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USS Maine entering Havana Harbor on 25 January 1898, where the ship would explode three weeks later. On the right is the old Morro Castle fortress | |
Career (US) | |
Name: | Maine |
Namesake: | State of Maine |
Ordered: | 3 August 1886 |
Builder: | New York Naval Shipyard, Brooklyn, New York |
Cost: | $4,677,788.75 |
Laid down: | 17 October 1888 |
Launched: | 18 November 1890 |
Sponsored by: | Alice Tracy Wilmerding |
Commissioned: | 17 September 1895 |
Fate: | Sunk by mysterious explosion in Havana Harbor, Havana, Cuba, 15 February 1898 |
Status: | Remains scuttled in the Strait of Florida, 16 March 1912 |
General characteristics | |
Type: | Armored cruiser or 2nd-class battleship |
Displacement: | 6,682 long tons (6,789 t) |
Length: | 324 ft 4 in (98.9 m) |
Beam: | 57 ft (17.4 m) |
Draft: | 22 ft 6 in (6.9 m) |
Installed power: | 9,293 ihp (6,930 kW) |
Propulsion: |
Speed: | 16.45 kn (30.47 km/h; 18.93 mph) |
Range: | 6670km (3600nm) at 10 knots |
Complement: | 374 officers and men |
Armament: |
Armor: |
USS Maine entering Havana Harbor on 25 January 1898, where the ship would explode three weeks later. On the right is the old Morro Castle fortress | |
Career (US) | |
Name: | Maine |
Namesake: | State of Maine |
Ordered: | 3 August 1886 |
Builder: | New York Naval Shipyard, Brooklyn, New York |
Cost: | $4,677,788.75 |
Laid down: | 17 October 1888 |
Launched: | 18 November 1890 |
Sponsored by: | Alice Tracy Wilmerding |
Commissioned: | 17 September 1895 |
Fate: | Sunk by mysterious explosion in Havana Harbor, Havana, Cuba, 15 February 1898 |
Status: | Remains scuttled in the Strait of Florida, 16 March 1912 |
General characteristics | |
Type: | Armored cruiser or 2nd-class battleship |
Displacement: | 6,682 long tons (6,789 t) |
Length: | 324 ft 4 in (98.9 m) |
Beam: | 57 ft (17.4 m) |
Draft: | 22 ft 6 in (6.9 m) |
Installed power: | 9,293 ihp (6,930 kW) |
Propulsion: |
Speed: | 16.45 kn (30.47 km/h; 18.93 mph) |
Range: | 6670km (3600nm) at 10 knots |
Complement: | 374 officers and men |
Armament: |
Armor: |
USS Maine (ACR-1), commissioned in 1895, was the first U.S. Navy ship to be named after the state of Maine.[a][1] Originally classified as an armored cruiser, she was built in response to the Brazilian battleship Riachuelo and the increase of naval forces in Latin America. Maine and her near-sister ship Texas reflected the latest European naval developments, with the layout of her main armament resembling that of the British ironclad Inflexible and comparable Italian ships. Her two gun turrets were staggered en échelon, one sponsoned out on each side of the ship, with cutaways in the superstructure to allow both to fire ahead, astern or across her deck. She dispensed with full masts thanks to the increased reliability of steam engines by the time of her construction.
Despite these advances, the Maine was out of date by the time she entered service, due to her protracted construction period and changes in the role of ships of her type, naval tactics and technology. The general use of steel in warship construction precluded the use of ramming without danger to the attacking vessel. The potential for blast damage from firing end–on or cross–deck discouraged en échelon gun placement. The changing role of the armored cruiser from a small, heavily–armored substitute for the battleship to a fast, lightly–armored commerce raider also hastened her obsolescence. Despite these disadvantages, Maine was seen as an advance in American warship design.
The Maine is best known for her catastrophic loss in Havana Harbor on the evening of 15 February 1898. Sent to protect U.S. interests during the Cuban revolt against Spain, she exploded suddenly without warning and sank quickly, killing nearly three-quarters of her crew. The cause and responsibility for her sinking remained unclear after a board of inquiry. Nevertheless, popular opinion in the U.S., fanned by inflammatory articles printed in the "Yellow Press" by William Randolph Hearst and Joseph Pulitzer, blamed Spain. The phrase "Remember the Maine, to Hell with Spain!" became a rallying cry for action, which came with the Spanish-American War later that year. While the sinking of the Maine was not a direct cause for action, it served as a catalyst, accelerating the approach to a diplomatic impasse between the U.S. and Spain.
The cause of the Maine's sinking remains the subject of speculation. Suggestions have included an undetected fire in one of her coal bunkers, a naval mine and her deliberate sinking to drive the U.S. into a war with Spain.
The delivery of the Brazilian battleship Riachuelo in 1883 and the acquisition of other modern armored warships from Europe by Brazil, Argentina and Chile shortly afterwards alarmed the United States government, as the Brazilian Navy was now the most powerful in the Americas.[2] The Chairman of the House Naval Affairs Committee, Hilary A. Herbert, stated to Congress: "if all this old navy of ours were drawn up in battle array in mid-ocean and confronted by the Riachuelo it is doubtful whether a single vessel bearing the American flag would get into port."[3] These developments helped bring to a head a series of discussions that had been taking place at the Naval Advisory Board since 1881. The Board knew at that time that the U.S. Navy could not challenge any major European fleet; at best, it could wear down an opponent's merchant fleet and hope to make some progress through general attrition there. Moreover, projecting naval force abroad through the use of battleships ran counter to the government policy of isolationism. While some on the Board supported a strict policy of commerce raiding, others argued it would be ineffective against the potential threat of enemy battleships stationed near the American coast. The two sides remained essentially deadlocked until the Riachuelo manifested.[4]
The Board, now confronted with the concrete possibility of hostile warships operating off the American coast, began planning for ships to protect it in 1884. The ships would have to fit within existing docks and had to have a shallow draft to enable them to use all the major American ports and bases. Its maximum beam was similarly fixed and the board concluded that at a length of about 300 feet (91 m), the maximum displacement was thus about 7,000 tons. A year later the Bureau of Construction and Repair (C & R) presented two designs to Secretary of the Navy William Collins Whitney, one for a 7,500-ton battleship and one for a 5,000-ton armored cruiser. Whitney decided instead to ask Congress for two 6,000-ton warships and they were authorized in August 1886. A design contest was held, asking naval architects to submit designs for the two ships: armored cruiser Maine and battleship Texas. It was specified that Maine had to have a speed of 17 knots (31 km/h; 20 mph), a ram bow, double bottom, and be able to carry two torpedo boats. Her armament was specified as: four 10-inch (254 mm) guns, six 6-inch (152 mm) guns, various light weapons, and six torpedo tubes. It was specifically stated that the main guns "must afford heavy bow and stern fire."[5] Armor thickness and many details were also defined. Specifications for Texas were similar, but demanded a main battery of two 12-inch (305 mm) guns and slightly thicker armor.[6]
The winning design for the Maine was from Theodore D. Wilson, who served as chief constructor for C & R and was a member on the Naval Advisory Board in 1881. He had designed a number of other warships for the Navy.[7] The winning design for the Texas was from a British designer, William John, who was working for the Barrow Shipbuilding Company at that time. Both designs resembled the Brazilian battleship Riachuelo, having the main gun turrets sponsoned out over the sides of the ship and echeloned.[8] The winning design for the Maine, though conservative and inferior to other contenders, may have received special consideration due to a requirement that one of the two new ships be American–designed.[9]
Congress authorized construction of Maine on 3 August 1886, and her keel was laid down on 17 October 1888, at the Brooklyn Navy Yard. She was the largest vessel built in a U.S. Navy yard up to that time.[10]
Maine's building time of nine years was unusually protracted, due to the limits of U.S. industry at the time. (The delivery of her armored plating took three years). A fire in the yard's drafting room, where Maine's working set of blueprints were stored, caused further delay. In those nine years, naval tactics and technology changed radically and left Maine's actual role in the navy ill–defined. At the time she was laid down, armored cruisers such as Maine, were intended to serve as small battleships on overseas service and were built with heavy belt armor. Great Britain, France and Russia had constructed such ships to serve this purpose and sold others of this type, including the Riachuelo, to second–rate navies. Within a decade, this role had changed to commerce raiding, for which fast, long–range vessels, with only limited armor protection, were needed. The advent of lightweight armor, such as Harvey steel, made this transformation possible.[11]
As a result of these changing priorities, Maine was caught between two separate positions and could not perform either one adequately. She lacked both the armor and firepower to serve as a ship–of–the–line against enemy battleships and the speed to serve as a cruiser. Nevertheless, she was still expected to fulfill more than one tactical function.[12] In addition, because of the potential of a warship sustaining blast damage to herself from cross–deck and end–on fire, Maine's main–gun arrangement was obsolete by the time she entered service.[8]
Maine was 324 feet 4 inches (98.9 m) long overall, with a beam of 57 feet (17.4 m), a maximum draft of 22 feet 6 inches (6.9 m) and a displacement of 6,682 long tons (6,789.2 t).[13] She was divided into 214 watertight compartments,[14] with a centerline longitudinal watertight bulkhead separating the engines and a double bottom which covered the hull only from the foremast to the aft end of the armored citadel, a distance of 196 feet (59.7 m). She had a metacentric height of 3.45 feet (1.1 m) as designed and was fitted with a ram bow.[15]
Maine's hull was long and narrow, more like a cruiser than that of Texas, which was wide–beamed. Normally, this would have made Maine the faster ship of the two. However, Maine's weight distribution was not well–balanced and this slowed her considerably. Her main turrets, awkwardly situated on a cut–away gundeck, were nearly awash in bad weather. Because they were mounted closer to the ends of the ship, away from its center of gravity, Maine was also prone to greater motion in heavy seas. While she and Texas were both considered seaworthy, the latter's high hull and guns mounted on her main deck made her the drier ship.[16]
The two main gun turrets were sponsoned out over the sides of the ship and echeloned to allow both to fire fore and aft. This met the demand at the time of Maine's design for heavy end-on fire in a ship–to–ship encounter, tactics for which involved ramming the enemy vessel. When approaching the enemy on a ramming course, having all guns trained, end–on, would theoretically allow the maximum firepower to be brought to bear and thus the potential for inflicting the greatest amount of damage.[8] The wisdom of this tactic was purely theoretical, at the time it was implemented. The practice of en echelon mounting began with Italian battleships designed in the 1870s by Benedetto Brin and followed by the British Navy with HMS Inflexible, which was laid down in 1874, launched two years later, but not commissioned until October 1881.[17]
Maine's main armament layout limited her ability for broadside fire, a key factor when using a line of battle tactic. To allow for, at least, partial broadside fire, the superstructure was separated into three structures. This would technically allow both turrets to fire across the ship's deck (cross–deck fire), between the sections. However, this ability was still significantly limited as the superstructure restricted each turret's arc of fire.[5]
This plan and profile view show the Maine with eight six pounder guns (one is not seen on the port part of the bridge but that is due to the bridge being cut away in the drawing). Another early published plan shows the same. In both cases the photographs show a single extreme bow mounted six pounder. However, careful examination of Maine photographs confirm that the Maine did not carry that gun. The Maine's armament set up in the bow was not identical to the stern which had a single six pounder mounted at extreme aft of the vessel. The Maine carried two six pounders forward, two on the bridge and three on the stern section, all one level above the abbreviated gun deck that permitted the ten-inch guns to fire across the deck. The six pounders located in the bow were position more forward than the pair mounted aft which necessitated the far aft single six pounder.
Maine was the first U.S. capital ship to have its power plant given as high a priority as its fighting strength.[18] Her machinery, built by the N. F. Palmer Jr. & Company's Quintard Iron Works of New York,[19] was the first designed under the direct supervision of Arctic explorer and soon–to–be Commodore George Wallace Melville for a major ship.[20] She had two inverted vertical triple-expansion steam engines, mounted in watertight compartments and separated by a fore–to–aft bulkhead, with a total designed output of 9,293 indicated horsepower (6,930 kW). The diameter of cylinders were 35.5 inches (900 mm) (high–pressure), 57 inches (1,400 mm) (intermediate–pressure) and 88 inches (2,200 mm) (low–pressure). Stroke for all three pistons was 36 inches (910 mm).[14]
Mounting Maine's engines, with the cylinders in vertical mode, was a departure from conventional practice. Previous ships had had their engines mounted in horizontal mode, so that they would be completely protected below the waterline. Melville, who believed a ship's engines needed ample room and any exposed parts protected by an armored deck, rejected this, in favor of the greater efficiency, lower maintenance costs and higher speed that vertical mode offered.[21][22] Also, the engines were constructed with the high–pressure cylinder aft and the low–pressure cylinder forward. This was done, according to the ship's chief engineer, A. W. Morley, so the low–pressure cylinder could be disconnected when the ship was under low power; which would allow the high and intermediate–power cylinders to be run together as a compound engine for economical running.[clarification needed]
Eight single-ended Scotch marine boilers provided steam to the engines at a working pressure of 135 pounds per square inch (930 kPa; 9.5 kgf/cm2) at a temperature 364 °F (184 °C). On trials, she reached a speed of 16.45 knots (30.47 km/h; 18.93 mph), failing to meet her contract speed of 17 knots (31 km/h; 20 mph). She carried a maximum load of 896 long tons (910 t) of coal[23] in 20 bunkers, 10 on each side, which extended below the protective deck. Wing bunkers at each end of each fire room extended inboard to the front of the boilers.[14] This was actually a very low capacity for a ship of Maine's rating, which limited her time at sea and her ability to run at flank speed, when coal consumption increased dramatically. Maine's overhanging main turrets also prevented coaling at sea, except in the calmest of waters; otherwise, the potential for damage to a collier, herself or both vessels was extremely great.
Maine also carried two small dynamos to power her searchlights and provide interior lighting.[24]
Maine was designed initially with a three-mast barque rig for auxiliary propulsion, in case of engine failure and to aid long–range cruising.[25] This arrangement was to be limited to "two–thirds" of full sail power, the latter determined by a ship's tonnage and immersed cross–section.[26] The mizzen mast was removed in 1892, after the ship had been launched, but before her completion.[25] Maine was completed with a two-mast military rig and the ship never spread any canvas.[27]
Maine 's main armament consisted of four 10-inch (254 mm)/35 cal Mark II guns, which had a maximum elevation of 15° and could depress to −3°. 90 rounds per gun were carried. The ten-inch guns fired a 520 pounds (236 kg) shell at a muzzle velocity of 2,000 feet per second (610 m/s) to a range of 20,000 yards (18,000 m) at maximum elevation.[28] These guns were mounted in twin hydraulically powered turrets, the fore turret sponsoned to starboard and the aft turret sponsoned to port.[2]
The 10" guns were to be mounted in open barbettes initially (the C & R proposal blueprint shows them as such). During Maine's extended construction, the development of rapid–fire intermediate–caliber guns, which could fire high–explosive shells, became a serious threat and the Navy redesigned Maine with enclosed turrets. Because of the corresponding weight increase, the turrets were mounted one deck lower than planned originally.[27][29] Even with this modification, the main guns were high enough to fire unobstructed for 180° on one side and 64° on the other side.[14] They could also be loaded at any angle of train; initially the main guns of Texas, by comparison, with external rammers, could be loaded only when trained on the centerline or directly abeam, a common feature in battleships built before 1890.[8] However by 1897 the Texas' turrets had been modified with internal rammers to permit much faster reloading.
The en echelon arrangement proved problematic. Because Maine's turrets were not counterbalanced, she heeled over if both were pointed in the same direction, which reduced the range of the guns. Also, cross–deck firing damaged her deck and superstructure significantly due to vacuum from passing shells.[30] Because of this and the potential for undue hull stress if the main guns were fired end–on, the en echelon arrangement was not used in U.S. Navy design after Maine and Texas.[8][30]
The six 6-inch (152 mm) guns were mounted in casemates in the hull, two each at the bow and stern and the last two amidships.[19] Data is lacking, but they could probably depress to −7° and elevate to +12°. They fired shells that weighed 105 pounds (48 kg) with a muzzle velocity of about 1,950 feet per second (590 m/s). They had a maximum range of 9,000 yards (8,200 m) at maximum elevation.[31]
The anti-torpedo boat armament consisted of seven 57-millimeter (2.2 in) Driggs-Schroeder six-pounder guns mounted on the superstructure deck.[19] They fired a shell weighing about 6 lb (2.7 kg) at a muzzle velocity of about 1,765 feet per second (538 m/s) at a rate of 20 rounds per minute to a maximum range of 8,700 yards (7,955 m).[32] The lighter armament comprised four each 37-millimeter (1.5 in) Hotchkiss and Driggs-Schroeder one-pounder guns. Four of these were mounted on the superstructure deck, two were mounted in small casemates at the extreme stern and one was mounted in each fighting top.[19] They fired a shell weighing about 1.1 pounds (0.50 kg) at a muzzle velocity of about 2,000 feet per second (610 m/s) at a rate of 30 rounds per minute to a range about 3,500 yards (3,200 m).[33]
Maine had four 18-inch (457 mm) above-water torpedo tubes, two on each broadside. In addition, she was designed to carry two 14.8 long tons (15.0 t) steam-powered torpedo boats, each with a single 14-inch (356 mm) torpedo tube and a one-pounder gun. Only one was built, but it had a top speed of only a little over 12 knots (22 km/h; 14 mph) so it was transferred to the Naval Torpedo Station at Newport, Rhode Island as a training craft.[b][34]
The main waterline belt, made of nickel steel, had a maximum thickness of 12 inches (305 mm) and tapered to 7 inches (178 mm) at its lower edge. It was 180 feet (54.9 m) long and covered the machinery spaces and the 10-inch magazines. It was 7 feet (2.1 m) high, of which 3 feet (0.9 m) was above the design waterline. It angled inwards for 17 feet (5.2 m) at each end, thinning to 8 inches (203 mm), to provide protection against raking fire. A 6-inch transverse bulkhead closed off the forward end of the armored citadel. The forward portion of the 2 inches (51 mm) thick protective deck ran from the bulkhead all the way to the bow and served to stiffen the ram. The deck sloped downwards to the sides, but its thickness increased to 3 inches (76 mm). The rear portion of the protective deck sloped downwards towards the stern, going below the waterline, to protect the propeller shafts and steering gear. The sides of the circular turrets were eight inches thick. The barbettes were twelve inches thick, with their lower portions reduced to ten inches. The conning tower had ten-inch walls. Its voicepipes and electrical leads were protected by an armored tube 4.5 inches (114 mm) thick.[35]
