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DESCRIPTION : This exceptional RARE and RICHLY ILLUSTRATED book regarding the TERMINOLOGY of HEBREW – ISRAELI terms of MARITIME , SEAMANSHIP , NAVAL SHIPS , SHIPING, PORTS, HARBORS etc – » MILON LEMUNACHEI HAYAMAUT A » ( Dictionary of MARITIME TERMS volume A ) was published in 1970 by the devision of PORTS, HARBORS and MARITIME of the MINISTERY of TRANSPORTATION . The illustrated DICTIONARY is written in English ,German, French and Hebrew . The ILLUSTRATED items are accompanied by HEBREW , ENGLISH , FRENCH and GERMAN terminology . Actualy being an ILLUSTRATED DICTIONARY to JEWISH naval – maritime – seamanship TERMS. Definitely a must for every collector of ERETZ ISRAEL , ISRAELIANA and SEAMANSHIP. Original cloth HC . 5 x 7″ . Around 450 pp. English ,German, French and Hebrew. Very good condition. clean. tightly bound . Very nicely preserved copy. ( Pls look at scan for accurate AS IS images ) Book will be sent inside a protective packaging . AUTHENTICITY : The book is fully guaranteed ORIGINAL from 1970 , It is NOT a recently printed edition or a reprint , It holds a life long GUARANTEE for its AUTHENTICITY and ORIGINALITY. PAYMENTS : Payment method accepted : Paypal & All credit cards. SHIPPMENT : Shipp worldwide via registered airmail is $ 29 . Book will be sent inside a protective packaging . Will be sent around 5-10 days after payment . Shipping and ports activities The vast majority of Israel’s international trade is conducted by sea and the main commercial ports (located in the cities of Haifa, Ashdod and Eilat) handle 98% of the country’s import and export volume. In the last decade the amount of cargo passing through Israel’s ports has doubled and it may be assumed that this trend will continue as international trade expands further. The government body within the Ministry of Transport that deals with this sector is the Administration of Shipping and Ports. In addition, Israel’s ports are currently operatedand developed by government owned companies. Israeli trade potential is highly dependent on a swift, reliable and competitive operational structure for all shipping and ports activities. Up to 2005 the organizational structure of the Israeli sea ports, characterized by one authorized operator, adversely affected the entire sector. The centralized structure denied the ports’ independence and decision making on a commercial basis. ***** Israeli Seaport As a result of recent government decisions, the Ministry of Transport together with the Ministry of Finance concluded negotiations regarding the future organizational and operational structure of the sea ports. This resulted in the establishment of independent government companies to operate the main ports of Ashdod and Haifa, generating conditions for real competition. In line with general government policy, one of the main objectives is to increase the role of the private sector regarding the operation of the ports by gradually privatizing the companies. *** ASP ISRAEL Home SHIPPING and Ships PORT Administration CONTACT Information Port State Control The State of Israel implemented the Port State Control (PSC) inspection system in 1997, in accordance with International Maritime Organization (IMO) and International Labor Organization (ILO) resolutions. IMO Resolutions IMO Resolutions issued and adopted by the Israeli ASP and expected to Enter into Force, at the mentioned date shall be considered binding. Ship Sourced Pollution The OILPOL convention recognized that considerable oil pollution resulted from routine tank washing operations by Oil tankers at sea, therefore set regulation to prohibit dumping of oily waste within a special area or in certain distance from land. Cargo Movement Israeli Maritime Trade – Report on Cargo Movement in the ports of Israel Shipping Notices The Israeli Administration is proud to be en active part of the International Maritime Community. Ships carrying the Israeli flag all over the world represent the highest professional standards and Israeli officers are a credit to their trade. Notices to mariners The Israel Notices to Mariners provides timely marine safety information for the correction of all Israel navigation charts and publications from a wide variety of sources, both foreign and domestic. ***** How Israel Is Becoming a Port of Call for Maritime Innovation When Intel acquired vision-based collision prevention company Mobileye for $15.3 billion in 2017, the blockbuster deal underscored Israel’s prowess in smart transportation, particularly in the autotech sector. But automotive isn’t the only traditional industry being disrupted by the Startup Nation’s thriving technology ecosystem. As Israeli innovation in fields like cybersecurity, IoT, big data, and artificial intelligence fuels new advances in smart