El documento resume la historia y estructura del Convenio Internacional para la Seguridad de la Vida Humana en el Mar (Convenio SOLAS). El Convenio SOLAS se cre坦 originalmente en 1914 tras el hundimiento del Titanic y ha sido revisado varias veces, m叩s recientemente en 1974. El Convenio establece normas internacionales para garantizar la seguridad mar鱈tima y prevenir la p辿rdida de vidas. Cubre temas como equipos de salvamento, construcci坦n de buques, comunicaciones por radio y certificados de seguridad.
This document provides an overview of the International Convention for the Safety of Life at Sea (SOLAS). It discusses the history and purpose of SOLAS, including that it was first adopted in 1914 in response to the Titanic disaster. It outlines the key chapters and requirements of SOLAS, including those relating to construction, fire protection, life-saving appliances, safety of navigation, and carriage of dangerous goods. Specifically for liquid petroleum gas carriers like the presenter's uncle's ship, it notes the regulations that must be followed are in Chapter VII Part C and comply with the International Gas Carrier Code.
This document provides information about maritime signs, SOLAS conventions, and international distress signals. It discusses the purpose of maritime signs on vessels to identify hazards and equipment. It then outlines several visual distress signals agreed upon internationally, including signals to request assistance, medical assistance, or to answer yes/no questions from rescuers. Finally, it mentions the use of panels or cloth to make visual signals from liferafts and provides sources for further information.
The ISM Code provides safety management objectives for shipping companies including providing safe ship operations and work environments, assessing risks to ships and the environment, and improving safety skills. The objectives of the Code are to ensure safety at sea and prevent human injury, loss of life, and environmental damage. The designated person in a company monitors safety and pollution prevention activities on each ship, including communications, audits, and ensuring resources. A Safety Management Certificate and Document of Compliance can be issued when a company operates according to an approved safety management system. Non-conformities are situations where requirements are not fulfilled, and major non-conformities pose serious threats, require immediate action, or show a lack of implementing the Code's requirements.
The document provides an overview of a solution for submitters to comply with the SOLAS VGM regulation, which requires verification of container gross mass (VGM) before loading. It discusses:
- Key details of the SOLAS VGM requirement and considerations
- Engagement with industry groups to understand challenges and approaches
- Proposed use cases, EDI message flows, and a prototype online solution for submitters to provide VGM declarations to carriers
- How freight forwarders can receive VGM info electronically from shippers and pass it to carriers, and examples of implementation in Portuguese terminals
Este documento trata sobre el C坦digo Internacional para la Gesti坦n de la Seguridad (ISM) y sus requisitos para buques. Explica que desde 1998, buques de pasaje, petroleros, quimiqueros, gaseros y buques de carga seca de m叩s de 500 toneladas de arqueo bruto deben cumplir con el C坦digo ISM. Desde 2002, esta norma se aplica a todos los buques de m叩s de 500 toneladas de arqueo bruto. Adem叩s, define una deficiencia relacionada con ISM como una falta en la implementaci坦n del sistema
From July 1 2016 the International Maritime Organization (IMO) will enforce the amendments to the Safety of Life at Sea (SOLAS) Convention that require a packed containers gross mass to be verified prior to stowage aboard a ship.
From July 1st 2016 this regulation, effective as global law, prohibits loading of a packed container in absence of the verified gross mass (VGM) declaration.
This applies to all packed containers which are to be loaded onto a vessel under the SOLAS convention in international maritime traffic.
It is the primary responsibility of shippers to ensure that the gross mass of containers is verified, but other suppliers and importers have a role to play to ensure they are not severely impacted by non-compliance.
A packed container, for which the verified gross mass has not been obtained will not be loaded on the vessel. Loading of a packed container without VGM on to a vessel is an offence against an existing SOLAS regulation.
Este documento describe las cinco clases de incendios (A, B, C, D y K), los tres m辿todos de extinci坦n (enfriamiento, sofocamiento y remoci坦n), y las tres clases principales de extintores (agua, polvo y CO2).
The document provides an overview of a CBT course on understanding the ISM Code. It discusses the course format, introduction to management systems, definitions of safety and quality, and the functional requirements of a safety management system. It also provides an introduction to the ISM Code, including its objectives to ensure safety at sea and prevent human injury and environmental damage.