Two flaws emerged in Maine's protection, both being due to technological developments between her laying–down and her completion. The first was the lack of adequate topside armor to counter the effects of rapid–fire intermediate–caliber guns and high–explosive shells. This was a flaw she shared with Texas[30] The second was the use of nickel steel armor. Introduced in 1889, nickel steel was the first modern steel alloy armor and, with a figure of merit of 0.67, was an improvement over the 0.6 rating of mild steel used until then. Harvey steel and Krupp armors, which both appeared in 1893, had merit figures of between 0.9 and 1.2, giving them roughly twice the tensile strength of nickel steel. Although all three armors shared the same density (about 40 pounds per square foot), six inches of Krupp or Harvey steel gave the same protection as 10 inches of nickel. The weight thus saved could be applied either to additional hull structure and machinery or to achieving higher speed. The Navy would incorporate Harvey armor in the Indiana-class battleships, designed after Maine, but commissioned at roughly the same time.[36][37]
Maine was launched on 18 November 1889, sponsored by Alice Tracey Wilmerding, the granddaughter of Navy Secretary Benjamin F. Tracy. Not long afterwards, a reporter wrote for Marine Engineer and Naval Architect magazine, "It cannot be denied that the navy of the United States is making rapid strides towards taking a credible position among the navies of the world, and the launch of the new armoured battleship Maine from the Brooklyn Navy Yard ... has added a most powerful unit to the United States fleet of turret ships."[38] In his 1890 annual report to Congress, the Secretary of the Navy wrote, "The Maine ... stands in a class by herself" and expected the ship to be commissioned by July 1892.[10]
A three–year delay now ensued, while the shipyard waited for nickel steel plates for Maine's armor. Bethlehem Steel Company had promised the Navy 300 tons per month by December 1889 and had ordered heavy castings and forging presses from the British firm of Armstrong Whitworth in 1886 to fulfil its contract. This equipment did not arrive until 1889, pushing back Bethlehem's timetable. In response, Navy Secretary Benjamin Tracy secured a second contractor, the newly–expanded Homestead mill of Carnegie, Phipps & Company. In November 1890, Tracy and Andrew Carnegie signed a contract for Homestead to supply 6000 tons of nickel steel.[39] However, Homestead was, what author Paul Krause calls, "the last union stronghold in the steel mills of the Pittsburgh district." The mill had already weathered one strike in 1882 and a lockout in 1889 in an effort to break the union there. Less than two years later, came the Homestead Strike of 1892, one of the largest, most serious disputes in U.S. labor history.[40]
Maine was commissioned on 17 September 1895, under the command of Captain Arent S. Crowninshield.[41] On 5 November 1895, Maine steamed to Sandy Hook Bay, New Jersey. She anchored there two days, then proceeded to Newport, Rhode Island for fitting out and test firing of her torpedoes. After a trip, later that month, to Portland, Maine, she reported to the North Atlantic Squadron for operations, training manoeuvres and fleet exercises. Maine spent her active career with the North Atlantic Squadron, operating from Norfolk, Virginia along the East Coast of the United States and the Caribbean. On 10 April 1897, Captain Charles Dwight Sigsbee relieved Captain Crowninshield as commander of Maine.[42]
The ship's crew consisted of 355: 26 officers, 290 sailors, and 39 marines. Of these, there were 261 fatalities:
Of the 94 survivors, only 16 were uninjured.[43]
In January 1898, Maine was sent from Key West, Florida, to Havana, Cuba, to protect U.S. interests during the Cuban War of Independence. Three weeks later, at 21:40 on 15 February, an explosion on board Maine occurred in the Havana Harbor (coordinates: 23°08′07″N 82°20′38″W).[44] Later investigations revealed that more than 5 long tons (5.1 t) of powder charges for the vessel's six and ten-inch guns had detonated, obliterating the forward third of the ship.[45] The remaining wreckage rapidly settled to the bottom of the harbor. Most of Maine 's crew were sleeping or resting in the enlisted quarters, in the forward part of the ship, when the explosion occurred. In total 260[46] men lost their lives as a result of the explosion or shortly thereafter, and six[46] more died later from injuries. Captain Sigsbee and most of the officers survived, because their quarters were in the aft portion of the ship. Altogether, though, there were only 89 survivors, 18 of whom were officers.[47] On 21 March, the US Naval Court of Inquiry, in Key West, declared that a naval mine caused the explosion.[48]
The New York Journal and New York World, owned respectively by William Randolph Hearst and Joseph Pulitzer, gave the Maine intense press coverage, but employed tactics that would later be labeled "yellow journalism." Both papers exaggerated and distorted any information they could attain, sometimes even fabricating "news" when none that fitted their agenda was available. For a week following the sinking, the Journal devoted a daily average of eight and a half pages of news, editorials and pictures to the tragedy. Its editors sent a full team of reporters and artists to Havana, including Frederic Remington,[49] and Hearst announced a reward of $50,000 "for the conviction of the criminals who sent 258 American sailors to their deaths."[50] The World, while overall not as lurid or shrill in tone as the Journal, nevertheless indulged in similar theatrics, insisting continually that the Maine had been bombed or mined. Privately, Pulitzer believed that "nobody outside a lunatic asylum" really believed that Spain sanctioned the Maine's destruction. Nevertheless, this did not stop the World from insisting that the only "atonement" Spain could offer the U.S. for the loss of ship and life, was the granting of complete Cuban independence. Nor did it stop the paper from accusing Spain of "treachery, willingness, or laxness" for failing to ensure the safety of Havana Harbor.[51] The American public, already agitated over reported Spanish atrocities in Cuba, was driven to increased hysteria.[52]
The Maine's destruction did not result in an immediate declaration of war with Spain. However, the event created an atmosphere that virtually precluded a peaceful solution.[53] The Spanish–American War began in April 1898, two months after the sinking. Advocates of the war used the rallying cry, "Remember the Maine! To Hell with Spain!"[54][55][56][57][58] The episode focused national attention on the crisis in Cuba, but was not cited by the William McKinley administration as a casus belli, though it was cited by some hawks already inclined to go to war with Spain over perceived atrocities and loss of control in Cuba.[59][60]
In addition to the Inquiry commissioned by the Spanish Government to naval officers Del Peral and De Salas, two Naval Courts of Inquiry were ordered: The Sampson Board in 1898 and the Vreeland board in 1911. In 1976, Admiral Hyman G. Rickover commissioned a private investigation into the explosion, and the National Geographic Society did an investigation in 1999, using computer simulations. All investigations agreed that an explosion of the forward magazines caused the destruction of the ship, but different conclusions were reached as to how the magazines could have exploded.[60][61]
The Spanish inquiry, conducted by Del Peral and De Salas, collected evidence from officers of naval artillery, who had examined the remains of Maine. Del Peral and De Salas identified the spontaneous combustion of the coal bunker, located adjacent to the munition stores in the Maine, as the likely cause of the explosion, however the possibility of other combustibles causing the explosion such as paint or drier products was not discounted. Additional observations included that:
The conclusions of the report were not reported at that time by the American press.[62]
In order to find the cause of the explosion, a naval inquiry was ordered by the United States shortly after the incident, headed by Captain William T. Sampson. Ramón Blanco y Erenas, Spanish governor of Cuba, had proposed instead a joint Spanish-American investigation of the sinking.[63] Captain Sigsbee had written that "many Spanish officers, including representatives of General Blanco, now with us to express sympathy."[64] In a cable, the Spanish Minister of Colonies, Segismundo Moret, had advised Blanco "to gather every fact you can, to prove the Maine catastrophe cannot be attributed to us."[65]
According to Dana Wegner, who worked with U.S. Admiral Hyman G. Rickover on his 1974 investigation of the sinking, the Secretary of the Navy had the option of selecting a board of inquiry personally. Instead, he fell back on protocol and assigned the commander–in–chief of the North Atlantic Squadron to do so. The commander produced a list of junior line officers for the board. The fact that the officer proposed to be court president was junior to the captain of the Maine, Wegner writes, "would indicate either ignorance of Navy regulations or that, in the beginning, the board did not intend to examine the possibility that the ship was lost by accident and the negligence of her captain."[this quote needs a citation] Eventually, Navy regulations prevailed in leadership of the board; Captain Sampson being senior to Captain Sigsbee.[66]
The board arrived on 21 February and took testimony from survivors, witnesses and divers (who were sent down to investigate the wreck). The Sampson Board produced its findings in two parts: the proceedings, which consisted mainly of testimonies, and the findings, which were the facts, as determined by the court. Between the proceedings and the findings, there was, what Wegner calls, "a broad gap", where the court "left no record of the reasoning that carried it from the often–inconsistent witnesses to [its] conclusion." Another inconsistency, according to Wegner, was that of only one technical witness, Commander George Converse, from the Torpedo Station at Newport, Rhode Island. Captain Sampson read Commander Converse a hypothetical situation of a coal bunker fire igniting the reserve six–inch ammunition, with a resulting explosion sinking the ship. He then asked Commander Converse about the feasibility of such a scenario. Commander Converse "simply stated, without elaboration, that he could not realize such an event happening."[67]
The board concluded that Maine had been blown up by a mine, which, in turn, caused the explosion of her forward magazines. They reached this conclusion, based on the fact that the majority of witnesses stated that they had heard two explosions and that that part of the keel was bent inwards.[60] The official report from the board, which was presented to the Navy Department in Washington, D.C. on 21 March, specifically stated the following:
At frame 18 the vertical keel is broken in two and the flat keel is bent at an angle similar to the angle formed by the outside bottom plating. [...] In the opinion of the court, this effect could have been produced only by the explosion of a mine situated under the bottom of the ship at about frame 18, and somewhat on the port side of the ship." (part of the court's 5th finding)
"In the opinion of the court, the MAINE was destroyed by the explosion of a submarine mine, which caused the partial explosion of two or more of her forward magazines." (the court's 7th finding) and
"The court has been unable to obtain evidence fixing the responsibility for the destruction of the Maine upon any person or persons." (the court's 8th finding).[48]
In 1910, the decision was made to do a second Court of Inquiry. The reasons for this were the recovery of the bodies of the victims, so they could be buried in the United States and also a desire for a more thorough investigation. The fact that the Cuban government wanted the wreck removed from Havana Harbor might also have played a role: it at least offered the opportunity to examine the wreck in greater detail than had been possible in 1898, while simultaneously obliging the Cubans. Wegner suggests that the fact that this inquiry could be held without the pending risk of war, which had been the case in 1898, lent it the potential for greater objectivity than had been possible previously. Moreover, since several of the members of the 1910 board would be certified engineers, they would be better qualified to evaluate their findings than the line officers of the 1898 board had been.[68]
Beginning in December 1910, a cofferdam was built around the wreck and water was pumped out, exposing the wreck, by late 1911. Between 20 November and 2 December 1911, a court of inquiry headed by Rear Admiral Charles E. Vreeland inspected the wreck. They concluded that an external explosion had triggered the explosion of the magazines. However, this explosion was farther aft and lower powered than concluded by the Sampson Board. The Vreeland Board also found that the bending of frame 18 was caused by the explosion of the magazines, not by the external explosion.[60] After the investigation, the newly located dead were buried in Arlington National Cemetery and the hollow, intact portion of the hull of Maine was refloated and ceremoniously scuttled at sea on 16 March 1912.[69]
Admiral Hyman G. Rickover became intrigued with the disaster and began a private investigation, in 1974. Using information from the two official inquiries, newspapers, personal papers and information on the construction and ammunition of Maine, it was concluded that the explosion was not caused by a mine. Instead, spontaneous combustion of coal in the bunker, next to magazine, was speculated to be the most likely cause. Rickover published a book about this investigation, How the Battleship Maine Was Destroyed, in 1976.[70]
In the 2001 book Theodore Roosevelt, the U.S. Navy and the Spanish–American War, Wegner revisits the Rickover investigation and offers additional details. According to Wegner, Rickover inquired with naval historians, at the Energy Research and Development Agency, about the Maine, after reading an article in the Washington Star-News in which its author, John M. Taylor, claimed the U.S. Navy "made little use of its technically trained officers during its investigation of the tragedy." The historians, then working with the admiral on a study of the U.S. navy's nuclear propulsion program, said they knew no details on the Maine sinking. When Rickover asked whether they could investigate the matter, the historians, now intrigued, agreed. Knowing of Rickover's "insistence on thoroughness," Wegner says, all relevant documents were obtained and studied. These included the ship's plans and weekly reports of the unwatering of the Maine, in 1912, by the chief engineer for the project, William Furgueson. These reports included numerous photos, annotated by Furgueson with frame and strake numbers on corresponding parts of the wreckage. Two experts on naval demolitions and ship explosions were brought in. Since the photos showed "no plausible evidence of penetration from the outside," they believed the explosion originated inside the ship.[71]
Wegner suggests that a combination of naval ship design, and a change in the type of coal used to fuel naval ships, might have facilitated the explosion postulated by the Rickover study. Up to the time of the Maine's building, he explains, common bulkheads separated coal bunkers from ammunition lockers and American naval ships burned primarily smokeless anthracite coal. With an increase in the number of steel ships, the U.S. Navy switched to bituminous coal, which burned at a hotter temperature than anthracite coal, and allowed ships to steam faster. However, Wegner explains, while anthracite coal was not subject to spontaneous combustion, bituminous coal was considerably more volatile. In fact, bituminous coal is known for releasing the largest amounts of firedamp, a dangerous and explosive mixture of gases. Firedamp is explosive at concentrations between 4% and 16%, with most violence at around 10%. A number of bunker fires had, in fact, been reported aboard U.S. warships before the Maine's explosion, in several cases nearly sinking the ships. Wegner also cites a 1997 heat transfer study which concluded that a coal bunker fire, of the type suggested by Rickover, could have taken place and ignited the ship's ammunition.[72]
In 1998, National Geographic magazine commissioned an analysis by Advanced Marine Enterprises (AME). This investigation, done to commemorate the centennial of the sinking of USS Maine, was based on computer modeling, a technique unavailable for previous investigations. The conclusions reached were inconclusive. National Geographic reported that "a fire in the coal bunker could have generated sufficient heat to touch off an explosion in the adjacent magazine [but] on the other hand, computer analysis also shows that even a small, handmade mine could have penetrated the ship's hull and set off explosions within."[73] The AME investigation, however, did note that "the size and location of the soil depression beneath the Maine 'is more readily explained by a mine explosion than by magazine explosions alone'".[61] The team noted that this was not "definitive in proving that a mine was the cause of the sinking" although it did "strengthen the case".[61]
Some experts, including Admiral Rickover's team and several analysts at AME, do not agree with the conclusion.[61] Wegner claims that technical opinion among the Geographic team was divided between its younger members, who focused on computer modeling results, and its older ones, who weighed their inspection of photos of the wreck with their own experience. He adds that the data AME used for its findings were flawed concerning the Maine's design and ammunition storage. Wegner was also critical of the fact that participants in the Rickover study were not consulted until AME's analysis was essentially complete, far too late to confirm the veracity of data being used or engage in any other meaningful cooperation.[74]
In 2002, The History Channel produced an episode of the 'Unsolved History' documentaries titled 'Death of the U.S.S. Maine' that utilized pictures, naval experts, and archival information to determine the cause of the explosion. The conclusion was that a coal bunker fire caused the explosion, and a weakness or gap was identified in the bulkhead separating the coal and powder bunkers, which allowed the fire to spread from the coal bunker to the powder bunker.
It has been suggested by some that the sinking was a false flag operation conducted by the U.S. This is the official view in Cuba. Cuban officials argue that the U.S. may have deliberately sunk the ship to create a pretext for military action against Spain. The wording on the Maine monument in Havana describes Maine 's sailors as "victims sacrificed to the imperialist greed in its fervor to seize control of Cuba",[75] which "alludes to the theory that U.S. agents deliberately blew up their own ship to create a pretext for declaring war on Spain".[76]
Eliades Acosta, a prominent Cuban historian, head of the Cuban Communist Party's Committee on Culture and former director of the Jose Marti National Library in Havana, offered the standard Cuban interpretation of the sinking of the Maine: that the United States itself probably did it, in an interview to The New York Times. But Dr. Acosta adds that "Americans died for the freedom of Cuba, and that should be recognized. But others wanted to annex Cuba, and that should be criticized. If relations with the United States improve, all these things can be re-examined more fairly".[77] This claim has also been made in Russia. Mikhail Khazin, a Russian economist who once ran the cultural section at Komsomolskaya Pravda, speaking in a 2008 Pravda interview of the need in troubled times to change the psychology of society, to unite it, said that "the Americans blew up their own battleship Maine."[78]
Operation Northwoods was a series of proposals prepared for the Joint Chiefs of Staff in 1962, setting out a number of proposed false flag operations that could be blamed on the Cuban Communists in order to rally support against them.[79][80] One of these suggested that a U.S. Navy ship be blown up in Guantanamo Bay deliberately. In an echo of the yellow press headlines of the earlier period, the specific phrase "A 'Remember the Maine' incident" was used.[80][81]