transportation and mobility, the global maritime industry is leveraging Israel’s strength in these domains to make the world’s ports and shipping operations smarter and more efficient. According to Start-Up Nation Central, companies active in the marine industry account for only 54 of the 6,218 startups in Israel – but the country’s burgeoning maritime tech ecosystem has seen significant growth in recent years, and as shipping and other seafaring industries look to harness technology to optimize logistics and improve operations, that growth is set to accelerate dramatically. From Michnaf’s use of drones for inspecting shipping vessels to Totem Plus’s advanced automation and navigation systems, Israeli solutions are already bringing high-tech wizardry to the ports and shipping industry. The development of maritime technologies has been accelerated by Israel’s vibrant innovation ecosystem, with governmental, military, academic, and R&D institutions supplying significant resources, talent, and institutional know-how. From the Haifa Research Center for Maritime Policy and Strategy in the country’s north to the Inter-University Institute for Marine Sciences in the Red Sea port city of Eilat at the southern tip of Israel, maritime stakeholders are benefiting from cutting-edge research and symbiotic relationships between the public, private, and academic sectors. Industry-leading startups include: Pick a Pier, which is working to create smart marinas by making it easier for boats to dock efficiently through a berthing-rental marketplace, and AiDock, which enhances the once-cumbersome customs clearance process through AI algorithms. Windward, a global leader in maritime risk analytics that helps organizations, including marine insurers, governments and law enforcement, understand maritime risk, enabling them to take better actions to manage it. Orca AI provides intelligent navigation tools for the maritime industry to prevent collisions. Founded in 2018 by two experienced naval technology experts, Yarden Gross and Dor Raviv, Orca AI’s technology helps ships get an accurate, real-time view of the environment by combining new sensors with existing onboard systems to aid crews in making more informed navigation decisions, improving safety in crowded waterways. Designed specifically for the maritime environment, their innovative system is the first of its kind for the commercial shipping industry. As Israel looks to further develop its maritime technology sector, theDOCK, an innovation hub founded by Israeli Navy veterans in 2017, is working with early-stage companies to bring their solutions to market. The initiative has already garnered global attention for its initiatives to accelerate the development of maritime solutions and to connect legacy players with the latest technologies. A prime example: International shipping giant AP Moller-Maersk, one of theDOCK’s corporate partners, has worked with the organization to harness Israeli technology for enhancing logistics. Which maritime startups will be next to sail the industry toward a more innovative future? Thanks to Israel’s renowned innovation ecosystem, there’s a high likelihood that they’ll be anchored in the Startup Nation. For more information, please visit http://www.itrade.gov.il/ or contact your local Israel Economic Attaché. **** Israel Port Company Port Development Property Management Israel Port Community System Port Industry Environment About IPC News Video & Photo Gallery International Organizations Corporate Social Responsibility Organization Chart Home Page>Israel Port Company About Us ABOUT IPC The Israel Ports Development & Assets Company Ltd. (IPC) Ltd. is responsible for the development of Israel’s three commercial seaports in Haifa, Ashdod and Eilat, and for providing the necessary infrastructure which will allow the ports to efficiently and competitively handle Israel’s international maritime trade. In addition to managing some of the country’s largest infrastructure development projects, the company acts as Israel’s port property landlord, managing government assets allocated for the facilitation of its international maritime commerce. The Company’s financial stability is reflected by its Aa1 (negative outlook) rating. As an arm of the State, the IPC carries out its mission placing great weight on the State’s priority to develop modern, competitive and efficient ports, thus facilitating economic growth. The ambitious development program promoted by the company will position Israel’s ports among the best in the Mediterranean and will change the face of Israel’s port industry. In parallel to the development of the seaport’s physical infrastructure, the IPC has been analyzing impediments to the smooth flow of Israel’s international trade and is active in promoting other solutions that will improve the