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9694_4	Bunting for a base hit A batter may also bunt for a base hit. This is not a sacrifice play, because the batter is trying to reach base safely, without any intention of advancing a runner. A batter may try to bunt for a base hit while there are runners on base. In this case, if the runner advances and the batter is thrown out, and if the official scorer judges that the intention of the batter was to bunt for a base hit, then the batter will not receive credit for a sacrifice bunt. A batter bunting for a base hit will often hold back his bunt while the pitcher begins delivering the ball, in order to surprise the fielders. If successful, the bunt is scored as a hit single. Rarely does a bunt result in a double, and never has one resulted in a triple or home run in MLB.
9694_5	Often when attempting to bunt for a base hit, the batter will begin running as he is bunting the ball. This is called a drag bunt. Left-handed batters perform this more often than right-handed hitters, because their stance in the batter's box is closer to first base, and they do not need to run across home plate, where the ball will be pitched, as they bunt. The action of squaring to bunt is compromised during a drag bunt, as the feet are not set. Players sometimes get one hand up the barrel, and other times bunt with both hands at the base of the bat. There have been instances of one-handed drag bunts as well; Rafael Furcal has been known to try such a bunt.
9694_6	Swinging bunt A swinging bunt occurs when a poorly hit ball rolls a short distance into play, much like a bunt. A swinging bunt is often the result of a checked swing, and only has the appearance of a bunt. It is not a true bunt, and if the scorer judges that the batter intended to hit the ball, it cannot be counted as a sacrifice. There is also a "slug" bunt that is intended to surprise the opposing defense, as the desired effect is a hard-hit ball into the infield defense that is expecting a standard bunt. Fielding a bunt
9694_7	Fielding a bunt can be more difficult than fielding a normally batted ball. Bunted balls are typically slow, so fielders must charge the ball to get to it quickly, in order to throw out a runner in time. Well-placed bunts can sometimes be impossible to field, and result in base hits. The tactic in bunting for a base hit is to hit the ball fast enough to get it past the pitcher, but slow enough to not allow time for the other infielders to make a play. Bunting a ball into no-man's land – the triangle between the locations of the pitcher, first baseman, and second baseman, or between the pitcher, catcher and third baseman – can succeed because of uncertainty among the fielders as to which should field the ball and which should receive the throw to first base. It is not unusual for all three fielders to try to field the ball, and for nobody to cover the bag, or for no one to try to field the ball, assuming someone else will handle it. Teams use a rotation play to defend against the
9694_8	bunt: the first baseman will charge the bunt and the second baseman "rotates" out of his usual position to cover first base and receive the throw. The shortstop covers the base towards which the runner is headed.
9694_9	Special rules A foul bunt that is not caught in flight is always counted as a strike, even if it is a third strike and thus results in a strikeout of the batter. This is distinct from all other foul balls which, if not caught in flight, are only counted as a strike if not a third strike. This special exception applies only to true bunts, not on any bunt-like contacts that might occur during a full swing or check-swing. If a batter bunts the ball and his bat hits the ball again after initial contact, it is a dead ball even if by accident. Additionally, the infield fly rule is not applied to bunts popped-up in the air. Instead, the intentional drop rule (Rule 6.05l) that also applies to line drives can be invoked.
9694_10	History
9694_11	It is not known when the bunt was introduced; the earliest known reference to a bunt-like hit appears in the account of a game played in 1864 between the junior squads ("muffins") of the Brooklyn Excelsior and Enterprise clubs: "The feature of the play was the batting of Prof. Bassler of the Enterprise team...Being an original of the first water, he adopted an original theory in reference to batting, which we are obliged to confess is not of the most striking character. His idea is not a bad one though, it being to hit the ball slightly so as to have it drop near the home base, therefore necessitating the employment of considerable skill on the part of the pitcher to get at the ball, pick it up and throw it accurately to first base." But the batting technique now known as the bunt was almost certainly perfected by Dickey Pearce, one of baseball's early stars. For much of his career, Pearce used his 'tricky hit' to tremendous effect as the rules permitted it to roll foul and still be
9694_12	counted as a hit. The bunt was not common until the 1880s, and was not an accepted part of baseball strategy until the 20th century. The bunt has enjoyed periodic waves of popularity throughout baseball history, coinciding with the periodic shifts of dominance between pitching and hitting over the decades.
9694_13	During periods of pitching dominance, for example, during the dead-ball era or the 1960s, bunting was an important offensive weapon. Conversely, during periods of hitting dominance, for example, the 1990s and 2000s, the value of the bunt has often been questioned. Teams following the "Moneyball" school of baseball thought (such as the Oakland Athletics, the Boston Red Sox, and the 2004–2005 Los Angeles Dodgers) have shown a tendency to shun the sacrifice bunt almost entirely. However, a canvass of the 2002–2005 World Series champions (the 2002 Los Angeles Angels being the "small ball" trendsetter for the 2000s) reveals that each team used bunting frequently in order to overcome power hitting teams. Nevertheless, the role of the bunt in baseball strategy is one of the perennial topics of discussion for baseball fans. References External links Baseball rules Baseball strategy Baseball terminology
9695_0	Ada Aharoni (; born Andrée Yadid, 1933) is an Egyptian-born Israeli poet, writer, lecturer, sociologist and peace researcher. Since her first poetry book, Poems from Israel, was launched in 1972 she has published 34 books, including peace poetry, historical novels, sociology and history books, biographies, drama, film-scripts, literary criticism, and books for children. The uprooting of the Jews from Egypt, including herself, following the establishment of Israel in 1948 is one of the main topics in many of her novels. Her research on this "Second Exodus" has been a major focus in her career. Aharoni is the Founder and World President of Iflac: The International Forum for the Literature and Culture of Peace.
9695_1	Biography Aharoni was born in Cairo, in a Jewish family of French nationality. She attended the Alvernia English School for Girls, a convent school in the neighborhood of Zamalek, where she was taught English literature by Irish Franciscan nuns. "At the age of 10 I already decided going to be a writer," she stated during an interview with The Jerusalem Post. In 1949, her father, an export-import merchant of flour, had his work permit revoked, and the Egyptian authorities confiscated the money he had transferred to a Swiss bank. The family moved to France, and Aharoni moved to Israel soon after, at the age of 16.
9695_2	Aharoni received her BA in history, sociology and English literature from the University of Haifa, and the Hebrew University of Jerusalem. In 1964, she received her M. Phil. Degree on the literature of Henry Fielding, from the University of London (Birkbeck College) and was awarded her Ph.D. on Saul Bellow's Introspective Fiction at the Hebrew University in Jerusalem, in 1975. Aharoni has taught literature at the University of Haifa and sociology and conflict resolution at the Technion (Israel Institute of Technology) in Haifa. She has been a guest lecturer and visiting professor at several universities, including the University of Pennsylvania, where she became Professor.
9695_3	She is the Founder and World President of IFLAC: The International Forum for the Literature and Culture of Peace, as well as the President of the Second World Congress of the Jews from Egypt (WCJE), she organized in 2006 at the Haifa University. In 2012, she was awarded the President's Award by Shimon Peres, for Volunteerism and peace culture for promoting peace initiatives between Jews and Arabs. In 2015, she was elected Honorary Citizen of Haifa (Yakir Haifa). She was the first woman, invited to speak in the Mahmood Mosque in Kababir, Haifa (2012). Aharoni was married to Haim Aharoni for 55 years until he died in 2006. He was a professor at the Faculty of Chemical Engineering at Technion. They had two children, Ariel and Talia. Talia died from breast cancer in 2011. Aharoni lives in Haifa, Israel. Second Exodus
9695_4	The term "Second Exodus" coined by Ada Aharoni, refers to the forced migration of the Jews from Arab countries after the State of Israel was founded in 1948. Out of the estimated million Jews that were displaced, the majority found refuge in Israel, while 650,000 Palestinians fled or were ousted from Israel. This displacement of Jews has been overlooked in the various efforts for peace between the Israelis and Palestinians, Aharoni writes in her research paper The Forced Migration of Jews from Arab Countries and Peace, and also in an YnetNews article called What about the Jewish Nakba? She argues that these two tragedies and their commonalities could have a conciliatory effect on both sides which could be beneficial to the promotion of peace.