Este documento presenta informaci坦n sobre protecci坦n contra incendios. Explica que un incendio requiere combustible, ox鱈geno y calor. Detalla los tipos de incendios, causas comunes, m辿todos de detecci坦n y extinci坦n. Tambi辿n cubre medidas de prevenci坦n como equipos contra incendios, capacitaci坦n y planes de evacuaci坦n. El objetivo es minimizar riesgos de incendio mediante conocimiento y preparaci坦n.
Este documento describe los principales elementos estructurales de un buque, incluyendo el casco, m叩quinas, servicios, quilla, cuadernas, mamparos, cubiertas, roda, codaste, h辿lice y bodegas. Explica la funci坦n de cada elemento y c坦mo trabajan juntos para proporcionar flotabilidad, resistencia y propulsi坦n al buque.
The master's immediate actions upon the vessel running aground include sounding alarms, stopping engines, accounting for crew, closing watertight doors, activating the ship's pollution plan, and assessing damage with the crew. The master would then report the incident, attempt to refloat the vessel if possible, and communicate details to the owner. Legally, the master should note a protest, possibly sign a salvage contract, and send a detailed report to the owner. Commercially, the master needs to minimize danger and pollution risks while determining if refloating is possible with tides or cargo adjustments.
The document provides information on various bridge equipment used on ships including:
- AIS automatically transmits ship information like identification, position, speed to other vessels and coast stations.
- Weather facsimile systems receive synoptic charts via radio signals from coastal stations.
- Auto pilots control the rudder to maintain a set course using rudder, counter-rudder and yaw controls.
- Speed logs like the EMF and Doppler logs measure the ship's speed through and over the water respectively.
- GPS uses satellite signals to determine position within 10-15 meters accuracy. DGPS improves this to 3-5 meters.
- Radar uses radio pulses to detect targets and their range
This document contains questions related to the IMDG Code, firefighting procedures, spillage procedures, weather instruments, navigation equipment, and the ISM Code. It includes questions about 3 different dangerous goods, actions to take in case of a cargo fire on deck or under deck, washing spillage on deck, protecting against corrosion from spillage under deck, the setup and use of a Mason's hygrometer, Stevenson screen, gyro compass, GPS including errors and setup, radar usage including sea stabilization, ECDIS chart types, advantages and disadvantages of AIS, draft and fresh water allowances, barometer corrections, hydrometers, hygrometers, and requirements and goals of the ISM Code.
This document summarizes the role and services of classification societies. Classification societies develop technical standards, review ship designs, and conduct periodic surveys to certify that ships meet standards for safety and mechanical fitness. The American Bureau of Shipping is a leading classification society, with over 1500 employees and 225 offices worldwide. It develops over 60 rules and guides, reviews over 20,000 hours of engineering per month, and surveys over 7000 ships totaling over 15 million gross tons under construction. In addition to classification, the ABS can certify vessels under international conventions like ISM, ISPS, MLC, and issue certificates required by SOLAS and MARPOL for safety and pollution prevention.
Este documento contiene las reglas de baloncesto relacionadas con el salto inicial, la posesi坦n alterna, c坦mo se juega el bal坦n y el control del bal坦n. Explica que en situaciones de salto o posesi坦n alterna, los equipos alternar叩n la posesi坦n del bal坦n para efectuar un saque. Tambi辿n detalla los procedimientos para el salto inicial y la posesi坦n alterna, as鱈 como las definiciones de control del bal坦n por parte de un equipo.
The document is a certificate from the National Maritime College of Ireland (NMCI) certifying that Tadhg Clarke successfully completed training in personal survival techniques. The NMCI is a college of Cork Institute of Technology that partners with the Irish Naval Service and Focus Education. The certificate confirms that Clarke's training met standards set by the STCW 95 Regulation and Code.
Cobra Cutting Extinguisher at MAST Confex 2012Anders Trewe
油
The document describes a new firefighting technology called the Cold Cut Cobra concept. It uses ultra high pressure water to cut through materials and suppress fires from a safe distance. Some key points:
- It can penetrate materials like steel and composite structures within seconds to minutes to access fires.
- It allows firefighters to suppress and cool fires without entering the fire area, improving safety. It also uses minimal water.