nation’s trade competitiveness, especially instream lining the logistics and supply chain. Strategic Port Development Master Plan Israel’s seaports handle 98% of the country’s import and export cargo. Israel’s economy and its international trade have experienced continued growth over the last two decades. Container traffic grew 7.5% during 2016 in comparison with 2015. The development of port infrastructure to handle this growth is critical to the nation’s continuing economic success. The IPC faces the enormous challenge of providing the infrastructure required to handle the forecasted traffic. In order to meet that challenge, it has prepared a strategic port development master plan. Following the presentation of the plan to the government, the IPC was directed to move forward with the first phase of development in both Ashdod and Haifa. Southport and Bayport- New Container Terminals under way Accordingly, the IPC has designed and coordinated the development of the Southport Terminal in Ashdod and Bayport Terminal in Haifa. These new port terminals have been designed to receive the largest container vessels (Class EEE). The construction work on the terminals is well under way. The IPC has also signed contracts with international operators which have received a 25 year operating license to operate and maintain the two facilities. Main Terminal Characteristics- First phase: 800m main quay length Water depth at main quay: 17.3m Cranes able to handle EEE vessels (23 wide) Road/rail connections Other Projects In the last decade the company has completed two major projects – Ashdod’s Eitan terminal and Haifa’s Carmel terminal. Ashdod’s « Eitan » terminal (named after Lt. Gen Rafael Eitan) is one of the country’s important infrastructure projects with a total estimated cost of NIS 3 billion. The Ashdod Port Company commenced operations in the facility during 2005. The project features a 1,150 meter breakwater extension and 1,700 meters of new quay with up to 15.5m water depth alongside. State-of-the-art technology and new computer systems have been deployed to facilitate more efficient handling, storage and delivery of cargo. The IPC completed and turned over to the APC the final elements of the project: a new security and operational gate. Haifa’s « Carmel » terminal – The IPC completed the project during 2009. The NIS 1 billion project included the construction of a 700 meter container terminal with waterside depth of 15.5 meters. The new terminal is equipped with six super Post-Panamax cranes and 12 rail mounted container stacking cranes. A state-of-the-art gate features advanced technology that will allow for automatic identification of cargoes, vehicles and drivers. In addition to the above projects, the IPC has carried out and is moving forward with many other construction and development projects in the operational and hinterland areas at the three ports such as the new port gate in Ashdod and Haifa that utilizes the latest gate technology, quay rehabilitation projects at existing facilities, development of logistic and industrial park and more. Property Management, Maintenance & Supervision The Israel Ports Company is responsible for the management of port real estate, including supervision and oversight of their use and maintenance. It also plans long-term national land requirements for port activities and is active in securing the land that will be needed in the future. The IPC manages numerous real estate contracts covering such facilities as the Israel Shipyards, Haifa and Ashdod grain terminals, Oil & Energy Infrastructure Company’s distillate terminal and many others. In addition the IPC developed a new port related industrial park – the Israel Ports Park – in Ashdod’s hinterland, close to the operational port for the purpose of facilitating the private sector’s development of various port related services. High – Tech Ports In collaboration with the port operating companies, Shipping and Ports Administration and others, the IPC is responsible for upgrading the technology deployed at Israel’s ports. The goal of this upgrade is to provide the ports with the necessary tools to improve productivity and create the IT infrastructure necessary to facilitate effective competition, both in terms of price and service. Some of the most important technology projects include the state-of-the-art port gates; TOS – Computerized Terminal Operations System; Israel Maritime Community Supply Chain Management System (promoting the use of standard EDI messages between members of the maritime community); and the national port data bank. **** The Israeli Navy oversees the formation of the IDF naval forces. The naval commander also defines the objectives of the navy: to protect the State of Israel from maritime threats, to give an alarm in the event of imminent conflict, and