9695_5	In their joint article titled Possibilities of Israeli-Palestinian Conflict Resolution Based On Mutual Recognition Of National Aspirations, Aharoni and her husband, Haim Aharoni, write that the settlement of Palestinian refugees in Israel should be very limited, and that refugees, if "returned" to the place that has become part of Israel, would find themselves in a place foreign to them: Processes that take place in a society are rarely reversible processes; repair of wrongs and compensation on suffering cannot usually be accomplished by a return to the previous situation but by the creation of a new situation that is beneficial while appropriate to the new conditions. The remarkable 73 stories of those who were forced to leave Egypt are collected in The Golden Age of the Jews from Egypt – Uprooting and Revival in Israel (2013), edited by Aharoni and published by Orion publishing house in Israel.
9695_6	Poetry Aharoni's poems can be broadly divided into three categories: Peace, Love and Women. Often they overlap, and peace, abolishment of war, equality for women, and the power of women for peace are prominent in her poems. One of her most published peace poems is A Bridge of Peace, a message from an Israeli to a Palestinian woman. Robert Nissenson, and Yigal Alfassi composed music to Ada Aharoni’s poems. They are sung by Revital Levanon and Anat Yagen and other singers, on the disc “A Green Week” and other discs, and played on radio and TV (1999-2021). Latest discs by singer and composer Shoshia Beeri Dotan “Peace Flower”, and various poems, including “Ä Bridge of Peace” were composed and sung by Shlomo Ron and Rani Hellerman. Peace poetry
9695_7	At 13, just after WW2, Aharoni together with an Arab student co-edited a school magazine, called Rainbow, at Alvernia, with the motto: Abolish wars forever. British Peace Poet Wilfred Owen became an inspiration for her own work as a Peace Poet. He made her see "the absurdity of war." Aharoni began writing poetry on the theme of war and peace during the 1973 Arab-Israeli War (Yom Kippur War). "In most of Aharoni's first published poems on the theme of war and peace, her Egyptian origins linger discreetly in the background," Joel Beinin writes in The Dispersion of Egyptian Jewry, in which he examines the diversity of Egyptian Jewish identities in Egypt and in the diaspora. "The Egyptian-Israeli negotiations and interim Sinai disengagement agreements following the 1973 war apparently encouraged her to advance beyond general calls for peace to articulate more specifically what peace meant to Aharoni through recollections of her previous life in Egypt."
9695_8	Some of these early peace poems are concerned with the struggle for the survival of Israel, as seen in To an Egyptian Soldier (written during the Yom Kippur War), where Aharoni tells him that "you will always have your Nile... but if we lose there's only the sea." The source of this "passionate attachment to her new homeland" is her recollection of what it was to be "an 'outsider', unwanted and not belonging" in Egypt, Len Goldzweig (lecturer in the Dept. of English at Haifa University) writes in the Preface of Aharoni's Poems from Israel (1992). She recalls this sense of alienation in Arab Israeli Student on T.V., where the student ponders on where he belongs: Do I feel like an Israeli Arab? Or like an Arab Israeli? "I remember my own rootless wound in Egypt land – and I hurt your dangling hurt, my Semitic cousin in pain." The power of the poem
9695_9	Aharoni believes that poems are suitable vehicles for building bridges of trust and respect for each other's culture and humanity. As we have become more mobile, the most profound difference between us is our culture, and not the territory. Peace poems have the ability to present the stories of both sides in a conflict, "in all its reality, pain, hope and yearning for peace." Examples of this two-sided view are found in the poems This Cursed War and Remember Me Every Time the Moon Rises Over the Sphinx, inspired by letters found on fallen Israeli and Egyptian soldiers during the Yom Kippur War.
9695_10	"The only way to bridge the cultural differences between human beings is through knowledge of each other," Aharoni told Birute Regine during an interview for Regine's book Iron Butterflies: Women Transforming Themselves and the World, in which Aharoni is one of the Iron Butterflies. In her poem A Bridge of Peace, Aharoni extends a bridge to the women of Palestine: "My Arab sister, let us build a sturdy bridge from your olive world to mine, from my orange world to yours... we do not want to make each other afraid under our vines and under our fig trees." Aharoni's latest poetry collection is Rare Flower (2012), a moving poetry collection about love and peace spanning five decades and dedicated to the memory of her departed husband Chaim Aharoni and her departed daughter Talia Aharoni Winkler. The book was translated into many languages, and nominated candidate to Nobel Prize, in 2014.
9695_11	Several of Aharoni's poems are put to music and released on three CDs: A Green Week, To Haim – To Life (Love Poems) and Rare Flower. In 2017 Aharoni published Horizon of Hope: (Gvanim Publishers, Tel Aviv, 2017): A Bilingual poetry collection: English-Hebrew, of love, peace, women poems, and poems based on letters of soldiers to their loved ones in Israel, during the wars in Lebanon and Gaza, as well as anti-terror on Daesh (ISIS). Style In the Preface of Poems from Israel mentioned above, Goldzweig describes the language of Aharoni's poems as unpretentious. "She doesn't hide behind words," and this creates a "ruthless honesty." He also comments on her irregular use of rhyme and stanza form. "This too, is a form of nakedness, because so much bad poetry is hidden behind strong galloping rhythms and chiming rhymes."
9695_12	Prof. Rebecca Oxford (Alabama A&M University), in her book The Language of Peace – Communicating to Create Harmony, analyzes the use of the "image of peace as a cross-cultural bridge" in Aharoni's A Bridge of Peace. In this poem, Oxford writes, the "assonance and imagery" of the words "olive world" and "orange world" bring the two women, one Israeli and one Palestinian, together and show that they have much in common. A "bridge of Jasmine understanding" can banish the fear, allowing each woman to sit with her baby "under her vine and under her fig tree and none shall make them afraid!" Aharoni herself, in an interview with the Sketchbook literary journal, confirmed that she prefers open form poems as they give room for more depth and intimacy.
9695_13	IFLAC Aharoni is the Founder of IFLAC: The International Forum for the Literature and Culture of Peace. Established in 1999, its goal is to build "bridges of understanding and peace through culture, literature and communication." IFLAC Directors and Peace Ambassadors are appointed in some 20 countries. Ada Aharoni has published more than 4500 Iflac Digest in the internet. On 2016–17 was published in Amazon Iflac Anthology Anti-Terror and peace, and on 2018 Iflac Anthology Anti-war. WCJE – World Congress of the Jews from Egypt Aharoni served as the President of the Second World Congress of the Jews from Egypt at Haifa University in 2006, assembling 350 researchers and writers. The congress was followed by a WCJE Symposium in cooperation with Haifa University in 2007, and another one at Bar Ilan University in 2008. The proceedings of the congress are published in History and Culture of the Jews of Egypt in Modern Times (Keness Hafakot, Tel Aviv, 2008), in English, French and Hebrew.
9695_14	Books Whispered Thoughts - Haifa Publications, Haifa, Israel, 1970. Poems from Israel - Outposts, Surrey, England, 1972. Poems from Israel and Other Poems - Berger Publications, Pittsburgh, 1974. Metal and Violets - Eked, Tel Aviv, Israel, 1978. From the Pyramids to Mount Carmel - Eked, Tel Aviv, Israel, 1979. The Second Exodus: A Historical Novel - Bryn Mawr, PA, 1983. . Library of Congress Catalog Card No. 82-90872. Thea: To Alexandria, Jerusalem and Freedom - Bryn Mawr, PA, 1984. . Library of Congress Catalog Card No. 84-91127. Shin Shalom: New Poems - A Bilingual Edition, edited and translated from Hebrew to English by Ada Aharoni - Eked: Tel Aviv, 1985. . Saul Bellow: A Mosaic, ed. Ada Aharoni, G. Cronin and L. Goldman; Peter Lang, N.Y., N.Y., 1992. . Selected Poems from Israel - Lachman, Haifa, 1992. A Song to Life and to World Peace, ed. A. Aharoni, Mike Scheidemann et al. Posner and Sons, Jerusalem, 1993. .