- It has been adopted by the Swedish Navy and tested successfully on shipboard fires, including in composite-hulled vessels.
- Cold Cut Systems is working with the Swedish Navy to develop tactics and training around its use, and it has potential applications in salvage, rescue and other industries dealing
Efficient and Safe Shipboard Firefighting More Cooling with Less WaterAnders Trewe
油
Mitigation of austerity has recently closed upon the level of importance of mitigation of fire among naval forces. Budget cuts combined with demands to keep the naval fleets operational levels intact have created new opportunities of cooperation and thinking outside the box in extending present vessels life span. Investing in new technology could not only add lifetime, but enhance the safety of the crew and the ability to stay focused on the mission with less effort.
Fires onboard naval vessels will not only impact the vessel, but threaten to compromise the mission as a whole. Traditionally, shipboard firefighting on steel hull vessels engage a lot of crew members, consumes a lot of water and takes focus off of the mission.
Modern composite light weight material structures require immediate intervention in the fire compartment, less the supporting structure will be damaged. In addition, societal changes impose alignment to civilian work safety regulations.
High pressure water mist has been scientifically proven a very efficient extinguishing agent; cooling and inerting combustible smoke gases with less water than otherwise. It rapidly cools the fire room, mitigates backdrafts and makes the re-entry procedure safer for the BA-crew.
Fixed installed high pressure water mist systems are often limited to designated high risk fire areas due to cost and limitation of auxiliary emergency power. Breach of such systems, or fires caused by external attacks at a non-designated area, would require traditional boundary cooling and/or BA-attack; both crew and water consuming, high risk tasks, thus mission compromising.
A mobile, versatile high pressure water mist system with cutting/penetrating abilities would add the redundancy necessary to handle a breach in the fixed installed systems. It would also add efficient and safe fire protection to compartments not protected by other systems.
The Swedish Navy has invested in cutting extinguishing systems to effectively enhance safety and comply with RMS 2010/NSC; for redundancy on their new Visby Class Composite Stealth Corvettes, as well as retrofitting on steel hull vessels for cost effective and enhanced bulkhead fire protection. Of course, the overall argument is securing the ability to succeed with the mission.
The document discusses various energy efficiency measures for ships and potential barriers to their adoption. It provides definitions for key terms related to energy efficiency like the Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP), and Energy Efficiency Operational Indicator (EEOI). Technical measures to improve efficiency include hull design optimization, waste heat recovery, speed reduction, and the use of alternative fuels. However, barriers remain like split incentives between ship owners and operators and a lack of knowledge sharing across technical systems.
The ISM Code provides safety management objectives for shipping companies including providing safe ship operations and work environments, assessing risks to ships and the environment, and improving safety skills. The objectives of the Code are to ensure safety at sea and prevent human injury, loss of life, and environmental damage. The designated person in a company monitors safety and pollution prevention activities on each ship, including communications, audits, and ensuring resources. A Safety Management Certificate and Document of Compliance can be issued when a company operates according to an approved safety management system. Non-conformities are situations where requirements are not fulfilled, and major non-conformities pose serious threats, require immediate action, or show a lack of implementing the Code's requirements.
The document provides an overview of a solution for submitters to comply with the SOLAS VGM regulation, which requires verification of container gross mass (VGM) before loading. It discusses:
- Key details of the SOLAS VGM requirement and considerations
- Engagement with industry groups to understand challenges and approaches
- Proposed use cases, EDI message flows, and a prototype online solution for submitters to provide VGM declarations to carriers
- How freight forwarders can receive VGM info electronically from shippers and pass it to carriers, and examples of implementation in Portuguese terminals
Este documento trata sobre el C坦digo Internacional para la Gesti坦n de la Seguridad (ISM) y sus requisitos para buques. Explica que desde 1998, buques de pasaje, petroleros, quimiqueros, gaseros y buques de carga seca de m叩s de 500 toneladas de arqueo bruto deben cumplir con el C坦digo ISM. Desde 2002, esta norma se aplica a todos los buques de m叩s de 500 toneladas de arqueo bruto. Adem叩s, define una deficiencia relacionada con ISM como una falta en la implementaci坦n del sistema
From July 1 2016 the International Maritime Organization (IMO) will enforce the amendments to the Safety of Life at Sea (SOLAS) Convention that require a packed containers gross mass to be verified prior to stowage aboard a ship.
