Ex gives me the error: E492: Not an editor command: Ex

*:syntax on gives me the error: E484: Can't open file "/home/tshmak/local/gpu2"/share/vim/syntax/synta x.vim. Note the quotes inserted into the directory name.

*:help gives me E433: No tags file and E149: Sorry, no help for help.txt
Can someone shed some light on what may be wrong, and or how I should have compiled vim?

EDIT:
As requested by @iskyfire, the following is the output from vim --version:
VIM - Vi IMproved 8.1 (2018 May 18, compiled Aug  5 2020 15:53:06)
Included patches: 1-2214
Compiled by tshmak@gpu-server2
Huge version without GUI.  Features included (+) or not (-):
+acl               -farsi             -mouse_sysmouse    -tag_any_white
+arabic            +file_in_path      +mouse_urxvt       -tcl
+autocmd           +find_in_path      +mouse_xterm       +termguicolors
+autochdir         +float             +multi_byte        +terminal
-autoservername    +folding           +multi_lang        +terminfo
-balloon_eval      -footer            -mzscheme          +termresponse
+balloon_eval_term +fork()            +netbeans_intg     +textobjects
-browse            +gettext           +num64             +textprop
++builtin_terms    -hangul_input      +packages          +timers
+byte_offset       +iconv             +path_extra        +title
+channel           +insert_expand     -perl              -toolbar
+cindent           +job               +persistent_undo   +user_commands
+clientserver      +jumplist          +postscript        +vartabs
+clipboard         +keymap            +printer           +vertsplit
+cmdline_compl     +lambda            +profile           +virtualedit
+cmdline_hist      +langmap           -python            +visual
+cmdline_info      +libcall           -python3           +visualextra
+comments          +linebreak         +quickfix          +viminfo
+conceal           +lispindent        +reltime           +vreplace
+cryptv            +listcmds          +rightleft         +wildignore
+cscope            +localmap          -ruby              +wildmenu
+cursorbind        -lua               +scrollbind        +windows
+cursorshape       +menu              +signs             +writebackup
+dialog_con        +mksession         +smartindent       +X11
+diff              +modify_fname      -sound             +xfontset
+digraphs          +mouse             +spell             -xim
-dnd               -mouseshape        +startuptime       -xpm
-ebcdic            +mouse_dec         +statusline        +xsmp_interact
+emacs_tags        -mouse_gpm         -sun_workshop      +xterm_clipboard
+eval              -mouse_jsbterm     +syntax            -xterm_save
+ex_extra          +mouse_netterm     +tag_binary
+extra_search      +mouse_sgr         -tag_old_static
   system vimrc file: "$VIM/vimrc"
     user vimrc file: "$HOME/.vimrc"
 2nd user vimrc file: "~/.vim/vimrc"
      user exrc file: "$HOME/.exrc"
       defaults file: "$VIMRUNTIME/defaults.vim"
  fall-back for $VIM: ""/home/tshmak/local/gpu2"/share/vim"
Compilation: gcc -c -I. -Iproto -DHAVE_CONFIG_H     -g -O2 -U_FORTIFY_SOURCE -D_FORTIFY_SOURCE=1
Linking: gcc   -L/home/tshmak/local/gpu2/lib -L/usr/local/lib -Wl,--as-needed -o vim    -lSM -lICE -lXt -lX11 -lXdmcp -lSM -lICE  -lm -lncurses -lnsl  -lacl -lattr -ldl