9695_15	From the Nile to the Jordan - Tamuz, 1994, M. Lachman, 1997. . Peace Flower: A Space Adventure - Lachman, Haifa, 1994, 1996. . Ladybug Press, Ca., published a Spoken Book Taped Edition 1999. Memoirs from Alexandria: Not in Your War Anymore - Hatichon, G. Farah, Shfar-Am, 1997. . Galim Literary Magazine, numbers 1 - 8, edited Ada Aharoni - Tammuz, Tel-Aviv 1985- 1996. Waves of Peace: In the Memory of Yitzhak Rabin, Galim 8, edited Ada Aharoni and Judith Zilbershtein, Hatichon: Shfaram, 1997. . Peace Poems, A Bi-lingual Edition - Preface by M. Fawzi Daif, Cairo University, M. Lachman, Haifa, 1997. Not in Vain: An Extraordinary Life - Ladybug Publishing House, California, 1998. (paper - back) Lirit: Poetry Israel, Founded and Edited by Ada Aharoni, Electronic Magazine on Internet, the Hebrew Writers Association, Agudat Ha-Sofrim Ha-Ivrim, Tel Aviv, no. 1- 1997, no.2 - 1998. Horizon: Pave Peace, Online Magazine, nos.1 - 5. IFLAC- IPRA, 1996 - 2003.
9695_16	. Metal et Violettes: (In French), Characteres, Paris, 1996. Du Nil Au Jourdain: (In French), Stavit, Paris, 2002. You and I Can Change the World: Toward 2000, Micha Lachman, Haifa, 1999. Women Create A World Beyond War and Violence, Micha Lachman, Haifa, 2002. Three E-Books: 1. You and I Can Change the World, 2. Peace Flower, 3. Women Creating A World Beyond War, Rowe Publications, England, 2003. Selected Poems: Bilingual, Chinese – English, The Milky Way, Hong Kong, 2002. . Woman in White, Micha Lachman, Haifa 2005. (in Hebrew ) Nearing of Hearts: A Historical Novel on the Jews of Egypt, Gvanim, 2007, Tel Aviv. Rare Flower: Collection of poems, dedicated to my departed daughter Tali, Dignity Press, USA, 2011. Not in Vain, in Hebrew, Carmel Publications, Jerusalem, 2014. (and in French, Paris) IFLAC ANTHOLOGY on Anti-Terror and Peace, Amazon KDP, 2016. IFLAC ANTHOLOGY 2018 – Anti-War and Peace (amazon).
9695_17	A Garland of Grain - Zer Tvoua, in Hebrew, by Prof. M. Fawzi Daif, Cairo University, “The Significance of Peace in Ada Aharoni’s Poetry.” Gvanim, Tel Aviv. 2019. Horizon of Hope: Bilingual Collection of Poems, English, Hebrew. .” Gvanim, Tel Aviv. 2020. Toward a Horizon of Peace: Love, Peace and War poems, amazon, 2021. The Golden Age of the Jews from Egypt – Uprooting and Revival in Israel. Orion publications, Holon, 2016.
9695_18	Film The Pomegranate Of Reconciliation And Honor http://syndicjournal.us/cover-syndic-no-14/film-pomegranate-of-reconciliation-and-honor-by-ada-aharoni/ Synopsis: The film highlights the need for reaching Peace between Israelis and Palestinians, based On the author's authentic narrative of her own uprooting, and that of the Jews from Egypt/She quotes Elie Wiesel's question at his Nobel Prize Ceremony:"Who is the enemy?" The enemy Wiesel says "Is the whose story you don't know!" Ada Aharoni tells her Palestinian friend that he has succeeded to tell their story of their uprooting, where as the million Jews from Arab countries haven't succeeded yet. In this film she tells her Palestinian neighbor her story in the hope that by the end of it they will be friends and not enemies anymore. It's also the fascinating story of the "Second Exodus" of the Jews from Egypt, in the second half of the Twentieth Century. References Web site Ada Aharoni's Homepage
9695_19	20th-century poets Modern Hebrew writers Jewish novelists Israeli novelists Jewish poets Israeli poets Israeli women poets Hebrew-language poets 1933 births Living people Alumni of Birkbeck, University of London Jewish refugees Israeli women novelists 20th-century Israeli women writers Jewish women writers People from Cairo University of Haifa alumni Hebrew University of Jerusalem alumni Israeli sociologists Israeli people of Egyptian-Jewish descent Egyptian emigrants to Israel Israeli women academics
9696_0	The Owen Sound Transportation Company, Limited was the forerunner of the enterprise that currently operates the vehicle and passenger ferry - M.S. Chi-Cheemaun - between Tobermory on the Bruce Peninsula, and South Baymouth on Manitoulin Island. For updated information, see the article on the M.S. Chi-Cheemaun. The Owen Sound Transportation Company was established by businessmen in the Owen Sound area, in 1921. These included W. G. Hay, president; J. H. Hay, vice president; and J. Garvey, secretary-treasurer. These three men were also associated with the Owen Sound-based North American Bent Chair Company. Their objective was to use the company's steamboat, S.S. Michipicoten, in freight-only service from Owen Sound to isolated communities along the north shore of Lake Huron and Manitoulin Island.
9696_1	It is likely the intended purpose of the navigation company was to procure the materials necessary for the manufacture of the North American Bent Chair Company's Bentwood furniture, as well as the transportation of packaged freight from Owen Sound. It was the objective of the officers of the firm to carry on the business of the furniture manufacturer as a subsidiary of Owen Sound Transportation Company (OSTC).
9696_2	Owen Sound Transportation Company Limited Early in 1921, a rumor circulated through Owen Sound—a new steamboat line was being formed to re-establish cruises to the popular tourist destination of Mackinac Island. Promoted by a Collingwood steamship line, from the late nineteenth century until about 1903 these steamboat excursions crossing Lake Huron were popular from the Georgian Bay area. But it was not until the spring of 1926 that Captain Norman McKay arranged a public meeting through the Owen Sound Board of Trade to raise funds for the purchase of a steamship and refit it for reopening direct traffic between Owen Sound and other points on the Mackinac route. In 1926 the Owen Sound Transportation Company Limited was granted supplementary letters patent, under the Ontario Companies Act, increasing its authorized capital stock from $40,000 to $150,000.
9696_3	In 1926 the OSTC purchased the steel-hulled, screw steamer S.S. Modjeska, a former Lake Ontario excursion boat, intended as a day cruiser. The ship had been laid up since 1924, following a serious collision in Toronto Harbour. Repaired and outfitted for service, the Modjeska arrived at Owen Sound late in the season, but with time enough to operate a few excursions, as well as two round trips to Sault Ste Marie. Over the following winter, the ship was equipped with cabins and staterooms to accommodate up to 150 passengers. Renamed S.S. Manitoulin, she began her first full season June 6, 1927, with Norman McKay serving as captain.
9696_4	Norman McKay of Owen Sound, was not working on the Great Lakes at the time the company was first incorporated in 1921, in 1918 he had accepted an appointment as captain of the SS Canora, which he delivered from Davie Shipbuilding in Quebec to British Columbia and operated it between Vancouver and Vancouver Island for its first few years before returning to Owen Sound.
9696_5	Cruising the North Channel The weekly schedule of the S.S. Manitoulin began with an 11:15 p.m. Monday departure from Owen Sound, arriving Tuesday morning at Killarney, then through the North Channel, calling at Manitowaning, Little Current, Gore Bay, Meldrum Bay, Cockburn Island, Hilton Beach, Richards Landing, and Sault Ste. Marie, Ontario, arriving at Mackinac Island, on Wednesday evening. Returning over the same route with departure from Mackinac Island at 11 a.m. Thursday, the Manitoulin arrived at Owen Sound on Saturday morning at 4:30. Weekend trips on the Manitoulin departed 11:15 p.m. Saturday, with calls at Killarney, Manitowaning and Little Current, followed by arrival back in Owen Sound at 4:30 Monday morning.