From July 1st 2016 this regulation, effective as global law, prohibits loading of a packed container in absence of the verified gross mass (VGM) declaration.
This applies to all packed containers which are to be loaded onto a vessel under the SOLAS convention in international maritime traffic.
It is the primary responsibility of shippers to ensure that the gross mass of containers is verified, but other suppliers and importers have a role to play to ensure they are not severely impacted by non-compliance.
A packed container, for which the verified gross mass has not been obtained will not be loaded on the vessel. Loading of a packed container without VGM on to a vessel is an offence against an existing SOLAS regulation.
Este documento describe las cinco clases de incendios (A, B, C, D y K), los tres m辿todos de extinci坦n (enfriamiento, sofocamiento y remoci坦n), y las tres clases principales de extintores (agua, polvo y CO2).
The document provides an overview of a CBT course on understanding the ISM Code. It discusses the course format, introduction to management systems, definitions of safety and quality, and the functional requirements of a safety management system. It also provides an introduction to the ISM Code, including its objectives to ensure safety at sea and prevent human injury and environmental damage.
Este documento presenta informaci坦n sobre protecci坦n contra incendios. Explica que un incendio requiere combustible, ox鱈geno y calor. Detalla los tipos de incendios, causas comunes, m辿todos de detecci坦n y extinci坦n. Tambi辿n cubre medidas de prevenci坦n como equipos contra incendios, capacitaci坦n y planes de evacuaci坦n. El objetivo es minimizar riesgos de incendio mediante conocimiento y preparaci坦n.
Este documento describe los principales elementos estructurales de un buque, incluyendo el casco, m叩quinas, servicios, quilla, cuadernas, mamparos, cubiertas, roda, codaste, h辿lice y bodegas. Explica la funci坦n de cada elemento y c坦mo trabajan juntos para proporcionar flotabilidad, resistencia y propulsi坦n al buque.
The master's immediate actions upon the vessel running aground include sounding alarms, stopping engines, accounting for crew, closing watertight doors, activating the ship's pollution plan, and assessing damage with the crew. The master would then report the incident, attempt to refloat the vessel if possible, and communicate details to the owner. Legally, the master should note a protest, possibly sign a salvage contract, and send a detailed report to the owner. Commercially, the master needs to minimize danger and pollution risks while determining if refloating is possible with tides or cargo adjustments.
The document provides information on various bridge equipment used on ships including:
- AIS automatically transmits ship information like identification, position, speed to other vessels and coast stations.
- Weather facsimile systems receive synoptic charts via radio signals from coastal stations.
- Auto pilots control the rudder to maintain a set course using rudder, counter-rudder and yaw controls.
- Speed logs like the EMF and Doppler logs measure the ship's speed through and over the water respectively.
- GPS uses satellite signals to determine position within 10-15 meters accuracy. DGPS improves this to 3-5 meters.
- Radar uses radio pulses to detect targets and their range
This document contains questions related to the IMDG Code, firefighting procedures, spillage procedures, weather instruments, navigation equipment, and the ISM Code. It includes questions about 3 different dangerous goods, actions to take in case of a cargo fire on deck or under deck, washing spillage on deck, protecting against corrosion from spillage under deck, the setup and use of a Mason's hygrometer, Stevenson screen, gyro compass, GPS including errors and setup, radar usage including sea stabilization, ECDIS chart types, advantages and disadvantages of AIS, draft and fresh water allowances, barometer corrections, hydrometers, hygrometers, and requirements and goals of the ISM Code.
This document summarizes the role and services of classification societies. Classification societies develop technical standards, review ship designs, and conduct periodic surveys to certify that ships meet standards for safety and mechanical fitness. The American Bureau of Shipping is a leading classification society, with over 1500 employees and 225 offices worldwide. It develops over 60 rules and guides, reviews over 20,000 hours of engineering per month, and surveys over 7000 ships totaling over 15 million gross tons under construction. In addition to classification, the ABS can certify vessels under international conventions like ISM, ISPS, MLC, and issue certificates required by SOLAS and MARPOL for safety and pollution prevention.