redpajama_set_name: RedPajamaStackExchange


text:
What do beans, grape skins, chia seeds and activated charcoal have in common? For Giovanni Angelucci, HBA'11, founder and CEO of Queen Street Bakery, these items are ingredients in his unique recipes for gluten-free bread products.
Some of the gluten-free breads baked fresh at Queen Street Bakery.
By Angie Wiseman
These uncommon groupings came from hundreds of trial-and-error experiments.
"We ate a lot of bread," said Angelucci. "Once we found one that would hold up and the nutritional label was one we were happy with – that's when we knew we had a winner."
In the past, gluten-free products were a niche market, catering to those with celiac disease or gluten intolerance, but now the market has opened up to anyone searching for high-quality, nutritious bread.
"People are more aware and want to know what's in their food and how to pronounce the ingredients. After water, we have six or seven ingredients that people can pronounce. They know fibre and protein and like that there is no sugar added," said Angelucci.
Finding the perfect bread recipe was just the beginning. At the time, Queen Street was a business investment for Angelucci so he was less involved in the day-to-day business. After purchasing ovens and leasing space, he hired someone to handle the business operations. In 2018 things took a turn and he realized he needed to play a larger role in the business.
In February 2019, he started with a clean slate. Not only was the business starting from scratch again, but he had to rebuild some bridges that were burned.
"It didn't start off so rosy," said Angelucci. "It took a dive and then came back from the brink but that's the way businesses go sometimes. That's why you need to have people you trust working with you."
Enter Queen Street's president, Tony Ayala, BA 15, Angelucci's friend and fellow Western alumnus.
Conrad Hansuld, Giovanni Angelucci and Tony Ayala. (Submitted photo, taken before COVID-19 pandemic)
The pair met in fourth year through a mutual friend, Andrew Forgione, BA'12, the University Students' Council president at the time.
They both credit Western with helping them build a foundation for knowledge and connecting them with like-minded people.
"Western was the time of our lives. It's one of those things that you can only do for the first time once and those four years are going to be forever special. We always look back and talk about our experiences," said Angelucci.
With the help of Ayala and the rest of the team, Queen Street Bakery has seen major growth over the past year. Their distribution has grown from just 50 stores in the GTA to more than 1,000 stores Canada-wide, including Loblaws, Sobeys, Whole Foods, Farm Boy and Choices Markets.
Recently, they secured a new strategic equity partner with District Ventures Capital led by Canadian investor and entrepreneur Arlene Dickinson.
"We are super excited about it. Queen Street has always been a family business but I recognized marketing isn't a strength of mine. Lots of really great products don't make it because other products have a bigger budget," said Angelucci. "We met with them and they liked the product, they believed in the product and they believed in us."
It's all about getting more bread on tables and the right mix of people.
"We are in a position now to grow quickly," said Ayala. "We want to double the number of Canadian stores we are in and get into the U.S. in 2021. We are looking for the next place that makes sense to grow."
Tags Alumni Entrepreneurship

redpajama_set_name: RedPajamaCommonCrawl


text:
<?xml version="1.0" encoding="utf-8"?>
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    android:layout_width="match_parent"
    android:layout_height="match_parent" >

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        android:id="@+id/preview_view"
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        android:layout_gravity="center" />

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        android:id="@+id/viewfinder_view"
        android:layout_width="wrap_content"
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</FrameLayout>

redpajama_set_name: RedPajamaGithub


Local residents reporting dog fouling are being offered a more streamlined service via East Dunbartonshire Council's website and the national myaccount scheme.
This latest improvement means that once a dog fouling report has been submitted online, a case is automatically created in the environmental health system and is assigned to a Community Safety officer.
As of this week, customers can use myaccount – a free and secure online service for accessing public services online in Scotland– to check the progress of their cases right through to closure.
You can register by visiting the www.eastdunbarton.gov.uk homepage and clicking on the myaccount button.
Joint Council Leader Vaughan Moody, chair of the Policy & Resources Committee, said: "The dog fouling reporting service has been streamlined and now provides residents with progress information via myaccount.
"I would strongly encourage people to sign up for myaccount.
"It's a nationwide service which aims to increase secure access to local services for local residents.
"It is easy to use and when you sign up for myaccount it means that many forms are automatically filled in, saving you time.
"It also helps to track the progress of cases and allows you to save online forms for completion later.
In the coming months more online services will be automated in this way to make the process of accessing services more streamlined and user-friendly.