9696_6	The S.S. Michipicoten continued on an unscheduled freight-only service between Owen Sound and Sault Ste. Marie, calling at Manitoulin Island and North Shore ports. The Michipicoten was destroyed by fire at the Cooks Dock, near Silverwater on Manitoulin Island, on October 11, 1927. To replace the Michipicoten, the OSTC purchased the S.S. Macassa, then under the ownership of the Canada Steamship Lines subsidiary Richelieu and Ontario Navigation Company. The Macassa had completed her season on September 30, 1927, operating as a day excursion steamer between Toronto and Hamilton. The Macassa was originally part of the Toronto and Hamilton Steamboat Company, along with her sister ship, the S.S. Modjeska. Over the following winter in Toronto, she was converted for the accommodation of overnight passengers. Renamed S.S. Manasoo, she departed from Toronto for Owen Sound on April 16, 1928.
9696_7	The 1928 OSTC schedule for the S.S. Manitoulin continued as it had the previous year, while the Manisoo departed Owen Sound on Thursdays at 11:15 p.m. for a run that did not include Mackinac Island. After completing her northward voyage at Sault Ste Marie, the Manisoo returned to Owen Sound at 4:30 Tuesday mornings. On September 15, 1928, the Manasoo foundered near Griffith Island in Georgian Bay. While fighting a heavy storm, she capsized when her cargo of 116 cattle apparently shifted to one side, overbalancing her. The recent addition of increased passenger accommodations on her upper deck is also thought to have contributed to her instability. She sank quickly. The bodies of her cattle are said to have stocked many a winter larder along the shores that year. All five of the survivors drifted for 60 hours in a life raft before being picked up by the CPR's S.S. Manitoba. A classic car was discovered inside the submerged shipwreck in November 2018.
9696_8	Ferry Service to Manitoulin Island From the commencement of their operations, the S.S. Manitoulin (in 1927) and the S.S. Manasoo (in 1928) were capable of transporting automobiles. A competitor to the Owen Sound Transportation Company, the Dominion Transportation Company, also operated a pair of passenger and package freight vessels out of Owen Sound, over much the same route as the OSTC. In 1927 an automobile ferry, the S.S. Winona, provided service from Cutler to Gore Bay. Another automobile ferry serving Manitoulin Island was John Tackaberry's M.S. Alice, which sailed on a return route from Owen Sound, via Wiarton, Lion's Head, Tobermory to South Baymouth, and Providence Bay.
9696_9	Throughout the 1927 season, Tackaberry operated the M.S. Alice on the run to Providence Bay. He was, however, unsatisfied with the performance of the ship. Anxious to dispose of her, Tackaberry sold the Alice to the Booth Fisheries Corporation of Canada Ltd. on April 3, 1928. Renamed M.S. Hibou to bring her in line with the other ships of the Dominion fleet (S.S. Caribou and S.S. Manitou -- "Hibou" being the French word for "owl"), she was operated for Booth by a subsidiary company, the Dominion Transportation Company Limited (DTC). She served Dominion's routes from Owen Sound to Manitoulin Island and the ports of Lake Huron's North Channel. Tobermory - South Baymouth Ferry Service
9696_10	In 1930, Captain R. Vittie and H.W. Harmer, of Southampton, Ontario, obtained a charter for the Georgian Bay and Manitoulin Transportation Company. They had purchased John Tackaberry's S.S. Henry Pedwell. The steamer was taken to Midland where it was widened and its gangway modified to accommodate automobiles. Later that summer the Henry Pedwell was placed in ferry service between Tobermory and South Baymouth. With the 1930 season underway, OSTC purchased a retired Detroit Fire Department fire boat named the S.S. James R Elliot, delivering it to the Midland Shipbuilding Company for conversion into a combination package freighter and passenger ferry. Replacing her boiler and steam engine with a new diesel engine increased her freight capacity and enabled her to transport automobiles. Overnight passenger cabins were also added. In 1931 the vessel was renamed the M.S. Normac, after the OSTC's general manager Norman Mckay, captain of the S.S. Manitoulin.
9696_11	The M.S. Normac began her scheduled route on July 16, 1931, taking the place formerly assigned to the S.S. Manasoo, leaving Owen Sound at 11:15 p.m. Thursdays and returning at 4:30 am on the following Tuesday. Meanwhile, with the S.S. Manitoulin continuing her weekly Monday evening departures from Owen Sound, the OSTC also acquired the service of the Georgian Bay and Manitoulin Transportation Company and its steamer the S.S. Henry Pedwell, which they renamed S.S. Kagawong. The Kagawong was returned to the Tobermory - South Baymouth auto ferry route during the 1931 July to September season. During early and late seasons she operated on the Sault Ste. Marie route from Tuesday evening to Saturday morning, with weekend trips to Providence Bay.
9696_12	From 1932 the summer-only ferry service between Tobermory and South Baymouth was assigned to the M.S. Normac, which sailed the route sturdily and steadfastly for the next 30 seasons. The owners of the S.S. Kagawong, Vittie and Harmer, defaulted on the mortgage held on the ship by its previous owner, and it was relinquished back to John Tackaberry. Dominion Transportation Company operated its M.S. Hibou between Owen Sound and Providence Bay until 1933, when it was assigned to other duties. John Tackaberry operated his S.S. Islet Prince over the same route, although this ship was better known as a Pelee Island ferry.
9696_13	In 1936 the Owen Sound Transportation Company Limited and its competitor, the Owen Sound-based Dominion Transportation Company Limited, managed by R. V. Malloy, decided to merge their operations. Together the two companies, under the joint management of Mckay and Malloy, operated a pool passenger-freight service to Georgian Bay and North Channel ports and continuing through the Soo Locks and into Lake Superior to Michipicoten, as well as the auto ferry service between Tobermory and South Baymouth. The M.S. Hibou did not run much during the early spring of 1936; in June she was placed on the Tobermory ferry service. The previous year the Hibou had operated as a ferry and excursion boat out of Kingston where most of its staterooms on the promenade deck had been removed to make room for sightseers and dancing. With the loss of her cabins, the Hibou was best suited for day use such as the ferry route it shared with the M.S. Normac.
9696_14	On November 16, 1936, the Hibou made her last run on the ferry crossing and returned to Owen Sound, from where it was to take a few more trips to Killarney and Manitoulin Island. It was dangerously late in the navigation season and the only ships of the pool service still in operation were the Hibou and Normac, S.S. Manitou, S.S. Caribou and S.S. Manitoulin having already gone into winter quarters at Owen Sound. Captain Norman McKay took command of the Hibou while her regular captain, James Agnew, moved back to the position of first officer.
9696_15	On its second trip to Killarney on Saturday, November 21, the cargo onboard Hibou shifted while she was operating in relatively calm waters, causing her to founder and sink only 10 minutes out of Owen Sound. It is thought that while testing the accuracy of a new compass, Captain Mckay had made a sharp turn to the port side, causing the cargo to shift to starboard. The ship listed to starboard, and did not recover. In the ensuing tragedy, not only the Hibou, but seven of the 17-member crew, and Captain Mckay himself, were lost. New management
9696_16	The pool agreement between the two navigation companies continued through the 1930s and into the 1940s. The S.S. Manitou served on the Tobermory ferry route from 1937 until 1941 when it was retired, being replaced by Dominion Transportation Company's S.S. Caribou. The S.S. Manitoulin carried on its regular scheduled route from Owen Sound along the "Turkey Trail" of the North Channel; but instead of terminating at Mackinac Island, she continued through the Soo Locks and proceeded to Gargatua Harbour, and Michipicoten. The 1936 pool arrangement between the two companies had been suggested by Ivor Wagner, a director of Booth Fisheries Corporation in Chicago. Wagner purchased the Dominion Transportation Company Limited in 1937 and moved to Owen Sound the following year. In 1944 the outstanding shares of the Owen Sound Transportation Company Limited were acquired by Dominion Transportation Company.