For several years, Maine was left where she sank in Havana Harbor, although it was evident she would have to be removed sometime. Maine took up valuable space and the buildup of silt around her hull threatened to create a shoal. In addition, various patriotic groups wanted mementos of the ship. On 9 May 1910, Congress authorized funds for the removal of Maine, the proper interment in Arlington National Cemetery of the estimated 70 bodies still inside, and the removal and transport of the main mast to Arlington. Congress did not demand a new investigation into the sinking at that time.[82]
The Army Corps of Engineers built a cofferdam around Maine and pumped water out from inside it. By 30 June 1911, Maine's main deck was exposed. The ship forward of Frame 41 was entirely destroyed; a twisted mass of steel out of line with the rest of the hull, all that was left of the bow, bore no resemblance to a ship. The rest of the wreck was badly corroded. Army engineers dismantled the damaged superstructure and decks, which were then dumped at sea. About halfway between bow and stern, they built a concrete and wooden bulkhead to seal the after-section, then cut away what was left of the forward portion. Holes were cut in the bottom of the after-section, through which jets of water were pumped, to break the mud seal holding the ship, then plugged, with flood cocks, which would later be used for sinking the ship.[83]
On 13 February 1912, the engineers let water back into the interior of the cofferdam. Three days later, the interior of the cofferdam was full and Maine floated. Two days after that, Maine was towed out by the tug Osceola. The bodies of her crew were then removed to the armored cruiser North Carolina for repatriation. On 16 March, Maine was towed four miles from the Cuban coast by Osceola, escorted by North Carolina and the light cruiser Birmingham. Her sea cocks were opened and she sank in 600 fathoms (3,600 ft; 1,100 m) of water to the salutes of Birmingham and North Carolina.[84][85] During the salvage, remains of 66 more were found, of whom only one (an engineering officer) was identified and returned to his home town; the rest were reburied at Arlington Cemetery making a total of 229 buried there.[86]
In 2000, the wreck of the USS Maine was rediscovered by Advanced Digital Communications, a Toronto-based expedition company in about 3,770 feet (1,150 m) of water roughly 3 miles (4.8 km) northeast of Havana Harbor. The company had been working with Cuban scientists and oceanographers from the University of South Florida College of Marine Science on testing underwater exploration technology. The ship had been discovered east of where it was believed the ship had been scuttled; according to the researchers, during the sinking ceremony and the time it took the wreck to founder, currents pushed the Maine east until it came to rest at its present location. Before the team identified the site as the Maine, they referred to the location as the "square" due to its unique shape, and at first they did not believe it was the ship, due to its unexpected location. The site was explored via a ROV. According to Dr. Frank Muller-Karger, the hull was not oxidized and the crew could "see all of its structural parts".[87] The expedition was able to identify the ship due to the doors and hatches on the wreck, as well as the anchor chain, the shape of the propellers, and the holes where the bow was cut off. Due to the 1912 raising of the ship, the wreck was completely missing its bow; this tell-tale feature was instrumental in identifying the ship. The team also located a boiler near by, and a debris field of coal.[87]
In February 1898, the recovered bodies of sailors who died on Maine were interred in the Colon Cemetery, Havana. Some injured sailors were sent to hospitals in Havana and Key West, Florida. Those who died in hospitals were buried in Key West. In December 1899, the bodies in Havana were disinterred and brought back to the United States for burial at Arlington National Cemetery.[88] In 1915, President Woodrow Wilson dedicated the USS Maine Mast Memorial to those who died. The memorial includes the ship's main mast. Roughly 165 were buried at Arlington—although the remains of one sailor were exhumed for his home town. Of the rest, only 62 were known.[86] Nine bodies were never recovered and 19 crewmen, several unidentified, are buried in Key West Cemetery under a statue of a U.S. sailor holding an oar.[c]
The Cuban Friendship Urn on Ohio Drive, Southwest, Washington, D.C., East Potomac Park.
The explosion-bent fore mast of Maine is located at the United States Naval Academy at Annapolis, Maryland,[89] causing a traditional in-joke among midshipmen that Maine, with its main mast in Arlington National Cemetery (Northern Virginia) and its fore mast in Annapolis, is the "longest ship in the Navy".[90]
In 1926, the Cuban government erected a memorial to the victims of Maine on the Malecon, near the Hotel Nacional, to commemorate United States assistance in acquiring Cuban independence from Spain. The memorial was damaged by crowds, following the Bay of Pigs Invasion in 1961, and the eagle on top was broken and removed.[91] The Communist government then added its own inscription blaming "imperialist voracity in its eagerness to seize the island of Cuba" for the Maine disaster.[91][92] The monument was cleaned and restored in 2013. However, the eagle's head was retained by the U.S. Interests Section in Havana, and the body by the city's museum.[93]
Memorial plaque by Charles Keck, USS Maine Memorial
Sculpture group by Attilio Piccirilli at USS Maine Memorial
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All this talk of mixing pills and booze has got me thinking about one of my favorite trashy novelists, Jacqueline Susann, a writer who has seemed to escape the attention of many modern women (well, at least every other woman at The Frisky). Susann is best known for penning "Valley of the Dolls", loosely based on her own life (it also spawned a terrible movie and a short-lived TV series), but she also wrote two other books that sit on my nightstand — "Once Is Not Enough" and "The Love Machine". I'm not going to pretend like all three aren't basically the exact same book, about a group of female friends who drink, do drugs, and have sex during the '60s — Susann was definitely a one-trick pony, but she was good at all that debauchery. I decided to read up on some facts about the original trashy beach read writer — all the scandalous info, after the jump… Keep reading »
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on January 19, 2012GREENVILLE, S.C. I suspect that all or a very great part of hell is about to break loose again. The decision by the Obama administration to scuttle (for the moment) the Keystone XL pipeline for good already has been responsible for the birthing of many public cows among the president's Republican opponents. Chief among them was N. Leroy Gingrich who, at a campaign stop in Easley last night, said that the president had made this decision in order to "appease radical environmental activists from San Francisco," as though the whole thing was delayed by four guys in evening gowns from the Castro. This, of course, ignores the reality of the opposition to the pipeline in Nebraska, where a whole lot of people in overalls, and a goodly portion of the state's famous unicameral legislature, didn't want to rush a project through the Ogallala aquifer that might have had them selling their drinking water to Hendricks Motorsports for fuel before the 2016 Daytona 500.
This was an act of authentic political courage. The Republicans have turned the pipeline into an idiotic campaign litmus test and hung a ridiculously short deadline on the approval process, a deadline that nobody directly affected by the project thought was in any way adequate, and attaching it to the extension of the payroll tax cut. It is going to be a very big tin drum for them to bang on over the next six months. It is going to take every ounce of the president's legendary powers of public persuasion to win the push back. He's going to need more than Newt Gingrich's imaginary San Franciscans to win it.
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text: | Seanad Éireann - Volume 154 - 01 April, 1998 Adjournment Matter. - Royal Colleges of Surgeons and Physicians. Dr. Henry Dr. Henry Dr. Henry: I thank the Minister for Marine and Natural Resources for taking this matter. I always seem to strike on evenings when the Minister for Health and Children is busy. The Minister for the Marine and Natural Resources is either the fourth or fifth Minister who has taken matters I have raised on the adjournment in place of the Minister for Health and Children, who always seems to be otherwise occupied. I wrote to the Minister for Health and Children in respect of this matter a month ago. I received a holding letter from him but no further information. A problem has arisen for medical practitioners regarding equivalence of postgraduate diplomas from the Royal Colleges of Surgeons and Physicians in Ireland with those in the United Kingdom as a result of the December 1997 amendment regulations to the European Specialist Medical Qualifications Order, 1995, and its interpretation by the specialist training authority of the medical royal colleges in the United Kingdom. The amended order contains transitional provisions to enable doctors in non-training grade posts to be considered for inclusion in the United Kingdom specialist register. The new paragraphs, which have the effect of allowing experience to be considered in addition to training, have been inserted into Article 12 of the European Specialist Medical Qualification, 1995 (part V — Transitional Provisions, Existing Specialists), paragraph (2)(c)(ii), which requires certain applicants who wish to have their name included in the specialist register to have "qualifications awarded in the United Kingdom". It is here that difficulties for those with post-graduate diplomas from the Royal Colleges in Ireland begin. 1432 [1432] In its interpretation of the UK statutory instrument, the specialist training authority, in its general information sheet revised in January 1998, sets out the requirements they will use to consider doctors in non-training grade posts for inclusion in the specialist register. These are detailed, on pages 5 and 6 of the information sheet, in Article 9 which allows national health service consultants in post before 1997, doctors "accredited" as trained before 12 January 1996 and any others "whose UK training was completed to the standard required in the UK at the time" to be considered for inclusion in the register. Article 9, importantly, has a fourth paragraph which confirms that the specialist training authority, in any assessment for specialist registration of experience gained by doctors in non-training grade posts, will exclusively consider only those doctors "who have UK qualifications awarded". Considerable confusion has resulted from the fact that the wording of the term "UK qualifications awarded" in the specialist training authority's information sheet is not the same as that in the 1995 order, which refers to "qualifications awarded in the UK". Such qualifications could include Membership of the Royal College of Physicians in Ireland which is awarded in Belfast, because the college has conducted examinations in that city since 1993 as part of its attempts to improve North-South co-operation. The phrase "qualifications in the UK", excludes Membership of the Royal College of Physicians (UK) which is awarded in Hong Kong, Malaysia, etc. That is another matter, but worse is to come. In annex C on page 9 of the information sheet the requirements which the specialist training authority will seek for recommending an entry in the specialist register are listed. The term "UK qualifications" is further defined in this annex as a "UK postgraduate specialist medical qualification (obtained by formal assessment or examination)". In the sentence which follows it is stated that "Irish Qualifications" are dismissed and excluded as follows: "Holders of only Fellowships or Membership of the Irish Colleges (or specialist qualifications from other EEA Member States and overseas Countries) will not qualify as these cannot be regarded as a UK qualification". This is hardly evidence of "parity of esteem" and it takes no account of the equivalence which has existed for centuries between the colleges. The direct effect of the United Kingdom legislation and its interpretation by the specialist training authority has been to disallow from registration as specialists in the UK a small number of doctors in non-training grade posts who have not been previous national health service consultants, accredited as trained prior to 1996 by the relevant college in the UK, whose training has not been completed in the UK or who "only" hold Irish post-graduate qualifications. I accept that these people cannot become specialists but their qualifications are suitable for them to join the ranks of ordinary doctors who ably support the United Kingdom's national health service. 1433 [1433] Doctors with Irish qualifications who understood at the time that their diploma was equivalent — as it was, and still is, with regard to entry into higher specialist training — are particularly puzzled. These doctors have been informed that one solution would be for them to sit an equivalent UK examination. Though this is theoretically possible, it is not a practical proposition at this late stage in their career. The only other route would be for them to compete with others for a position as a specialist registrar and then undertake several years of higher specialist training in the UK. The small number of doctors directly affected represent a large constituency of non-UK and non-EU doctors who have for many years been encouraged to provide service support in hospitals in the United Kingdom and Ireland. Independently, and through the British Medical Association, these doctors have been drawing attention to their perception of injustices and deception brought about by these new arrangements. Of equal or even greater significance to us is the perception that Irish qualifications are not of equal value in other contexts. This is despite the fact that the Royal College of Physicians is governed by its second charter, the William and Mary Charter of 1692 — its first charter was granted in 1667 by Charles II — and the Charter of the College of Surgeons, dating from the 1780s, is of almost equal antiquity. The college was in existence long before the Act of Union, not to mention Partition. The competent authorities in the UK have the duty to protect the UK register of specialists from entry by inadequately trained specialists, but surely this must be done in the context and spirit of the EU directive. Very delicate negotiations are taking place in Ireland and the UK regarding the establishment of special North-South as well as east-west bodies, which must be to some extent beyond present EU considerations. Health is an area stressed by members of the British and Irish Governments as one where co-operation should be promoted. As a member of the Forum for Peace and Reconciliation I organised a session on this subject. This year the College of Physicians in Ireland is establishing an office in Belfast believing the cross-Border training we are promoting is in tune with the wishes of both Governments. Health boards in the Border areas are co-operating more. Specialised units and research units in both jurisdictions are collaborating daily. We now have this Exocet from the specialists' training authority. My colleagues on the British-Irish Interparliamentary body were surprised when I told them of it as it had not been before the Houses of Parliament in Westminster. However, my esteemed colleague on the British-Irish Interparliamentary body, Kevin McNamara, MP for Hull North, knew about it because he had also received complaints and was under the impression the regulation had been deferred. 1434 [1434] Despite strong efforts in recent years to facilitate the free movement of doctors in these islands and especially of those in training, on the basis of equivalence of training qualifications, it has proved most difficult to overcome a very negative attitude in some quarters to the principle of parity of esteem. For example, this is evident in some of the statements emanating from the UK Department of Health. Phrases such as "qualifications in the UK", the specialist training authority "only" Irish qualifications, the Joint Committee on Higher Medical Training reduction in Irish representation on the JCHMT committee, totally without our agreement, to that of "observer" status and the setting up of a Northern Ireland Committee of Medical Colleges which has taken upon itself the role of giving advice to the chief medical officer in Northern Ireland on the allocation of merit awards etc. are not very productive. When the Minister for Foreign Affairs said this afternoon he was looking forward to a fundamental change in the relationship between bodies in the UK and the Republic of Ireland I do not believe he envisaged debacles such as I have outlined. From both a professional and political standpoint, the action by the specialist training authority will have a negative effect on all our efforts to improve North-South and east-west relations. I ask the Minister for the Marine and Natural Resources to ask the Minister for Health and Children to contact the Minister for Health and Social Services in London to have this regulatory instrument withdrawn immediately. Minister for the Marine and Natural Resources (Dr. Woods) Michael J. Woods Minister for the Marine and Natural Resources (Dr. Woods): I would like to confirm that the Minister for Foreign Affairs did not intend that interpretation when he spoke here this afternoon. I am speaking on behalf of the Minister for Health and Children; and perhaps the Senator can settle for a former Minister for Health on this occasion. I thank the Senator for raising this important and timely issue. The bodies responsible for organising and supervising post-graduate medical training, including the Royal College of Physicians of Ireland and the Royal College of Surgeons in Ireland, have always operated on an all-Ireland basis and draw their membership from both jurisdictions. In addition, the Irish training bodies have enjoyed very close relations with their opposite numbers in England and Scotland. These relationships have extended to participation in inspections of training hospitals in each other's countries, as well as examining students. As a result of this close co-operation these bodies have extended reciprocal recognition to each other's qualifications. In the case of surgeons, this has developed to the point where all candidates for fellowships in these islands take a single inter-collegiate examination. Successful candidates then choose to have the fellowship awarded by the college of their choice. 1435 [1435] New arrangements for the organisation of higher medical and surgical training in the United Kingdom have created difficulties for the continuation of these arrangements as heretofore. Most of these problems have been dealt with. A recent difficulty has arisen from a decision of the specialist training authority in the United Kingdom that certain doctors holding Irish qualifications who have been working in non-training grade posts in the UK will not be accepted for entry to the specialist register in the UK on the basis that they do not possess a qualification granted by a UK training body. While this decision would not affect those seeking entry to higher training now or in the future it does, to some degree, reduce the level of reciprocity which has traditionally prevailed. It could, therefore, be interpreted as casting doubt on the status of the Irish qualifications. 1436 I am glad to inform Members that this issue has [1436] been raised at the highest level with the appropriate authorities in the UK. It would be regrettable if these long standing arrangements, which are a perfect example of the benefits to be gained from North-South and east-west co-operation in these islands, were to cease at the point where the two Governments were seeking to expand the scope for co-operation. I thank the Senator for raising this issue. I accept it is an important one and it has already been raised at the highest level in the UK. I will convey the Senator's concern to the Minister for Health and Children. Dr. Henry Dr. Henry Dr. Henry: I appreciate the Minister, Deputy Woods, put an enormous amount of work into the Department of Health during his term of office there and he will understand the urgency of this issue for medical graduates in this country. The Seanad adjourned at 8.20 p.m. until 10.30 a.m. on Thursday, 2 April 1998. Seanad Éireann 154 Adjournment Matter. Royal Colleges of Surgeons and Physicians. General Debate 19980401 | ||||||||||||||||||||||