text:
Exploring the flavors of Ethiopian honey wine. It's the Original Home Brew | San Diego CityBEAT
If you thought you loved craft beer, just ask an Ethiopian about tej. A type of honey wine renowned for its spicy-sweetness and potency, the popular drink is as integral to Ethiopian culture as Stone IPA is to San Diego's.
But Ethiopians have been making tej a lot longer than San Diegans have been drinking beer. Though it's unclear when it all started, mentions of tej in the region appear as far back as the third century A.D. And while the wine was once reserved for emperors and their cronies, tej is so popular nowadays that it's considered the East African country's national drink.
Unlike with beer brewing, you don't need any fancy equipment to make tej—just a lot of honey and water, a big container and a pile of gesho, a hoppy buckthorn that gives the wine its kick. You can get bags of gesho at Ethiopian shops like Awash Market (2884 El Cajon Blvd. in North Park) and Axum Market (4487 El Cajon Blvd. in City Heights) for as little as $4.
Of course, a number of Ethiopia- and U.S.-based wineries produce tej on a mass scale. But many Ethiopians and tej-loving foreigners prefer to make it themselves. For Harry Kloman, author of the book Mesob Across America: Ethiopian Food in the U.S.A., the home-brewing process is as sweet as tej itself.
"I do it in one-gallon jars in my kitchen, and after about a week-and-a-half to two weeks, you can smell it," he says. "Every time I walk into my kitchen, I just smell this sweet, pungent aroma of fermentation, and it's just wonderful."
Techniques vary slightly, but the brewing process basically boils down to a little mixing, some proper timing and a lot of waiting around. (For detailed instructions, see Kloman's video) But no two glasses of tej taste the same.
As for winery-made tej, one common brand is Nigest Honey Wine, an Ethiopian import with hints of spiciness, a syrupy aftertaste and a cloudy-brown complexion. Be careful, though, because it's a rather divisive wine: While one American friend of mine appreciated its earthy flavor, another felt quite the opposite, saying it tastes like cough syrup.
Some Ethiopian tej drinkers are even harsher. When I mentioned Nigest to Yeshume Beru, the owner of Red Sea Ethiopian Restaurant (4717 University Ave. in City Heights), she made a sour expression and said, "That's not tej."
When I had a big glass of her personal home brew, the difference was remarkable. Her tej had a deep, golden hue. Little brown specks of what I suppose were gesho floated at the top. With its creamy texture and sumptuous sweetness, it could've been a dessert wine, but it contrasted nicely with the food an Ethiopian friend and I were eating, some of which was peppered with berbere, a slow-burning spice mixture.
Alas, due to food-and-beverage regulations, home brew can't be sold in restaurants. But that isn't stopping one local restaurant from brewing up its own tej. The owners of Muzita Abssinian Bistro (4651 Park Blvd. in University Heights) have purchased Elsa Winery & Mead in Orange, Calif., and plan to launch a brewery once they obtain the necessary licensing.
In the meantime, Muzita continues to serve the winery's remaining bottles, which come in two kinds, "mild" and "sweet." Casual tej tasters might like the sweet kind, which is light, refreshing and faintly reminiscent of white wine.
If you're game to brew your own tej, though, keep in mind that little things make a difference. Meskerem Bekele, owner of Harar Ethiopian Restaurant (2432 El Cajon Blvd. in North Park)—who makes tej on special occasions—advises against handling spices and onions before making the mixture, lest you contaminate it with foreign flavors. Kloman recommends pouring a little fermented tej into the mix to jump-start the fermenting process.
Ultimately, though, the best advice is to stick to the basics. While some brewers and wineries make fake tej with processed sugar and food coloring, Beru keeps her tej pure.
"Gesho and honey," she says. "That's it."
-Peter Holslin
Categories: Review
| Tags: City Beat, Muzita Bistro, Review, San Diego
← Unique Cuisine Style | Gastro Bites
Ethiopia San Diego Part Four Muzita | San Diego Reader →
Throw away the fork and eat with your hands the traditional way!
4651 Park Blvd, San Diego, CA 92116
E-mail:info@muzita.com
Website:http://muzita.com
© 2008 Muzita Abyssinian Bistro. All Rights Reserved