9696_17	Ivor Wagner had managed both firms since 1937, although absent from the area while he served overseas in the Canadian Army during World War II. He returned to Owen Sound in January 1945 to resume his responsibility as president and general manager of both companies. Other directors included W.W. Barnard of Owen Sound, employed by OSTC since 1927, who served as vice president and manager of operations. Mr. W.W. Barnard became president of the company at the beginning of 1969; W.A. Alexander, secretary-treasurer, who had been with Dominion Transportation Company since 1924; and William Owens, chief engineer, who had a lengthy connection with both firms, beginning with his association with the S.S. Manitou when the ship was constructed in 1903. Mr. Owens had been chief engineer of OSTC since 1926. The two concerns remained separate entities until the last DTC vessel, the S.S. Caribou, was sold at the end of the 1946 season.
9696_18	In September 1946 a new ship, the S.S. Norisle—the name being derived from "North (Manitoulin) Island"—was put in service on the ferry route. Designed and built by the Collingwood Shipyards Limited for OSTC, the Norisle had a capacity of up to 50 automobiles and 250 passengers. Having more than twice the capacity of the S.S. Caribou and M.S. Normac combined, it was expected this new ship could handle the Tobermory - South Baymouth auto ferry route alone; however, because of an unanticipated increase in the volume of car traffic after the war, the Normac continued in service with the Norisle. Like her predecessors the Norisle was also equipped with staterooms for the accommodation of up to 100 passengers, enabling her to be used also on the Owen Sound - Sault Ste. Marie route during early and late navigation seasons.
9696_19	The S.S. Manitoulin continued to navigate the Turkey Trail of the North Channel from Owen Sound until its honorable and well-deserved retirement in 1949. "Turkey Trail" was by then the affectionate term for the North Channel route, some say because a large number of turkeys were transported from Manitoulin's island ports along the north shore during the years immediately following World War II, and others because the ships serving the isolated ports of the North Channel wandered across the channel like turkeys. In 1950, the 60-year-old S.S. Manitoulin was replaced by the S.S. Norgoma—the name being derived from "North (District of) Algoma"—again designed and built by the Collingwood Shipyards Limited. Unlike the Norisle, the S.S. Norgoma was designed primarily as a package freighter and passenger steamship, specifically for the Georgian Bay and North Channel route—but, reflecting the practicality of its Grey County ownership, like its predecessors the Norgoma could also transport cars
9696_20	(if only a limited number of them).
9696_21	The Norgoma operated on five-day (Owen Sound to Sault Ste Marie) and weekend (Owen Sound to Gore Bay) cruises, which remained very popular throughout the 1950s. However, the OSTC depended on its package freight trade to balance its books. By the early 1960s, that trade had largely dried up; the formerly isolated ports along the Turkey Trail were now served by roads and trucks. For some years, largely in order that their historic service could continue to the delight of tourists and Manitoulin Island communities and their leaders, OSTC was heavily subsidised by the Federal and Provincial governments. The volume of car and passenger traffic on the Tobermory-South Baymouth run, however, continued to expand year by year. In 1962, Collingwood Shipyards converted the S.S. Norgoma to diesel-power, thus she became M.S. Norgoma, and in 1963 she began renewed life as a car and passenger ferry, sister-in-trade to the S.S. Norisle—and occasionally, at the beginning, to the old M.S. Normac.
9696_22	Traffic continued to mount on the ferry run. The Government of Ontario, through its Crown corporation, the Ontario Northland Transportation Commission, acquired the Owen Sound Transportation Company in 1974. This development resulted in the S.S. Norisle and M.S. Norgoma joining M.S. Normac in retirement; and a new vessel being commissioned. The M.S. Chi-Cheemaun—translating to "Big Canoe" in Ojibwe—was the largest vessel to ever operate on the route. At the time of her commissioning, she was one of Canada's newest state-of-the-art ferries, having been designed by British Columbia naval architects and built on Georgian Bay by the ever-reliable local Collingwood Shipyards as one of their last "hulls". Her service continues the story of that of her distinguished and well-loved predecessor ships. OSTC was spun off from ONTC in 2002. Ships of Owen Sound Transportation Company Limited References External links Owen Sound Transportation Company
9696_23	Ferry companies of Ontario Companies based in Ontario Transport in Manitoulin District Defunct shipping companies of Canada
9697_0	Kim Ryeo-wook (born June 21, 1987), better known by the mononym Ryeowook, is a South Korean singer, songwriter and musical actor. He is best known as a member of boy group Super Junior and its subgroups, Super Junior-K.R.Y. and Super Junior-M. Along with four other Super Junior members, he is one of the first Korean artists to appear on Chinese postage stamps. He began a solo career in 2016 with first EP The Little Prince. Career Pre-debut Ryeowook was discovered through the CMB Youth ChinChin Festival in 2004 and signed a contract with SM Entertainment soon afterwards impressing the judges with his singing talent. Trained in areas of singing, dancing, and acting, Ryeowook placed particular efforts into his vocal training and music composition. He plays the piano adeptly and he plays accompaniment for fellow members during their solo stages at their concerts.
9697_1	Before Kyuhyun was added in 2006, Ryeowook was the last to join Super Junior several weeks before their debut in 2005. Having undergone only two months of training, Ryeowook's late addition was rumored to be a replacement of a previous SM trainee that was supposed to debut as a member of Super Junior 05 as the first generation of Super Junior. 2006–09: Debut with Super Junior, K.R.Y and Super Junior-M Ryeowook made his debut as part of the 12-member project group Super Junior 05 on 6 November 2005 on SBS' music programme Popular Songs, performing their first single, "Twins (Knock Out)". Their debut album SuperJunior05 (Twins) was released a month later on 5 December 2005 and debuted at number three on the monthly MIAK K-pop album charts.
9697_2	In March 2006, SM Entertainment began to recruit new members for the next Super Junior generation. However, plans changed and the company declared a halt in forming future Super Junior generations. Following the addition of thirteenth member Kyuhyun, the group dropped the suffix "05" and became officially credited as Super Junior. The re-polished group's first CD single "U" was released on 7 June 2006, which was their most successful single until the release of "Sorry, Sorry" in March 2009. In the fall of 2007, the group released their second album, Don't Don, which became Super Junior's best-selling album and Korea's second best-selling album of the year.
9697_3	In late 2006, Ryeowook, along with fellow Super Junior members Kyuhyun and Yesung, formed a subgroup named Super Junior K.R.Y., a group specializing in R&B ballads. The trio debuted on 5 November 2006 on KBS' Music Bank with performing Hyena soundtrack called "The One I Love". Ryeowook made his acting debut in 2007, in the film, Attack on the Pin-Up Boys, a high-school comedy/mystery film, in which he plays the eccentric vice president of the student council. He was nominated for Best Supporting Actor and Best Comedic Performance at the Korean Movie Awards. In April 2008, he was put into seven-member sub-group Super Junior-M, a Mandopop subgroup of Super Junior for the Chinese music industry. They debuted in China at the 8th Annual Music Chart Awards, simultaneously with the release of their first music video, "U" on 8 April 2008. This was followed by the release of the debut Chinese-language studio album, Me in selected provinces in China on 23 April and 2 May in Taiwan.
9697_4	In November 2012, Super Junior K.R.Y. held a concert tour in Japan, Super Junior K.R.Y. Special Winter Concert. They announced that they would be releasing their first single six years after debut. The teaser for Promise You was released on 21 November 2012, followed by the single on 23 January 2013. It debuted at number two on the Oricon's daily singles chart. 2009–2018: Solo activities Ryeowook's first composition to be officially released was "Love U More", in the repackaged Sorry, Sorry Version C. He co-wrote the lyrics with fellow Super Junior] member Sungmin. Ryeowook is also credited for musical arrangement in the liner notes of the album. Ryeowook featured in K.Will's 2009 song "Dropping the Tears". He is also the first member of Super Junior to sing a solo track included in their album, "One Fine Spring Day" was released in Bonamana.