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Tuesday, January 27, 2015
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Jammu Kashmir
Rather inaugurates J&K Bank Business Units in Chadura
'J&K Bank has always brought both relief and respect for this state and its people'
JAMMU, Dec 5: Pushing deeper into rural pockets of the state, J&K Bank opened two more Business Units (BU) at Nopora and Hafroo villages in Chadura, Budgam.
State Finance Minister Abdul Rahim Rather inaugurated the BUs in presence of Bank's President and Zonal Head, Kashmir (Central) Bashir Ahmad Lone, Vice President Viqar-ul-Mulk Nazk and Deputy Commissioner Budgam Khurshid Ahmad amid a large gathering of people. Cluster Head of the bank Abdul Hamid Khan and Incharge Marketing Kashmir Central M A Wanchoo were also present on the occasion.
The Finance minister distributed loans sanctions under Differential Rate of Interest (DRI) scheme among dozens borrowers on the occasion.
Speaking on the occasion, Abdul Rahim Rather, Finance Minister said, "J&K Bank has proved itself to be the Bank of the people, from the people and for the people of state."
Empowerment of people flows from their economic well-being and this Bank has been persistently following its mission of improving the financial conditions of this society since more than seven decades of illustrious journey, he added.
The finance minister further stated that J&K Bank has always brought both relief and respect for this state and its people.
Earlier, in his welcome address, Bashir Ahmad Lone, President and Zonal Head, Kashmir,(Central) reiterated the Bank's commitment of empowering the people of the state through complete financial solutions irrespective of their location and status.
He said, "The Bank's leadership under the leadership of Chairman and CEO Mushtaq Ahmad envisions world-class banking facilities and services right at the doorstep of the people wherever they reside within the state."
Our expansion policy is simply based on this principle of bringing Bank to every corner of this state to facilitate faster economic development of all the sections and regions of the state, he added.
The Bank's Vice-President, Viqar-ul-Mulk Nazk, while speaking on the occasion urged the gathering to take benefits of the products and services of the Bank for their own betterment and welfare.
Those present on the occasion thanked the Bank's Chairman Mushtaq Ahmad for opening of these Business.Units in these distant places thus saving their time and money besides long and laborious journeys.
We used to spend lot of time, money and energy reaching the Bank's B.U in Chadura. Opening of B.U here is a major relief for all of us and for this we shall always remain grateful to the Bank and its Chairman, said a participant in the inaugural ceremony.
News Updated at : Wednesday, December 5, 2012
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The Cowardly Lion is the last of the companions Dorothy befriends on her way to the Emerald City where he ambushes her, Toto, Scarecrow, and the Tin Man. When he tries to bite Toto, Dorothy slaps him for trying to attack Toto where she discovers that the Lion is actually a coward which he admits that he is.
The Cowardly Lion joins her so that he can ask The Wizard for courage, being ashamed that, in his cultural role as the King of the Beasts, he is not indeed brave. Despite outward evidence that he is unreasonably fearful, The Cowardly Lion displays great bravery along the way. In the end, the Wizard gives the Cowardly Lion a medal marked "Courage".
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Birthday celebrations sure have changed since I was a kid: a middle school teacher in Texas has been arrested for performing a lap dance for her 15-year-old student on his birthday.
Felicia Smith, 42, allegedly gave a four-minute, full-contact lap dance in February to the unnamed boy in front of other students in the classroom. The boy told police that he sat in a chair next to her desk while music played, she "moved back and forth on his crotch and then touched him all over his body" and he spanked her butt several times. She also reportedly sank down to her knees and put her head between his legs. At the end, Smith allegedly told the boy, "I love you, baby. Happy birthday." First Coast News reports that video exists of the whole incident. Keep reading »