The effects, especially after adding them to the disc transport (PS Audio Perfect Wave Transport) and DAC (PSA Perfect Wave MK II), has been revelatory. I have never heard my system ever having this kind of consistent sound and transparency, trueness to the musical presentation and all with no apparent shift in tonal palette, just as advertised. Pacing and presentation to die for. Literally! Live musicians in my listening room everywhere. A sound stage that is simply HUGE, open and natural on properly recorded discs, and with life size imaging. Man, I am going crazy with them. Definitely, the transport and DAC were huge, and I mean HUGE improvements. Prior to adding them there, there was an obvious improvement in my system down the chain from preamp to speakers, but the addition under the front end just blew it to a whole new universe.
I am way beyond 7th heaven here. Truly magnificent products have been created here with phenomenal attention to detail, fit and finish. These not only live up to the hyperbole foisted upon them, but obliterate it completely.
As a side note, I also added a set of U5's to my reference BD Player with magical improvements everywhere.
My system is basically all floated now except for my 3 subwoofers which will have to come sometime in the future as I am pretty tapped out with the 5's. They are worth their weight in whatever is the most expensive metal known to man and then some.
Basically, I am completely smitten. Pretty sad, huh?
Keep up the good work and producing extremely finely tuned and manufactured products. I am very, very proud to say I own these.


Home / Emergency First Aid / How to Treat an Allergic Reaction?
How to Treat an Allergic Reaction: Allergies are a common cause of illness and can occur at any stage in someone's life. Numerous different things cause allergies from pollen to food to medication, meaning it is not always easy to know the best treatments or home remedies.


Here's a lovely meal to make when you don't have a lot of prep time and want something quick, easy, and healthy for dinner. The beauty of this is that it's an individual serving, and you can make as many or as few as you have people (or mini loaf pans). It's great for breakfast, lunch, or dinner. You can use any vegetables you happen to have on hand or in your freezer. Serve alone or with a fresh salad. With Daiya, or your favorite non-dairy cheese. I think that cumin and eggs are amazing together, but you could add any other spices you like.
It's versatile, is what I'm saying. Versatile, foolproof, and delicious.
Preheat oven to 350 F. Spray a mini bread loaf pan with cooking spray.
Sautee the vegetables until tender. (I sauteed the mushrooms separately so they would brown more nicely.) Layer into the bottom of the mini loaf pan.
In a separate bowl, beat together the eggs and soy creamer. Add in the Daiya cheese, soy feta cheese, parsley, salt, pepper, and cumin and stir just to combine. Pour over the vegetables.
Bake at 350 until the eggs are set. The time may vary depending on how big your mini loaf pan is; mine baked for about 35 minutes. Test for doneness by inserting a fork or knife into the top center. Remove from oven and let cool for a few minutes in the pan before removing to a plate to serve. You could also serve right from the oven in the hot mini loaf pan, placed on another plate.


text:
SMVFA - Meetings
Seventh District VRS
Solomons VRSFD
St. Leonard VFD
St. Marys ALS
Tenth District VFD
April 29 & 30
Prince Frederick VFD
RVRSA All-You-Can-Eat Breakfast
Pre-Order Super Bowl Wing Platters
Purses and Bags Bingo
By Southern Maryland Volunteers
It's Time to Change Smoke and Carbon Monoxide Alarm Batteries as Daylight Saving Time Ends
Hi Neighbor!
Daylight Saving Time ends on Sunday, November 6, so remember to turn your clocks back one hour and don't forget to change the batteries in your smoke and carbon monoxide (CO) alarms as well.
With colder weather and the approaching holidays, home furnaces, fireplaces and other fuel-burning appliances will get more use, making working smoke and CO alarms a necessity. More than 400 people die from CO poisoning annually, according to the Centers for Disease Control and Prevention (CDC). The majority of CO deaths occur between November and February.
A new CPSC report estimates there were about 346,800 residential fires in 2019, resulting in about 2,490 deaths, 11,760 injuries and $7.38 billion in property damage.
Use the gained hour this Daylight Saving Time to protect your family:
Test smoke and CO alarms monthly to make sure they are working. CPSC recommends installing smoke alarms on every level of the home, inside each bedroom and outside sleeping areas. CO alarms should be installed on each level of the home and outside sleeping areas.
Change the batteries: Batteries should be replaced in alarms at least once each year, unless the alarms have sealed 10-year batteries. Replace the smoke alarm if it is more than 10 years old.
Make a fire escape plan: Make sure there are two ways out from each room and a clear path to outside from each exit. Once out, stay out of the house.
Close bedroom doors: During a fire, closed bedroom doors can slow the spread and allow extra moments to get to safety
Print and Share Poster
Website Designed and Hosted By: Content Proudly Maintained By: Contact Information:
www.FirehouseSolutions.com Southern Maryland Volunteer
Firemen's Association
St. Mary's, Charles, & Calvert Counties Emergency Dial 911
E-mail: info@smvfa.net
Copyright © 2023 Firehouse Solutions (A Service of Technology Reflections, Inc.)