9697_5	Ryeowook made his musical theatre debut in Temptation of Wolves alongside Park Hyung-sik of ZE:A and Lim Jeong-hee. It ran from 14 July to 30 October 2011 at the COEX Artium. On 16 and 23 June, following the footsteps of bandmates Yesung and Kyuhyun, Ryeowook joined KBS' Immortal Songs 2 with Sunggyu of Infinite, where singers render their own versions of songs from music legends and winners are selected by voting. He took first place in the 11 August episode where singers Lee Sang-woo and Lee Sang-eun were guests. He recorded his last episode on 16 August, which was broadcast on 25 August.
9697_6	On 28 September 2014, Ryeowook left for Japan to perform in "The Goddess is Watching (여신님보고계셔)" in Setagaya Public Theatre in Tokyo. He performed from 30 September to 7 October with a total of five performances. He acted as Ryu Sun-ho, a teenage North Korean soldier which suffered from PTSD and was abandoned in an uninhabited island after an unexpected storm with three other North Korean soldiers and two South Korean soldiers. His role as Ryu won him critical acclaim. On 8 January 2015, it was revealed that Ryeowook had been cast in the musical Agatha in the lead role of Raymond because of his petite frame. In 2015-2016 Ryeowook starred in the theatrical play "The Curious Incident Of The Dog In The Night Time" playing the lead role of autistic Christopher, his most challenging role to date. On 9 September 2018, Ryeowook was selected to guest at world renowned soprano, Jo Sumi's concert.
9697_7	Ryeowook's career went beyond singing and acting into hosting as he garnered praises for his MC position on Super Idol Chart Show. Shortly after, he undertook yet another variety show hosting gig on Enter K. In 2018, after his army discharge, he hosted KBS's “A Song For You". 2016–present: Solo debut Ryeowook made his solo debut in 2016. Ryeowook debut solo album's title is The Little Prince. The release of The Little Prince was not only anticipated as Ryeowook's first official solo album since his debut 11 years ago but it is also because it is the first release under Super Junior's own label, Label SJ, established by SM Entertainment in 2015 during the group's 10th anniversary. The title track bearing the same name as the album is a ballad inspired by French author Antoine de Saint-Exupéry's novel The Little Prince. The title track "The Little Prince" is a ballad song and a conversation between a man in pain from love and The Little Prince.
9697_8	In addition to Ryeowook's solo promotions and album release, he held his first solo concert through SMTOWN's The Agit series called "Ever Lasting Star - RyeoWook" from 19 February until 21 February at the SMTOWN's Coex Artium in Samseong-dong, Seoul. Artistry With three octaves in his range, Ryeowook is a lyric tenor. He has also been known for his frequent usage of falsettos. South Korean operatic singer Sumi Jo, whom he collaborated with for a formal performance, praised his musicianship. She called his skills "outstanding"; acknowledged his professionalism on stage. With his second EP, Drunk on Love, Young Post noticed a variety of genres and styles interpolated: from a pop ballad-like style; jazz; R&B; and to more of a style reminiscing of lounge music. Personal life On 24 February 2012, Ryeowook graduated from Inha University with a major in theater and film studies. Ryeowook enlisted for his military service on 11 October 2016, and was discharged on July 10, 2018.
9697_9	On 29 September 2020, Ryeowook confirmed that he is in a relationship with Kim Sun-young, also known as Ari, a former member of the girl group Tahiti. Super Junior's label, Label SJ, released an official statement confirming the relationship on the same day. Discography Extended plays Singles Collaborations Soundtrack appearances Other charted songs Filmography Film Television drama Variety shows Musical/Theatre Radio Concert Everlasting Star (2016) Super Junior Ryeowook: Bom Voyage Special Live in Tokyo Awards and nominations References External links at SM Entertainment
9697_10	1987 births Inha University alumni Japanese-language singers of South Korea Mandarin-language singers of South Korea Living people Musicians from Incheon Singers with a three-octave vocal range South Korean male idols South Korean pop singers South Korean male singers South Korean male film actors South Korean Roman Catholics South Korean pianists South Korean radio presenters South Korean rhythm and blues singers South Korean singer-songwriters South Korean male television actors South Korean television presenters Super Junior members Super Junior-K.R.Y. members Super Junior-M members 21st-century South Korean singers Male pianists South Korean male singer-songwriters
9698_0	An atmospheric diving suit (ADS) is a small one-person articulated submersible which resembles a suit of armour, with elaborate pressure joints to allow articulation while maintaining an internal pressure of one atmosphere. An ADS can enable diving at depths of up to for many hours by eliminating the majority of significant physiological dangers associated with deep diving. The occupant of an ADS need not decompress, and there is no need for special gas mixtures, so there is little danger of decompression sickness or nitrogen narcosis when the ADS is functioning properly. An ADS can permit less skilled swimmers to complete deep dives, albeit at the expense of dexterity.
9698_1	Atmospheric diving suits in current use include the Newtsuit, Exosuit, Hardsuit and the WASP, all of which are self-contained hard suits that incorporate propulsion units. The Hardsuit is constructed from cast aluminum (forged aluminum in a version constructed for the US Navy for submarine rescue); the upper hull is made from cast aluminum, while the bottom dome is machined aluminum. The WASP is of glass-reinforced plastic (GRP) body tube construction.
9698_2	Purpose and requirements The underwater environment exerts major physiological stresses on the diver, which increase with depth, and appear to impose an absolute limit to diving depth at ambient pressure. An atmospheric diving suit is a small submersible with a pressure hull which accommodates a single occupant at an internal pressure of about one atmosphere. The provision of hollow arm spaces with pressure resistant joints to carry manually operated manipulators, and usually separate leg spaces, similarly articulated for locomotion, makes a suit resemble a bulky suit of plate armour, or an exoskeleton , with elaborate joint seals to allow articulation while maintaining internal pressure.
9698_3	An atmospheric diving suit is equipment intended primarily to isolate the occupant from the ambient pressure of the underwater environment, and provide any necessary life-support while the suit is in use. While using the suit, the diver will expect to perform useful work, and get to and from the place where the work is to be done. These functions require sufficient mobility, dexterity and sensory input to do the job, and this will vary depending on the details of the work. Consequently, the work possible in an atmospheric suit is limited by the suit construction. Mobility at the surface and on deck can be managed by launch and recovery systems, Mobility underwater generally requires neutral or moderately negative buoyancy, and either the ability to walk or swim, or the use of finely controllable thrusters. Both walking and thruster propulsion have been applied with some success. Swimming has not been effective.
9698_4	The dexterity to perform useful work is limited by joint mobility and geometry, inertia, and friction, and has been one of the more difficult engineering challenges. Haptic perception through manipulators is a major limitation on finer control, as the friction of the joints and seals greatly reduces the sensitivity available. Operator visual input is relatively easy to provide directly by using transparent viewports. A wide field of view can be achieved simply and structurally effectively by using a transparent partial dome over the diver's head. Close-up views of the manipulators are limited by joint flexibility and geometry of the suit's arms. External sound and temperature perception are greatly attenuated, and there is no sense of touch through the suit. Communications must be provided by technology, as there is normally no-one else in the immediate vicinity.
9698_5	Design constraints The main environmental factors affecting design are the ambient hydrostatic pressure of the maximum operating depth, and ergonomic considerations regarding the potential range of operators. The structure and mechanics of the suit must reliably withstand the external pressure, without collapsing or deforming sufficiently to cause seals to leak or joints to experience excessive friction, and the full range of movement must not change the internal or external displaced volume. ambient pressure, structural stability, constant volume geometry, buoyancy, insulation, mass, bulk. ergonomic considerations - strength of the user, operating forces on joints, field of vision, general underwater conditions Hazards and failure modes structural: leaks, implosion, lockup of joints, loss of buoyancy. systems failures: loss of power, communications, propulsion, life-support: breathing air, temperature control History Early designs
9698_6	In 1715, British inventor John Lethbridge constructed a "diving suit". Essentially a wooden barrel about in length with two holes for the diver's arms sealed with leather cuffs, and a viewport of thick glass. It was reportedly used to dive as deep as , and was used to salvage substantial quantities of silver from the wreck of the East Indiaman , which sank in 1719 off the Cape Verde islands. The first armored suit with real joints, designed as leather pieces with rings in the shape of a spring (also known as accordion joints), was designed by Englishman W. H. Taylor in 1838. The diver's hands and feet were covered with leather. Taylor also devised a ballast tank attached to the suit that could be filled with water to attain negative buoyancy. While it was patented, the suit was never actually produced. It is considered that its weight and bulk would have rendered it nearly immobile underwater.