to fulfill specific missions during a conflict. The need to create and develop a Jewish maritime force was formulated in January 1948. At that time, Jewish communities faced the threat of Arab countries. On March 17, 1948, an order was made to set up a naval branch under the command of Marine Captain Gershon Zak. His first recruits included sailors, fishermen, port workers, coastal residents, volunteers from the British Navy, etc. The missions of the Israeli Navy are to: Protect and defend the State of Israel from maritime threats Secure the vital maritime operations of the State of Israel Assist the rest of the Israeli army in case of conflict Shoot enemy targets Produce and evaluate photographs of maritime space Transport equipment and soldiers Perform search-and-rescue missions at sea Train the naval forces of the IDF Execute certain ground missions within the framework of the instructions of the army Bases: Instruction: The objective of the training base is to train Navy recruits for their future task in their unit Haifa: The missions of the Haifa base are: securing Israel’s sea routes, strengthening the operational capability of the navy, and deepening cooperation between the Israeli Navy and other IDF armed forces. Ashdod: Responsible for the southern part of the Mediterranean coast of the State of Israel and mainly deals with routine security operations in this maritime area. Atlit: Home to one of the IDF’s elite units, Shayetet 13 (Navy Special Forces). The base is located south of Haifa and is not open to visitors. Eilat: The Navy’s headquarters in the Red Sea since the final withdrawal of naval forces from Sharm el-Sheikh under the 1979 peace accords with Egypt. Shipyard: The Israeli Navy shipyard, located in Haifa, is the place where ship repair and improvement works are carried out. The shipyard is also responsible for weaponry development, marine coastal inspection systems, and the corps’ equipment. Equipment: The logistics base of the Navy. Its role is to provide for the logistical needs of the various units of the corps. Headquarters: Located in Tel Aviv in the Kirya, which houses the headquarters of the IDF’s different corps. The role of the headquarters is to manage the corp, to determine general policies, and to train the naval force. Structure and principal units: Routine Security Company (Palgot Habatash): The regular security forces guard the maritime border of the State of Israel and prevent any threat to harm the security of Israel and its citizens. Missile boats (Shayetet 3): The mission of this squadron is to fight the enemy fleet in time of war, sink enemy ships, prevent Israel’s enemies from blocking its sea routes, and and assist the ground forces with incursions into enemy territory. Submarines (Shayetet 7): This unit’s missions are the destruction of enemy ships, controlling port entrances, the carrying out of secret espionage activities, and assisting other units during combat. Special Forces of the Navy (Shayetet 13): Shayetet 13 is the marine commando which operates at sea, on land, and in the air; its permanent base is at Atlit. It is one of the most daring units of the IDF. Naval control unit: This naval command unit is responsible for all military exercises and naval operations. This unit is divided into four companies: command, communication, electronics, and human resources. The unit is also responsible for the operations of naval combatants, both in emergency and routine situations. The mission of this unit is to inspect the operations of the units of the Israeli Navy. *****National Maritime Museum |The National Maritime Museum The National Maritime Museum Visitors Information Hours Prices Map Special discounts About the National Maritime Museum The National Maritime Museum in Haifa showcases the history of shipping in the Mediterranean Basin and the maritime story of the city of Haifa. The museum displays over 5000 years of history and maritime archeology, and makes it possible for its visitors to encounter and learn about ancient ships, anchors, battling rams, and other archeological findings, such as gold coins treasures that were found in marine excavations. The museum also displays the pirate exhibition and the Hebrew-shipping endeavor. History The National Maritime Museum was established in 1953, on the basis of the private collection of its founder and first director Aryeh Ben- Eli. In 1972, with the help of donations from the Morrison Fund from London, Haifa Municipality, and friends from Israel and abroad, the museum moved to its current abode. In 1995, the museum’s collection of ancient art was added to the National Maritime Museum collection, thus alongside exhibits from marine archeology, visitors can also view and encounter ancient Phoenician, Greek, and Roman sculptures and exhibits. From its