June 6, 2013 - Georgetown, Massachusetts - Vice President of Engineering of UFP Technologies, Daniel J. Shaw, Jr. will address the rapid growth of pouches as a packaging medium for medical devices at the Global Pouch Forum 2013 in Fort Lauderdale, Florida on June 13, 2013.
The Global Pouch Forum is the largest annual conference focused on flexible pouch packaging solutions. Each year, industry leaders in this market gather to discuss the current trends and new innovations of pouch packaging.
Mr. Shaw will be presenting "The Medical Market: New Frontiers for the Pouch," a discussion about how flexible pouch packaging has rapidly permeated into the film market for medical device packaging. With growing interest in the medical market for film pouch technology, new innovations and designs are necessary to keep up with demand. Mr. Shaw will discuss how that demand lead to UFP Technologies' newest innovation, FlexShield™. FlexShield is a medical device pouch for screws, rods, implants, and other instruments. It provides puncture and abrasion resistance in order to safely ship medical instruments without damage to the external sterile barrier. Join us to hear how FlexShield is being adopted within the medical device industry and where flexible pouch packaging may lead.
Mr. Shaw is scheduled to speak at 3:15PM Thursday June 13, 2013 in the Las Olas Ballroom at The Westin Beach Resort.


text:
Sunshine duration, 1h
Thunderstorms & severe weather
Radar France
Precipitation total (Sat) France
Area Please select North Pole Europe Scandinavia Central Europe Eastern Europe Southern Europe Southeastern Europe Middle East Africa Africa Northwest Africa Northeast Africa South Antarctica
Country Please select Germany Switzerland Liechtenstein Austria Albania Andorra Belarus Belgium Bosnia and Herzegovina Bulgaria Croatia Cyprus Czech Republic Denmark England Estonia Finland France Greece Hungary Iceland Ireland Italy Kosovo Latvia Lithuania Luxembourg Malta Moldova Monaco Montenegro Netherlands North Macedonia Northern Ireland Norway Poland Portugal Romania Russia West San Marino Scotland Serbia Slovakia Slovenia Spain Sweden Turkey Ukraine United Kingdom Vatican City Wales
Regions Please select Alsace Aquitaine Auvergne Basse-Normandie Bourgogne Bretagne Centre Champagne-Ardenne Corse Franche-Comté Haute-Normandie Île-de-France Languedoc-Roussillon Limousin Lorraine Midi-Pyrénées Nord-Pas-de-Calais Pays de la Loire Picardie Poitou-Charentes Provence-Alpes-Côte-d'Azur Rhône-Alpes
Weather observation Visibility (km) Sea level pressure QFF Temperature (°C) Max. temperature, 12h (°C) Min. temperature, 12h (°C) Min. temperature 5cm, 12h (°C) Relative humidity (%) Dew point (°C) Gusts, 1h (kph) Sunshine duration, 1h (min) Cloud coverage (%) Precipitation, 1h (mm) Precipitation, 6h (mm) Precipitation, 12h (mm)
Daily parameters
These are daily parameters. Please note that they are not available until noon the following day.
sunshine hours Global radiation (J/cm²/day) Precipitation, 24h (mm) Snow depth, daily
Weather observation Visibility (km) Sea level pressure QFF Geopotential height (gpm) Sea Level Pressure QNH (hPa) Air pressure at station (hPa) Pressure tendency, 3h (1/10hPa)
Temperature (°C) Max. temperature, 12h (°C) Min. temperature, 12h (°C) Min. temperature 5cm, 12h (°C) Relative humidity (%) Dew point (°C) Dew point difference Wet bulb temperature (°C)