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Youth Summer Jobs
In a disappointing move Tuesday, the Senate voted down the Youth Summer Jobs Amendment, proposed by Senator Patty Murray (D-WA) to provide $1.5 billion through the Workforce Investment Act for summer jobs programs and year-round employment, continuing education and support for young people.
The Senator's amendment would have put an estimated 500,000 young people to work. Last year, Senator Murray successfully fought for funds in the American Recovery and Reinvestment Act (ARRA) to provide summer job programs for youth. Thanks to her efforts, the ARRA ultimately helped more than 300,000 young people get jobs.
"I have personally heard stories from young men and women who participated in the program and who told me how it changed their lives and gave them the skills and experience they know they need to succeed in school and in the workforce," she said when she introduced the amendment last week. "That is why while we are focusing on legislation that will support unemployed Americans and help workers get back on the job, I think we should also continue investing in a successful program that helps our young people get to work."
Despite the Senate's action, we remain hopeful about summer jobs legislation. Senator Charles Schumer (D-NY) announced that he is working to pass new youth jobs legislation introduced by Senator Murray – the Youth Jobs Act of 2010. "More than any time in recent memory, summer jobs for teenagers and young adults are going to be tough to come by this summer," he said. "Thats why we need to start taking critical steps to immediately address the problem - investing in summer jobs programs will not only ensure that kids and young adults have the proper training to join the work force, but will relieve stress on middle class families and is a proven way to jumpstart a local economy."
The Campaign for Youth encourages you to contact your Senator to tell them that jobs legislation must include aid for low-income and disconnected youth. Click here to find your legislator's contact information.