inception, the National Maritime Museum has aspired to display maritime history and make its possible for the general public and new audiences to encounter the stories and exhibits from the Mediterranean Basin. The three-floor museum sprawls over 3,500 Sq. m and includes two permanent exhibitions on two floors, a hall for changing exhibitions, collection rooms, offices, and research rooms (labs?). **** How Israel became a naval startup nation with the famous boats of Cherbourg When a young journalist had a startling hunch about Israel’s military capacity, a lot of persistence persuaded the navy to go to great (secret) lengths to help him verify it By ABRAHAM RABINOVICH 17 April 2018, 10:13 am 7 630 shares Israeli missile boat flotilla on maneuvers. (Israel Government Press Office) On New Year’s Eve 1970, Israel Radio reported the arrival in Haifa of five newly built Israeli patrol boats which had escaped from a Cherbourg shipyard where they had been embargoed by the French government for political reasons. The brazen getaway on Christmas Eve into the teeth of a Force Nine gale raging in the English Channel galvanized the international media. News organizations sent up planes looking for the boats during the coming week as they raced for home. I had joined The Jerusalem Post just a few months before and thought “What a great story.” I was sure that veteran Israeli journalists would soon get their teeth into it. However, the story behind the story would be classified and remained hidden. Fast forward five years. Israel’s top military brass, academics and other experts were participating in an international symposium in Jerusalem on the Yom Kippur War, two years before. At my paper, coverage of key panels was divided among reporters. One of the events not covered was a talk by the navy commander, Admiral Binny Telem. I followed the media closely, but had heard virtually nothing of naval activities in the war. Curious about what Telem might have to say, I dropped in after finishing my assignment. Get The Times of Israel’s Daily Edition by email and never miss our top stories FREE SIGN UP His talk proved astonishing. The navy, he revealed, had not only been involved in battles against the Egyptian and Syrian fleets but had engaged in battles, for the first time since the invention of cannon, involving not guns but missiles with built-in radar which enabled them to pursue moving targets. No other navy in the West had such a weapon system. A launch of Israel’s Gabriel Missile (Israel Aircraft Industries) Unknown to Israel when it began its project, the Soviet Union was also developing missile boats. It was these vessels, passed on to the Arab navies, that Israel would encounter in the Yom Kippur War. The Arabs had twice as many missile boats as Israel and their missiles had twice the range of Israel’s, which enabled them to always get in the first salvos. But the Soviet-made vessels did not have what the Israeli vessels had – electronic and other systems to divert incoming missiles by providing them with false targets. All 54 missiles fired at the Israeli vessels missed, throwing up enormous geysers as they exploded in the sea. Almost all the Arab warships which engaged were sunk, without a single Israeli loss. After three days, the Arab navies did not venture out of their harbors and the vital sea lanes to Haifa remained open. Compared to the fierce battles waged by Israel on land and in the air, with their heavy losses, the total victory at sea was stunning. Again, I thought, “What a story.” But amidst all the revelations that emerged at the symposium, Telem’s talk drew scant attention. Epiphany, mid-stride Fast forward another six years. 1981. Walking down the Ben-Yehuda pedestrian mall in central Jerusalem, thinking random thoughts not connected to the navy, I had an epiphany that stopped me in my tracks. Might those missile boats that performed so brilliantly in the 1973 war be the same “patrol boats” that had escaped from Cherbourg a few years earlier? That would really be a story. It could, among other things, explain why the Israeli government had risked its diplomatic relations with France in order to run off with five embargoed patrol boats. Perhaps they were not simple patrol craft, as we had been told, but platforms that were to be converted to revolutionary missile boats. This time I decided to grab the story by the neck. I wrote to then-Defense Minister (and future 7th president of Israel) Ezer Weizman to outline the story that had taken shape in my head, and to ask whether I would have the ministry’s cooperation if I wrote a book about it. The minister himself replied: The subject was too sensitive, he wrote, to be made public at this time. Prime minister Menachem Begin (right) and defense minister Ariel Sharon on June 7, 1982 at Beaufort Castle, a few