Wind direction 10min Mean wind speed (kph) 10min Mean wind speed (Bft) Gusts, 10min (kph) Gusts, 10min (Bft) Gusts, 1h (kph) Gusts, 1h (Bft) Gusts, 3h (kph) Gusts, 3h (Bft) Gusts, 6h (kph) Gusts, 6h (Bft)
Sunshine duration, 1h (min) sunshine hours Global radiation, 1std (KJ/m²/h) Global radiation (J/cm²/day) Height of clouds above station Cloud coverage (%) Cloud coverage Cloud type, low clouds Cloud type, middle clouds Cloud type, high clouds
Precipitation, 1h (mm) Precipitation, 3h (mm) Precipitation, 6h (mm) Precipitation, 12h (mm) Precipitation, 24h (mm) Snow depth (cm) Snow depth, daily
Oceans and lakes
Water temperature (°C) Wave heights (m)
2021 2020 2019 2018 2017 2016 2015 2014 2013 2012 2011 2010 2009 2008 2007 2006 2005 2004 2003 2002 2001 2000 1999 1998 1997 1996 1995 1994 1993 1992 1991 1990 1989 1988 1987 1986 1985 1984 1983 1982 1981 1980 1979 1978 1977 1976 1975 1974 1973 1972 1971 1970 1969 1968 1967 1966 1965 1964 1963 1962 1961 1960 1959 1958 1957 1956 1955 1954 1953 1952 1951 1950 1949 1948 1947 1946 1945 1944 1943 1942 1941 1940 1939 1938 1937 1936 1935 1934 1933 1932 1931 1930 1929 1928 1927 1926 1925 1924 1923 1922 1921 1920
06:00am 05:00am 04:00am 03:00am 02:00am 01:00am 12:00am
Thu 01/21/2021, 06:00am CET
France, 764 stations within this area
Wet bulb temperature (°C)
Data España: AEMet
This map displays the wet bulb temperature observed at a given time. The wet bulb temperature is the temperature that would be observed if the air became saturated. When precipitation falls into a dry airmass, it evaporates, thus changing phase from a liquid or a solid (depending on the season) to a gas. This phase change requires heat from the atmosphere and when that heat is removed, the air gets colder.


Sympathy Flowers in Winnipeg and the surrounding area. Dragonfly Flowers can help you send a warm message to the recipient at the home or to the funeral service. We deliver to all funeral homes in Winnipeg, and deliver flowers to most funeral homes in the surrounding areas.
The flowers, according to family that was at the funeral said that they were the prettiest ones there.... Thank you so much for doing such a wonderful job, and very prompt too.


text:
Q: Order of evaluation of arguments using std::cout Hi all I stumbled upon this piece of code today and I am confused as to what exactly happens and more particular in what order :
Code :
#include <iostream>

bool foo(double & m)
{
    m = 1.0;
    return true;
}

int main()
{
    double test = 0.0;
    std::cout << "Value of test is : \t" << test << "\tReturn value of function is : " << foo(test) <<  "\tValue of test : " << test << std::endl;
    return 0;
}

The output is :
Value of test is :      1       Return value of function is : 1 Value of test : 0

Seeing this I would assume that somehow the right most argument is printed before the call to the function. So this is right to left evaluation?? During debugging though it seems that the function is called prior to the output which is what I would expect. I am using Win7 and MSVS 2010. Any help is appreciated!

A: The order of evaluation is unspecified, see http://en.wikipedia.org/wiki/Sequence_point
This is the same situation as the example with the operator+ example:

Consider two functions f() and g(). In C and C++, the + operator is not associated with a sequence point, and therefore in the expression f()+g() it is possible that either f() or g() will be executed first.