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July Poll Is Closing!
Hi, Bookies:
Just a reminder that our July poll is winding down, so if you haven't voted yet, well, what the heck are you waiting for?!! See the poll below for your four choices—just make your pick before 11:59 p.m. ET this Sunday. Next week: the winner, plus a hello from our July leader, Claudia Bloom. Have a good weekend, everyone!


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Hello, It has been such a long journey in making this gritty mix for the first time. I hope it's worth it in the end. I believe I did everything as instructed from researching/reading as many thread on gritty mix in this forum. However, I'm still in doubt what to do next. I hope someone can provide guidance for me to reach the end of my tiring journey :) 1. As pictured, do I need to water/wash the granite, turface, and bark before I mix it together? Or do I mix it together and then water the mix to flush away the dirt? 2. I have a 5 gal of turface that are less than 1/8 size after sifting a 50 lb bag. Is there any use of the remaining turface for something else or do I throw them away? From my experience, the bark is the most expensive piece in finding bark within the 1/8 - 1/4 size. I have already spent $15 that resulted about 1/2 of the 5 gal bucket. 3. Is it possible or recommended to crush the remaining bigger size bark into small size within the 1/8 - 1/4 size? Thanks in advance, |
Follow-Up Postings:
Some of the granite dust has trace minerals. I would not want to wash that away. Yes why not size the bark. I myself would throw all the turface away. Pore size is so small plants cannot utilize stored water. Diatomaceous earth has larger pores plants can actually retrieve stored water. It holds more water too. Turface holds about 95% of it's weight in water DE holds 142%.So the PAW (plant available water is a lot more). Average Turface pore size is 0.045 microns, DE is 0.36 microns. Less energy needed to pull water out. Roots can penetrate DE, but not turface, pores are too small for roots, DE is large enough for roots to enter. |
thank you for the response. I thought maybe I can use the left over turface to mix it with commercial soil bag. |
Drew is full of it and aparently never reads any studies that get posted showing that Turface increases the available water in various container media. Turface DOES NOT hold onto water so tightly that the plants can't utilize stored water. There is a point as the mix dries where water that is held in the turface becomes unavailable, but that can be said of plain old garden soil too. Much of the water held in turface is available. That said, the moisture retention curve for axis (DE) is better at holding water that is available to plants than turface (calcined clay) You can use the sifted turface in your garden. Studies have shown it toimprove both sandy and clay soils. |
thanks nil23. |
- Posted by maple_grove 6 (My Page) on Fri, Apr 25, 14 at 12:21
Agreed, I use the turface fines in the garden as they help moderate moisture cycles by absorbing moisture from the soil when it's very wet and releasing it when the soil dries out. |
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Welfare Reform: Should There Be Strings Attached? A debate has arisen among conservatives over how much freedom the states should have. Some argue for a "no-strings-attached" approach under which federal requirements on state use of block grant fund… |
Principles for Welfare Reform: Block Grants The goals of these block grants are laudable: transferring power back to the people and allowing local communities to find workable solutions to a welfare system that is a dismal failure. Yet serious… |
Welfare Reform: School Lunches Opponents of moving responsibility for school lunches to the states believe in centralized, big-government solutions. But they are going against the trend to devolve power to states, localities and t… |
Welfare Reform That Really Works Public opinion polls show most people recognize that the current welfare system has utterly failed and are thoroughly disgusted with it. They would overwhelmingly support radical reform including spe… |
Why Not Abolish the Welfare State? Everyone from Ronald Reagan to Bill Clinton seems to agree. Our welfare system is a disaster. It's in desperate need of reform. |
Voluntary Welfare: A Greater Role for Private Charities There are remarkable differences among the people we label as 'poor'. The poverty population includes the elderly poor as well as unwed teenage mothers. It includes people with university degrees as w… |
Paying People Not to Work: The Unemployment Compensation System The Unemployment Compensation system encourages employeers to lay off their employees and discourages the unemployed from finding new jobs. |
Private Sector Alternatives to the Welfare State: A New Agenda for Black Americans The black community in the U.S. has a rich tradition of self-help institutions. These institutions, essential to black survival, thrived in the time of black slavery, during the period following the C… |


