U.S. E.P.A. Office Region 9 - Pacific South West - AZ, CA, HI, NV - Arizona, California, Hawaii, Nevada - Pacific Islands, Guam, Trust Territories, American Samoa, Northern Marianas ---------------------------- Region 10 - Pacific North West - AK, ID, OR, WA - Alaska, Idaho, Oregon, Washington State |
U.S. E.P.A. Office Region 6 - This includes states in the Gulf of Mexico - LA, AS, OK, NM, TX - Louisiana, Arkansas, Oklahoma, New Mexico, Texas ---------------------------- Region 7 - IA, KS, MO, NB - Iowa, Kansas, Missouri, Nebraska -------------------------- Region 8 - Mountains & Plains - CO, MO, ND, SD, UT, WY - Colorado, Montana, North Dakota, South Dakota, Utah, Wyoming |
(cont'd from first box) This is a list of EPA office locations throughout the United States. As with spill reporting and waste disposal, appropriate notifications to state and municipal environmental agencies may be necessary. U.S. E.P.A. Office Region 1 - New England 1 Congress Street St Boston, Massachusetts 02114-2023 CT, MA, ME, NH, RI, VT - Connecticut, Massachusetts, Maine, New Hampshire, Rhode Island and Vermont (Long Island Sound lies between states of two regions, Connecticut in region 1 and New York, in region 2) ---------------------------- Region 2 - NY, NJ, US VI, PR - New York, New Jersey, United States Virgin Islands (St. Thomas, St. Maarten, St. Croix) and Puerto Rico, Mn Off in New York, New York |
Regional Offices for the United States Environmental Protection Agency Shipbuilding and boat manufacturing require compliance with environmental regulations on federal, state and municipal levels, whether addressing the disposal of hazardous solvents or ensuring proper response and contingency measures for releases of harmful paints, coatings, resins, hazardous waste or other substances to land, navigable waters, groundwater or other areas. For compliance information on the federal level, contact the United States Environmental Protection Agency, divided into the following regions. Keep in mind that there are additional laws and regulations for compliance on a state and municipal level. Environmental compliance can also arise as an issue in remediation and recovery efforts involving marine salvage. (continued in next block) |
Design & Boat Building Links A Category under "Links Main Page" |
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Creative Systems, Inc. Information and software for marine professionals. GHS software for naval architects, marine engineers, yacht designers, salvage engineers, and cargo personnel. |
Naval Arch on the Web What factors determine whether a damaged ship will stay afloat…or sink? What is the point at which a rolling ship will return to the upright position….and beyond which it will capsize. Why do some hull forms move through the water more efficiently than others? What is the floodable length curve of a ship...margin line? What is the righting moment of a ship? What are the metacenter and metacentric height of a vessel...block coefficient, prismatic coefficient, waterplane area, hull speed, center of buoyancy...center of floatation? What is transverse stability...longitudinal stability...what are considerations for damage control in a sinking ship. How do you compute permeability within a ship's machinery spaces. If you find such things interesting, follow this link to Naval Arch on the Web, from the Naval Postgraduate School. Courtesy of and with permission of the author, Professor Fotis Papoulias. |
U.S. E.P.A. Office Region 3 - Mid-Atlantic DE, Dist. of Columbia, MD, PA, VA, WV - Delaware, Washington D.C., Maryland, Pennsylvania, Virginia, West Virginia ---------------------------- Region 4 - South East AL, FL, GA, KN, MS, NC, SC, TN - Alabama, Florida, Georgia, Kentucky, Mississippi, North Carolina, South Carolina, Tennessee ---------------------------- Region 5 - Includes states surrounding Great Lakes (Lake Erie, Lake Huron, Lake Michigan, Lake Ontario, Lake Superior) IL, IN, MI, MN, OH, WI - Illinois, Indiana, Michigan, Minnesota, Ohio, Wisconson |
Naval Archtecture, Marine Engineering, Yacht and Boat Design in Admiralty & Maritime Law The role of the naval architect, marine engineer, yacht and boat designer in maritime law is a major one. The seakeeping characteristics of a vessel are a direct product of the technical calculations and judgment of the naval architect. Whether a vessel was top heavy, prone to capsize, or had other inherent defects in design become important elements in the forensic investigation of a boating accident, ship sinking or other marine casualty. A boat or commercial ship may exhibit adequate qualities of transverse and longitudinal stability on the drafting table or design loft and when it leaves the manufacturer or shipyard. Tank testing may demonstrate adequate rough seas handling characteristics and a vessel may perform well with respect to rolling, pitching and yawing. However, subsequent modifications can render a vessel unseaworthy...which is significant when unseaworthiness is raised as a cause of action in maritime litigation, arbitration or mediation. There are many cases where the designer and naval architect exercised all necessary due diligence and care as a reasonably prudent person and professional...however, the vessel may have been operated in a manner totally different from that envisioned by the design crew, such as piling excessive numbers of crab pots, lobster pots, modifying pilothouses or adding tubular upper structures that destroyed the due diligence and adequate standard of care exercised by the design professional. In the field, the naval architect and marine engineer are crucial personnel in the commercial salvage sector. If a vessel runs aground, capsizes, becomes disabled...it is the "hands-on" naval architects and marine engineers who respond and place their lives in danger as they survey damage and the remaining survivability of a vessel. Venturing into areas where vessel plating is gone and internal compartments are in open communication with the sea, such professionals make decisions that determine whether a salvage effort is viable or whether the vessel is a total loss. In either event, there are environmental and ecological considerations that enter the equation. The proximity of crude oil, heavy oil, hazardous and toxic chemical cargoes to delicate and sensitive ecosystems create complex problems for cargo recovery. Knowledge of damage control, damaged stability characteristics, ballasting and counter flooding, floatation, righting moments, cargo operations and cargo handling are all necessary to avoid beach and shore damage...that would otherwise require spill response and remediation measures. Given the tangle of rights and liabilities that arise in a successful or unsuccessful salvage, (whether pure salvage, "no-cure-nopay", contract salvage or towage) hands-on field naval architects, marine engineers, experienced marine salvage attorneys often deal with a wide arrary of federal, state and local laws and regulations. The naval architect, marine engineer, boat and yacht designer can also take on an important role as an expert scientific, technical or forensic witness in litigation, arbitration or mediation that stems from claims involving boating accidents, maritime salvage, shipyard contracts, shipbuilding contracts, disputes arising from propulsion and auxiliary machinery, failure of a vessel to meet its design specifications for speed, seakeeping, fuel consumption, maintenance intervals or other claims requiring a high level of marine technical expertise. They may be called to testify or they may be retained to prepare a technical report. |
naval architecture and marine engineering cross so many disciplines, from, shipbuilders, shipbreakers, and other personnel in shipyards to forensic boating accident investigators. |
Links for boat designers, yacht & boat designers, naval architects, marine engineers, naval engineers & professionals involved with planning, design, construction, maintenance, modification, refitting dismantling of commercial and recreational vessels |