9698_7	Lodner D. Phillips designed the first completely enclosed ADS in 1856. His design comprised a barrel-shaped upper torso with domed ends and included ball and socket joints in the articulated arms and legs. The arms had joints at shoulder and elbow, and the legs at knee and hip. The suit included a ballast tank, a viewing port, entrance through a manhole cover on top, a hand-cranked propeller, and rudimentary manipulators at the ends of the arms. Air was to be supplied from the surface via hose. There is no indication, however, Phillips' suit was ever constructed.
9698_8	The first properly anthropomorphic design of ADS, built by the Carmagnolle brothers of Marseilles, France in 1882, featured rolling convolute joints consisting of partial sections of concentric spheres formed to create a close fit and kept watertight with a waterproof cloth. The suit had 22 of these joints: four in each leg, six per arm, and two in the body of the suit. The helmet had 25 individual glass viewing ports spaced at the average distance of the human eyes. Weighing , the Carmagnole ADS never worked properly and its joints never were entirely waterproof. It is now on display at the French National Navy Museum in Paris.
9698_9	Another design was patented in 1894 by inventors John Buchanan and Alexander Gordon from Melbourne, Australia. The construction was based on a frame of spiral wires covered with waterproof material. The design was improved by Alexander Gordon by attaching the suit to the helmet and other parts and incorporating jointed radius rods in the limbs. This resulted in a flexible suit which could withstand high pressure. The suit was manufactured by British firm Siebe Gorman and trialed in Scotland in 1898.
9698_10	American designer MacDuffy constructed the first suit to use ball bearings to provide joint movement in 1914; it was tested in New York to a depth of , but was not very successful. A year later, Harry L. Bowdoin of Bayonne, New Jersey, made an improved ADS with oil-filled rotary joints. The joints use a small duct to the interior of the joint to allow equalization of pressure. The suit was designed to have four joints in each arm and leg, and one joint in each thumb, for a total of eighteen. Four viewing ports and a chest-mounted lamp were intended to assist underwater vision. Unfortunately there is no evidence that Bowdoin's suit was ever built, or that it would have worked if it had been.
9698_11	Atmospheric diving suits built by German firm Neufeldt and Kuhnke were used during the salvage of gold and silver bullion from the wreck of the British ship SS Egypt, an 8,000 ton P&O liner that sank in May 1922. The suit was relegated to duties as an observation chamber at the wreck's depth of , and was successfully used to direct mechanical grabs which opened up the bullion storage. In 1917, Benjamin F. Leavitt of Traverse City, Michigan, dived on the SS Pewabic which sank to a depth of in Lake Huron in 1865, salvaging 350 tons of copper ore. In 1923, he went on to salvage the wreck of the British schooner Cape Horn which lay in of water off Pichidangui, Chile, salvaging $600,000 worth of copper. Leavitt's suit was of his own design and construction. The most innovative aspect of Leavitt's suit was the fact that it was completely self-contained and needed no umbilical, the breathing mixture being supplied from a tank mounted on the back of the suit. The breathing apparatus
9698_12	incorporated a scrubber and an oxygen regulator and could last for up to a full hour.
9698_13	In 1924 the Reichsmarine tested the second generation of the Neufeldt and Kuhnke suit to , but limb movement was very difficult and the joints were judged not to be fail-safe, in that if they were to fail, there was a possibility that the suit's integrity would be violated. However, these suits were used by the Germans as armored divers during World War II and were later taken by the Western Allies after the war.
9698_14	In 1952, Alfred A. Mikalow constructed an ADS employing ball and socket joints, specifically for the purpose of locating and salvaging sunken treasure. The suit was reportedly capable of diving to depths of and was used successfully to dive on the sunken vessel SS City of Rio de Janeiro in of water near Fort Point, San Francisco. Mikalow's suit had various interchangeable instruments which could be mounted on the end of the arms in place of the usual manipulators. It carried seven 90-cubic foot high pressure cylinders to provide breathing gas and control buoyancy. The ballast compartment covered the gas cylinders. For communication, the suit used hydrophones. The modern suit Peress' Tritonia Although various atmospheric suits had been developed during the Victorian era, none of these suits had been able to overcome the basic design problem of constructing a joint which would remain flexible and watertight at depth without seizing up under pressure.
9698_15	Pioneering British diving engineer, Joseph Salim Peress, invented the first truly usable atmospheric diving suit, the Tritonia, in 1932 and was later involved in the construction of the famous JIM suit. Having a natural talent for engineering design, he challenged himself to construct an ADS that would keep divers dry and at atmospheric pressure, even at great depth. In 1918, Peress began working for WG Tarrant at Byfleet, United Kingdom, where he was given the space and tools to develop his ideas about constructing an ADS. His first attempt was an immensely complex prototype machined from solid stainless steel.
9698_16	In 1923, Peress was asked to design a suit for salvage work on the wreck of SS Egypt which had sunk in the English Channel. He declined, on the grounds that his prototype suit was too heavy for a diver to handle easily, but was encouraged by the request to begin work on a new suit using lighter materials. By 1929 he believed he had solved the weight problem, by using cast magnesium instead of steel, and had also managed to improve the design of the suit's joints by using a trapped cushion of oil to keep the surfaces moving smoothly. The oil, which was virtually non-compressible and readily displaceable, would allow the limb joints to move freely at depths of , where the pressure was . Peress claimed that the Tritonia suit could function at although this was never proven.
9698_17	In 1930, Peress revealed the Tritonia suit. By May it had completed trials and was publicly demonstrated in a tank at Byfleet. In September Peress' assistant Jim Jarret dived in the suit to a depth of in Loch Ness. The suit performed perfectly, the joints proving resistant to pressure and moving freely even at depth. The suit was offered to the Royal Navy which turned it down, stating that Navy divers never needed to descend below . In October 1935 Jarret made a successful deep dive to more than on the wreck of the off south Ireland, followed by a shallower dive to in the English Channel in 1937 after which, due to lack of interest, the Tritonia suit was retired.
9698_18	The development in atmospheric pressure suits stagnated in the 1940s through 1960s, as efforts were concentrated on solving the problems of deep diving by dealing with the physiological problems of ambient pressure diving instead of avoiding them by isolating the diver from the pressure. Although the advances in ambient pressure diving (in particular, with scuba gear) were significant, the limitations brought renewed interest to the development of the ADS in the late 1960s. The JIM suit
9698_19	The Tritonia suit spent about 30 years in an engineering company's warehouse in Glasgow, where it was discovered, with Peress' help, by two partners in the British firm Underwater Marine Equipment, Mike Humphrey and Mike Borrow, in the mid-1960s. UMEL would later classify Peress' suit as the "A.D.S Type I", a designation system that would be continued by the company for later models. In 1969, Peress was asked to become a consultant to the new company created to develop the JIM suit, named in honour of the diver Jim Jarret.
9698_20	The first JIM suit was completed in November 1971 and underwent trials aboard in early 1972. In 1976, the JIM suit set a record for the longest working dive below , lasting five hours and 59 minutes at a depth of . The first JIM suits were constructed from cast magnesium for its high strength-to-weight ratio and weighed approximately in air including the diver. They were in height and had a maximum operating depth of . The suit had a positive buoyancy of . Ballast was attached to the suit's front and could be jettisoned from within, allowing the operator to ascend to the surface at approximately . The suit also incorporated a communication link and a jettisonable umbilical connection. The original JIM suit had eight annular oil-supported universal joints, one in each shoulder and lower arm, and one at each hip and knee. The JIM operator received air through an oral/nasal mask that attached to a lung-powered scrubber that had a life support duration of approximately 72 hours.
9698_21	Operations in arctic conditions with water temperatures of −1.7 °C for over 5 hours were successfully carried out using woolen thermal protection and neoprene boots. In 30 °C water the suit was reported to be uncomfortably hot during heavy work.