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Sichuan Province, Land of Plenty |
one of their masterpieces of science and cooking combined, Cook's Illustrated
chose to take on one of my favorite Chinese Restaurant dishes: Sichuan Stir-Fried
Pork in Garlic Sauce. Sichuan cooking is
immediately associated with hot and spicy flavors. The odd thing is that
these flavors are relatively new. And initially at least, they were
only popular among the poorer segments of Sichuan society. There was so much else available. Sichuan
Province is known as a land of plenty. While landlocked and therefore without
seafood, it has an abundance of pigs, poultry, beef cattle, freshwater fish and
crayfish. And it's been known for its
masterful cuisine for hundreds of years.
The first Sichuan restaurant opened in what is now called Hangzhou, its
capital city, over 800 years ago.


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Green Guru: What
Michele Berger
Published: 02/03/2010
The answer to that question may surprise you.
Audubon magazine's Green Guru, Susan Cosier, tackles this toughie, plus what environmentally friendly house cleaners are out there and whether climate change affects hibernating animals, in the January-February 2010 Audubon.
Did you know that marmots (and maybe woodchucks) are waking up earlier every year, thanks to changes in seasonal patterns? Or that you can make your own house-cleaning products easily and cheaply? Find out more here.
Have a question for our Green Guru? E-mail us at email@example.com.


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All Content |
View all podcasts & RSS feeds |
By Dan Modlin
Bowling Green, Ky – The US Department of Agriculture has ordered the biggest beef recall in American history after videos surfaced of sick cattle being mistreated at a meatpacking facility. Dr. Nevil Speer is an animal scientist in the WKU Agriculture Department. He says the video clearly depicts clear violations of established standards. He spoke to our Dan Modlin.


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As a long time VW fan, I was hoping the Routan wasn't going to be what logic tells you it is; a warmed over Chrysler minivan. I'm sorry to say that all my fears were accurate. Sure, the seats are more comfortable and offer more support. Additionally, the dash materials and gauges are slightly better. But in the end, there's no hiding from the fact that the Routan is based on a vehicle that is lackluster at best. The creaks and groans that afflict our long-term Town & Country are present in the VW as well. This base, 3.8-liter engine is low on power, and the sounds it emits would make any longtime VR6 fan sad.
A Volkswagen PR man once told me that the majority of customers that walk into a VW dealership don't know that the Routan is a Chrysler underneath. He also said that VW desperately needed a people carrier to keep customers from leaving the brand. Those are valid points but couldn't they have picked a better donor than Chrysler? It's one thing to base an Audi on a VW platform, it's another thing to base a VW on a Chrysler. Sorry VW, you disappoint me.
Marc Noordeloos, Road Test Editor


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Royal Rangers leaders 55 years old and older are being recruited for the Royal Rangers Alumni. If you are not active in Royal Rangers, but you would like to remain a part of the Royal Rangers ministry, why not join the RRA? Membership is not limited to "retired" Royal Rangers commanders, it is available to any Royal Rangers commander who is over 55 years old and in good standing with his/her church. As a RRA member you can serve as much or as little as you desire. Share your talents and skills with the boys and younger leaders by joining the RRA.
Continuing to Serve
Ronnie Franklin National Royal Rangers Alumni President
A message from the new National Director of Royal Rangers, Karl Fleig.
Karl Fleig, District Men's Ministries and CE Director for the Indiana district appointed as the new National Director of Royal Rangers.
The 2014 National FCF Rendezvous was a great success, thanks to all who participated.
The date for the National FCF Rendezvous is almost here and FCF members from across the country are making preparations now to attend.
Charisma News, the news outlet of Charisma Magazine, recently published an article promoting the value of Royal Rangers.