A: The evaluation order of elements in an expression is unspecified (except some very particular cases, such as the && and || operators and the ternary operator, which introduce sequence points); so, it's not guaranteed that test will be evaluated before or after foo(test) (which modifies it).
If your code relies on a particular order of evaluation the simplest method to obtain it is to split your expression in several separated statements.

A: The answer to this question changed in C++17.
Evaluation of overloaded operators are now sequenced in the same way as for built-in operators (C++17 [over.match.oper]/2).
Furthermore, the <<, >> and subscripting operators now have the left operand sequenced before the right, and the postfix-expression of a function call is sequenced before evaluation of the arguments.
(The other binary operators retain their previous sequencing, e.g. + is still unsequenced).
So the code in the question must now output Value of test is :      0       Return value of function is : 1 Value of test : 1.  But the advice "Don't do this" is still reasonable, given that it will take some time for everybody to update to C++17.

A: Order of evaluation is unspecified.  It is not left-to-right, right-to-left, or anything else.
Don't do this.

A: the c++ reference explains very well why that should never be done (is causing an UB or undefined behaviour)
https://en.cppreference.com/w/cpp/language/operator_incdec
#include <iostream>

int main()
{
    int n1 = 1;
    int n2 = ++n1;
    int n3 = ++ ++n1;
    int n4 = n1++;
//  int n5 = n1++ ++;   // error
//  int n6 = n1 + ++n1; // undefined behavior
    std::cout << "n1 = " << n1 << '\n'
              << "n2 = " << n2 << '\n'
              << "n3 = " << n3 << '\n'
              << "n4 = " << n4 << '\n';
}

Notes
Because of the side-effects involved, built-in increment and decrement
  operators must be used with care to avoid undefined behavior due to
  violations of sequencing rules.

and in the section related to sequencing rules you can read the following:
Undefined behavior:
1) If a side effect on a scalar object is unsequenced relative to another side effect on the same scalar object, the behavior is undefined.
i = ++i + 2;       // undefined behavior until C++11
i = i++ + 2;       // undefined behavior until C++17
f(i = -2, i = -2); // undefined behavior until C++17
f(++i, ++i);       // undefined behavior until C++17, unspecified after C++17
i = ++i + i++;     // undefined behavior

2) If a side effect on a scalar object is unsequenced relative to a value computation using the value of the same scalar object, the behavior is undefined.
cout << i << i++; // undefined behavior until C++17
a[i] = i++;       // undefined behavior until C++17
n = ++i + i;      // undefined behavior


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Is there a way to replace a SQLite function with a PowerBASIC Macro?
Also trying to avoid any concatenations.
sql = "select Rowid ,LTRIM(Printf('%.2f',price*.01),'0') as Amount from parts limit 1"
Could use stringbuilder or JOIN$ an array of columns, but that wouldn't make the code easier to read.
This works, but looking for a better way.
sql = "select Rowid,@MONEY@ AS Amount from parts limit 1"
That's probably the way to go.
NB that LTRIM is not PowerBASIC's LTRIM function but SQLite's own ltrim() function.
To directly answer the question, yes, something like this?
macro mcolumns = "Rowid ,LTRIM(Printf('%.2f',price*.01),'0') as Amount"
s = "select " + $crlf + mcolumns + $crlf + "from parts" + $crlf + "limit 1"
That looks like a MACRO isn't needed.
$m = "Rowid ,LTRIM(Printf('%.2f',price*.01),'0') as Amount"
b "     Where TeamNo = 2));"
There is an ease-of-maintenance argument for storing queries in GLOBAL STRINGS or as #DEFINEd values, to avoid duplication, or more accurately, not-quite-duplication, in code.
Also for using macros to substitute alternatives into SELECT statements. For example, different ORDER BY clauses.
"     Where TeamNo = " + n + "));"
This makes the function easy to use with my original question, but does use concatenation.
It assumes money is saved as pennies.
MACRO money(column_name)= "LTRIM(Printf('%.2f'," + column_name + "*.01),'0')"
sql$ = "select rowid," + money("MyColumn") + " from parts limit 1"
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