9698_22	As technology improved and operational knowledge grew, Oceaneering upgraded their fleet of JIMs. The magnesium construction was replaced with glass-reinforced plastic (GRP) and the single joints with segmented ones, each allowing seven degrees of motion, and when added together giving the operator a very great range of motion. In addition, the four-port domed top of the suit was replaced by a transparent acrylic dome as used on WASP, this allowed the operator a much-improved field of vision. Trials were also carried out by the Ministry of Defence on a flying Jim suit powered from the surface through an umbilical cable. This resulted in a hybrid suit with the ability of working on the sea bed as well as mid water.
9698_23	In addition to upgrades to the JIM design, other variations of the original suit were constructed. The first, named the SAM Suit (designated A.D.S III), was a completely aluminium model. A smaller and lighter suit, it was more anthropomorphic than the original JIMs and was depth-rated to . Attempts were made to limit corrosion by the use of a chromic anodizing coating applied to the arm and leg joints, which gave them an unusual green color. The SAM suit stood at in height, and had a life support duration of 20 hours. Only three SAM suits would be produced by UMEL before the design was shelved. The second, named the JAM suit (designated A.D.S IV), was constructed of glass-reinforced plastic (GRP) and was depth-rated for around . WASP
9698_24	The WASP atmospheric diving system is part way between a one person submersible and an atmospheric diving suit, in that there are articulated arms which contain and are moved by the operator's arms, but the operator's legs are contained in a rigid housing. Mobility is provided by two vertical and two horizontal foot-switch controlled electrical marine thrusters. Operating depth was quoted as WASP is high, wide, and front to back. Ballasted weight in air approximately , for neutral buoyancy in water, but buoyancy can be increased by up to during operation, and ballast can be jettisoned in an emergency. WASP is transported on a support frame. Current suits
9698_25	In 1987, the "Newtsuit" was developed by the Canadian engineer Phil Nuytten, and a version was put into production as the "Hardsuit" by Hardsuits International. The Newtsuit is constructed to function like a 'submarine you can wear', allowing the diver to work at normal atmospheric pressure even at depths of over . Made of wrought aluminium, it had fully articulated joints so the diver can move more easily underwater. The life support system provides 6–8 hours of air, with an emergency back-up supply of an additional 48 hours. The Hardsuit was used to salvage the bell from the wreck of the SS Edmund Fitzgerald in 1995. The latest version of the Hardsuit designed by Oceanworks, the "Quantum 2", uses higher power commercially available ROV thrusters for better reliability and more power as well as an atmospheric monitoring system to monitor the environmental conditions in the cabin.
9698_26	A more recent design by Nuytten is the Exosuit, a relatively lightweight and low powered suit intended for marine research. It was first used in 2014 at the Bluewater and Antikythera underwater research expeditions. The ADS 2000 was developed jointly with OceanWorks International and the US Navy in 1997, as an evolution of the Hardsuit to meet US Navy requirements. The ADS2000 provides increased depth capability for the US Navy's Submarine Rescue Program. Manufactured from forged T6061 aluminum alloy it uses an advanced articulating joint design based on the Hardsuit joints. Capable of operating in up to of seawater for a normal mission of up to six hours it has a self-contained, automatic life support system. Additionally, the integrated dual thruster system allows the pilot to navigate easily underwater. It became fully operational and certified by the US Navy off southern California on August 1, 2006, when Chief Navy Diver Daniel Jackson submerged to .
9698_27	From the project's beginning until 2011, the US navy spent $113 million on the ADS. See also References Further reading External links ADS database in therebreathersite.nl "Metal Diving Suit Has Lamps and Phone", January 1931, Popular Mechanics "Robot Diving Ball To Speed Deep Sea Salvage" Popular Mechanics, September 1935 Hard Suit Historic Armored Suits Atmospheric suits US Navy Chief goes to Diving environmental protection equipment Environmental suits
9699_0	The Rocketdyne H-1 is a thrust liquid-propellant rocket engine burning LOX and RP-1. The H-1 was developed for use in the S-I and S-IB first stages of the Saturn I and Saturn IB rockets, respectively, where it was used in clusters of eight engines. After the Apollo program, surplus H-1 engines were rebranded and reworked as the Rocketdyne RS-27 engine with first usage on the Delta 2000 series in 1974. The RS-27 variant is also used on the Delta II and Delta III. History Early engines The H-1 is one of a series of engines developed from the wartime V-2 ballistic missile. During the war, North American Aviation (NAA) was given several V-2 engines to examine and convert from metric to SAE measurements. They formed their "Propulsion Division" to handle this work, later becoming Rocketdyne.
9699_1	NAA had also been given a wealth of technical documentation on the engine. Engineers studying them came across plans to improve the V-2 engine using a new "waterfall" fuel injector. The Germans were unable to get the design to work and it never went into service. NAA engineers decided to attack this problem and quickly came up with solutions. This allowed them to raise the thrust of the design to , and then for the Redstone missile. NAA had also been working on the SM-64 Navaho cruise missile project, which used the same engine as a booster to get the missile up to speed so its ramjet engines could light. The Air Force continually demanded higher performance from the Navaho, which forced NAA to build larger missiles, and larger boosters to launch it. By the early 1950s, the basic engine design had been enlarged to produce .
9699_2	All of these designs, like the V-2 that spawned them, burned ethanol, but other fuels had also been experimented with, including kerosene, diesel oil, paint thinner, JP-4, and JP-5 jet fuel. In January 1953 Rockedyne started their "REAP" program to convert these engines to a specific and well-engineered kerosene fuel specifically for rocket engines, which became RP-1, officially specified in Military Specification MIL-R-25576 in 1954. In 1955, the Air Force selected a JP-4 burning version of the engine to power their Atlas missile. The US Army requested a further boost to for their Jupiter missile, and the Air Force used the same version for their Thor, producing the Rocketdyne S-3D (or LR-79).
9699_3	All of these engines were based on a similar design concept, featuring a "waterfall injector", where many small fuel injectors were used to spray burning fuel into the main combustion chamber. They also shared a complex system for starting the turbopumps, using a set of secondary fuel tanks and plumbing that fed the gas generator and main combustors while the pumps were still bringing the main fuel lines up to pressure. A complex series of electropneumatic valves operated the various fuel flows until the engine was fully started. X-1
9699_4	With the successful running of the S-3D for the Thor and Jupiter, the company turned their attention to a radically updated version, originally known as the S-3X, but later becoming the X-1. This engine replaced the complex valve system and all of its attended sensors and electronics with new valves that operated on the pressure of the fuel itself. This meant that the complex start-up procedure was entirely automated and driven off the fuel flow itself. Additionally, the X-1 removed the entire start tank system and replaced it with a small solid fuel rocket engine that fed its exhaust through the gas generator to spin the turbopumps. This change dramatically simplified engine plumbing, at the cost of making the design a single-shot device. Earlier engines could, in theory, be restarted in flight, but with a single starter cartridge, the X-1 could be started once only.
9699_5	Another change was to introduce an ignitor using a pyrophoric fuel in place of the solid fuel versions of earlier designs. The earlier engines required the ignitors to be inserted through holes in the engine into the combustion chamber, but the new system allowed the fuel to be sprayed into the main injector. The fuel, triethylaluminum, was delivered in a cube with diaphragms that burst when the fuel flow in the injector reached a set threshold. Finally, the X-1 introduced a new lubrication system that added a small amount of additive to the RP-1 fuel as it flowed through the various components. This was fed under pressure into the various bearings in the turbopump system, both lubricating it and carrying away heat. Saturn and H-1
9699_6	Saturn started as a paper project to meet a new US Department of Defense requirement for a heavy-lift vehicle able to lift 10,000 to 40,000 pounds into low Earth orbit (LEO), or accelerating 6,000 to 12,000 lb to escape velocity. Existing launchers might be extended to reach 10,000 lb to LEO, below the requirements. A new and larger design was needed, and in April 1957, Wernher von Braun handed the preliminary design task to Heinz-Hermann Koelle.

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