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Trips to Napa Valley
1 - 6 of 6 Results
Driving Trip: San Francisco to Calistoga
- 1 Hotel
- 1 Restaurant
- 4 Activities
A two-hour drive from the city is Napa Valley's northernmost town, Calistoga—where a collection of of mineral-mud spas, The Silverado bike trail, and the medieval-style Castello di Amorosa winery a... More
Green Travel in San Francisco
- 2 Hotels
- 1 Restaurant
- 2 Activities
LEED-certified hotels, restaurants using organic produce, and iconic (and very energy-efficient) cable cars make The City by the Bay one of America's greenest. More
Guide to California Hotels with Casual Elegance
- 9 Hotels
- 1 Restaurant
The Golden State is home to some of the most blissfully laid-back hotels in the country. Check into—and check out—these properties that deliver effortless hospitality, the intimacy of bungalows, an... More
Romantic Wine Weekend in Napa Valley
- 1 Hotel
- 3 Restaurants
- 2 Activities
A pitch-perfect mix of wineries, restaurants, and decidedly sybaritic hotels makes Napa the ultimate wine-lover's escape. But the best part: there's always something new to discover in the valley. More
Shopping in Napa and Sonoma
- 9 Activities
California's wine country is home to a wide assortment of charming stores and boutiques selling one-of-a-kind items. More
Upscale Yountville
- 2 Hotels
- 1 Restaurant
- 2 Activities
Thomas Keller's French Laundry put this pint-size California town on the culinary map—and now it's got good company. More
1 - 6 of 6 Results


text: Eight Enodis brands were recognized again among the "Best in Class" in the 2006 survey conducted by Foodservice Equipment and Supplies Magazine. Cleveland, Delfield, Frymaster, Garland, Jackson, Lincoln, Merco Savory, and Scotsman received recognition in the survey of foodservice operators, dealers, consultants, and broadline distributors. Enodis had more companies recognized than any other manufacturer. |


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Welcome back to our cool new celebrity-laden column. This week we have lots of great news and spoilers for you, so let's get started.
What's Hot, What's Not
Celeb Couple:
Hot: John Mayer and Jessica Simpson. Okay, so at first, I just didn't get why smart-guy Mayer would be into someone who plays, at least, the dumb blonde, but the more I see photos of them together, the cuter, and genuinely happy, they seem. Opposites do attract.... >
Not: Rumer Willis and Pete Wentz. Bruce and Demi's kid + the Fall Out Boy = Weird.
TV Show
Hot: The Hills. How can Heidi be so blind about what a weasel that Spencer is?! And why can I not look away from this addictive show?!
Not: Gilmore Girls. In particular, the Rory and Logan thang. They seem like an old married couple. An old, boring married couple with no chemistry. I still think Rory should have ended up with Marty.
Hot: "Lost Without U" by Robin Thicke. Smooth, soulful voice. And did you know his dad is Alan Thicke, the dad on the Nick at Nite old-school sitcom Growing Pains?
Not: "It's Not Over," by Chris Daughtry's band, Daughtry. Love the song, or rather did love the song, but now I'm ready to hear some other cuts from his debut album when I turn on the radio.
Hot: Britney. Is anyone even talking about anything else?
Not: Lindsay Lohan. Her most outrageous antics seem almost normal compared to Britney's sad, sad public meltdown.
Next...SPOILER for your favorite shows...click thru!


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Originally published September 27, 2012 at 5:31 AM | Page modified September 28, 2012 at 11:32 AM
The run of "Hotel on the Corner of Bitter and Sweet" has been extended to Oct. 28.
'Bitter and Sweet' is a tale of long-lost love, and a local history lesson
A review of the Book-It Repertory Theatre staging of Jamie Ford's best-selling, Seattle-set novel "Hotel on the Corner of Bitter and Sweet." Runs through Oct. 28, 2012.
Seattle Times theater critic
'Hotel on the Corner of Bitter and Sweet'
Through Oct. 28, a Book-It Repertory Theatre production, Center House Theatre, lower level, Seattle Center; $23-$42 (206-216-0833 or www.book-it.org).A long-lost love, a history lesson, a message of tolerance and redemption. All factor into Pacific Northwest native Jamie Ford's novel "Hotel on the Corner of Bitter and Sweet" and its widespread success.
Book-It Repertory Theatre's stage adaptation of the recent best-seller is mounted with great care by adapter-director Annie Lareau, her design team and a well-populated, compelling and diverse acting ensemble.
Yet the nearly three-hour work can also be reverent and inclusive to a fault.
Carey Wong's superb set of tall, angled fabric panels evokes via black-and-white photo images the narrow alleyways between old brick buildings in Seattle's International District.
It's an area nearly unchanged over the tale's time zones: the early 1940s and 1986.
As "Hotel" elucidates, the Chinatown ID wasn't, and isn't now, homogeneous. On the brink of World War II, Japanese families lived in Nihonmachi (Japantown), and the Chinese in an enclave nearby — separated by language and cultural prejudice.
Bright, 12-year old Henry (enacted with humor and grit by Jose Abaoag) encounters bigotry several ways. At a private school he attends on scholarship, white bullies taunt him. On the streets, he wards off more abuse with an "I am Chinese" badge to show he's not Japanese, thereby a potential enemy.
At home, Henry's stern father (Stephen Sumida) and anxious mother (Kathy Hsieh) decry his fondness for a pretty Japanese-American girl, Keiko (beguiling Stephanie Kim).
Their innocent infatuation is also threatened when Keiko is exiled by U.S. decree to bleak Minidoka in Idaho, one of the nation's "war relocation centers" during World War II.
Though clunky at times, Ford's narrative is rich in incident and historical detail, and a suitable eye-opener for young adolescents. And Lareau's staging of it is enhanced by Andrew D. Smith's lighting, Kevin Heard's jazzy sound design, and Jocelyne Fowler's '40s attire.
But the script crams in so many short scenes, it can get choppy and ponderous.
Nor is there a tempering of the book's somewhat didactic tone, and its sentimentality — evident in young Henry's contrived bond with jazz musician pal Sheldon (Marcel Davis). Sheldon's a romanticized ideal of a permissive surrogate dad — a hip, colorblind one at that. (There's also a surrogate white mom, played by Marianne Owen.)
More condensation and a less doggedly faithful replica of the novel would be helpful here.
But "Hotel" is accomplished, and can be very moving. It's hard not to be touched by Henry's love for and anguish over Keiko. (Actors Abaoag and Kim have a tender, natural rapport.) Or by the bitter-to-sweet passage of the older Henry (Stan Asis), as he faces his past at the landmark Panama Hotel of the title.
Most poignant is the silent procession of suitcase-bearing Japanese Americans, banished from their homes without sufficient warning or reason.
Such scenes of forced dislocation occur in many societies, at many historical flash points. But this one happened here.


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This video is part of the following collections:
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guest August 28, 2012
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I Luv Sluts September 7, 2012
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guy October 1, 2012
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DickHARD August 16, 2014
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anon June 26, 2014
Wow Milly Morris is still as hot as ever
*.* April 27, 2013
patzi April 18, 2013
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What an awesome woman never have I been teased so much and so well
KNALLVOG3L June 25, 2011
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ss June 27, 2011
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joshu June 27, 2011
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So so hot June 29, 2011
She is better known as Milly Morris.
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10 January 3, 2012
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mmmmmmmmmm December 3, 2011
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to DIK4U2LIK November 11, 2011
Milly Morris, already answered! Try not to touch yourself but read commentaries!
Sears Repairs September 20, 2011
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nico October 23, 2011
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jojoe June 24, 2011
who is she?
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HOMES FOR RENT: MERIDIAN 3 bdrm, 2 bath, lg yard. In cul-de-sac, close to schools, W/D hkups. 1 yr lease. $975/mo. 1st & last + $500 security dep. 503-969-4641 More info Email a friend |
APARTMENTS/CONDOS FOR RENT: BOISE BENCH 55+ 1 bdrm., no stairs, W/D hookups, cable, $650 mo. No Smoking. Call 208-631-3762 More info Email a friend |
ROOMS FOR RENT: Room available in the Targee and Orchard street area of Boise. Rent $350 per month with a $175 deposit. Rent includes ALL utilities. Cable internet ready but not included. Clean quiet individuals please. No pets, smoking outside okay, no drugs. More info Email a friend |
APARTMENTS/CONDOS FOR RENT: NORTH BOISE Duplex. 2 bdrm., 1 bath with W/D, dishwasher and storage shed. Paid sewer & garbage, good for seniors, $595 mo. + $500 dep. Call 208-859-8636 More info Email a friend |
HOMES FOR RENT: STAR 6595 Foothills Rd. 3 bdrm., family room, full bsmt. w/side room that could be 4th, 5th room or office. Nice yd. w/deck. $1200 mo. 208-286-9322 or 866-5975 More info Email a friend |


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PLANNING 4.0 - Mobilizing Potential in the Planning Process
The evolution of corporate planning has been characterized over the last decade by more attention to detail, new planning tools and extended planning horizons. The increased complexity that this brings with it, however, today impedes companies' ability to act and quickly react in a volatile market environment.
Why Own It? Separating Ownership From Operations With Capital Light
The low interest rates and excess liquidity in the market have reached unprecedented levels. Institutional investors are desperately searching for alternative investments. At the same time, several industries face a significant need for investment but operate at a relatively high cost of capital.
LEAD - Strong Leadership In Clear Structures
The responsibility of a modern corporate headquarters is not just to crunch numbers or to represent the company, but to lead. A powerful corporate headquarters consists of strategists and leaders who are experts in markets and business models.


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44th Annual Arts & Crafts Festival
44th Annual Arts & Crafts Festival
Fri- Sun, Aug 10-12
Fri & Sat 10am-6pm, Sun 10am-5pm
Atkinson Park, Ketchum
Admission is free
This three-day outdoor exhibition of 130 artists from around the country features a wide range of unique handmade fine arts and crafts including painting, photography fiber, ceramic, metal, jewelry and woodwork. Ranked as one of the best outdoor juried festivals in the nation, the Festival is a tremendous opportunity for Wood River Valley residents and visitors to meet artists and get a sense of what's happening in the world of arts and crafts- and maybe even buy some art! This popular community event includes artist demonstrations, live music and a children's activity area.
Free Kids Crafts at the Sun Valley Center Arts & Crafts Festival
Aug 10-12, daily 11am-2pm
Atkinson Park, Ketchum
In the activity area children will have the opportunity to get their hands dirty by trying some of the techniques used by the artists in the Festival. It's all free, it's all fun, and it's all for kids!
The kids' activity area is open from 11am-2pm each day. All children under the age of 8 are welcome with an adult who is ready, able and willing to help them create art. Children ages 8-12 can work alone but cannot leave the area unattended.