hours after Israeli troops captured the Palestinian stronghold in Southern Lebanon. (AP Photo) Implicitly, however, he had confirmed that the missile boats were indeed the Cherbourg boats. Weizman was not long afterwards replaced by Ariel Sharon to whom I sent a similar query and from whose office I received a similar reply. In 1983, Sharon was forced out after the Sabra/Shatilla massacre in Beirut and the defense portfolio was temporarily shifted to prime minister Menahem Begin. I duly sent the same query to the prime minister’s office. This time I was informed that it had been forwarded to the navy. To my delight, I shortly received an invitation to naval headquarters in Tel Aviv. The navy captain who heard me out was encouraging. At his request, I left a copy of a book I had written on the 1967 battle for Jerusalem for him to look at and a follow-up meeting was arranged soon after. This one proved awkward. The captain, looking solemn, said that the navy had recently cooperated with an Israeli navy veteran who made a feature film about his unit. The navy command was unhappy with the results and a decision had been made – apparently after my request — not to lend the navy’s prestige again to any such outside enterprise. Deeply disappointed, I made ready to rise when the officer stopped me. Above: Israeli missile boats training in April, 1973, shortly before the Yom Kippur War. “If you decide to pursue the book on your own, I can give you the phone numbers of a couple of people who might be able to help you.” He wrote down the names and numbers of two men and handed them to me. He declined to tell me who they were. His gesture was puzzling. How could I write a book on the subject if the navy did not give me access to its personnel? It would be a while before I understood what was happening: The navy did not wish to be publicly linked to the project but it was interested in the story of the missile boats, an enormous accomplishment, being told. They were giving me a chance to run with the story while leaving the navy in a position to distance itself from the book if it disapproved of it. The dead-end’s lead I had still not figured this out when I drove up to Haifa on a stormy winter night to meet the first man whose number the captain had given me, not knowing, in that pre-Google age, who answered to that name or what he might have to tell me. Hadar Kimche had been expecting my call. As we sat before his fireplace, he revealed that he was a retired naval officer, the first commander of the missile boat flotilla and commander of the Cherbourg breakout. For the next four hours, I took notes as he outlined a mind-spinning tale of quasi-political hanky-panky and operational hocus-pocus surrounding the Cherbourg episode. The second name I had was that of Kimche’s former deputy. Both men gave me the names of others who would lead me to still others, about 100 in all, including French officials in Paris and Cherbourg. Attempting to understand the technical aspects of the story despite being technically challenged myself, I received patient explanations from scientists, naval architects and engineers involved in the project who spelled out the various elements in the system. One of the ‘Cherbourg boats,’ the INS Mitvach, on display at Haifa’s Clandestine Immigration and Navy Museum. (Amanda Borschel-Dan/Times of Israel) The Cherbourg breakout and the missile battles, I learned, were but two sides of a three-sided tale. The third side, no less dramatic than the others, involved Israel’s fledgling military industries which, together with the navy, had conceived a new type of naval warfare, a creative process laced with moments of despair and flashes of brilliance. The system they developed would enable an underfunded navy to deploy small, affordable, vessels carrying the devastating punch of large cruisers. Undertaken by a nation with a population then of only three million, the project would be pursued virtually round-the-clock for a decade. Key personnel for years worked every day in the year and late into the nights, except for Yom Kippur. (A few also worked on Yom Kippur.) The Boats of Cherbourg, by Abraham Rabinovich The effort marked the beginning of Israel’s emergence as “the start-up nation” and a major weapons innovator. The missile boat flotilla -– now numbering 12 vessels – held its first full-scale maneuvers, employing innovative tactics, the week before the Yom Kippur War. In the end, the navy made available to me all the personnel I wanted to interview and enabled me to go to sea with the missile boats on a training exercise, even to push the missile launch button during a dry run. My resultant book, The Boats of Cherbourg, would be published by the United States Naval Institute Press. . ebay4988/ 184
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