Este documento contiene las reglas de baloncesto relacionadas con el salto inicial, la posesi坦n alterna, c坦mo se juega el bal坦n y el control del bal坦n. Explica que en situaciones de salto o posesi坦n alterna, los equipos alternar叩n la posesi坦n del bal坦n para efectuar un saque. Tambi辿n detalla los procedimientos para el salto inicial y la posesi坦n alterna, as鱈 como las definiciones de control del bal坦n por parte de un equipo.
The document is a certificate from the National Maritime College of Ireland (NMCI) certifying that Tadhg Clarke successfully completed training in personal survival techniques. The NMCI is a college of Cork Institute of Technology that partners with the Irish Naval Service and Focus Education. The certificate confirms that Clarke's training met standards set by the STCW 95 Regulation and Code.
Cobra Cutting Extinguisher at MAST Confex 2012Anders Trewe
油
The document describes a new firefighting technology called the Cold Cut Cobra concept. It uses ultra high pressure water to cut through materials and suppress fires from a safe distance. Some key points:
- It can penetrate materials like steel and composite structures within seconds to minutes to access fires.
- It allows firefighters to suppress and cool fires without entering the fire area, improving safety. It also uses minimal water.
- It has been adopted by the Swedish Navy and tested successfully on shipboard fires, including in composite-hulled vessels.
- Cold Cut Systems is working with the Swedish Navy to develop tactics and training around its use, and it has potential applications in salvage, rescue and other industries dealing
Efficient and Safe Shipboard Firefighting More Cooling with Less WaterAnders Trewe
油
Mitigation of austerity has recently closed upon the level of importance of mitigation of fire among naval forces. Budget cuts combined with demands to keep the naval fleets operational levels intact have created new opportunities of cooperation and thinking outside the box in extending present vessels life span. Investing in new technology could not only add lifetime, but enhance the safety of the crew and the ability to stay focused on the mission with less effort.
Fires onboard naval vessels will not only impact the vessel, but threaten to compromise the mission as a whole. Traditionally, shipboard firefighting on steel hull vessels engage a lot of crew members, consumes a lot of water and takes focus off of the mission.
Modern composite light weight material structures require immediate intervention in the fire compartment, less the supporting structure will be damaged. In addition, societal changes impose alignment to civilian work safety regulations.
High pressure water mist has been scientifically proven a very efficient extinguishing agent; cooling and inerting combustible smoke gases with less water than otherwise. It rapidly cools the fire room, mitigates backdrafts and makes the re-entry procedure safer for the BA-crew.
Fixed installed high pressure water mist systems are often limited to designated high risk fire areas due to cost and limitation of auxiliary emergency power. Breach of such systems, or fires caused by external attacks at a non-designated area, would require traditional boundary cooling and/or BA-attack; both crew and water consuming, high risk tasks, thus mission compromising.
A mobile, versatile high pressure water mist system with cutting/penetrating abilities would add the redundancy necessary to handle a breach in the fixed installed systems. It would also add efficient and safe fire protection to compartments not protected by other systems.
The Swedish Navy has invested in cutting extinguishing systems to effectively enhance safety and comply with RMS 2010/NSC; for redundancy on their new Visby Class Composite Stealth Corvettes, as well as retrofitting on steel hull vessels for cost effective and enhanced bulkhead fire protection. Of course, the overall argument is securing the ability to succeed with the mission.
The document discusses various energy efficiency measures for ships and potential barriers to their adoption. It provides definitions for key terms related to energy efficiency like the Energy Efficiency Design Index (EEDI), Ship Energy Efficiency Management Plan (SEEMP), and Energy Efficiency Operational Indicator (EEOI). Technical measures to improve efficiency include hull design optimization, waste heat recovery, speed reduction, and the use of alternative fuels. However, barriers remain like split incentives between ship owners and operators and a lack of knowledge sharing across technical systems.
3. Is cine叩l fuinnimh 辿 an solas.
Is 鱈 an ghrian an fhoinse solais
is l叩idre d叩 bhfuil againn
ar domhan.
4. T叩 an ghrian lonrach.
Aon rud a chuireann amach solas
d叩 chuid f辿in, deirtear go bhfuil s辿 lonrach.
5. An bhfuil na nithe seo lonrach?
T叩! Cuireann siad amach solas d叩 gcuid f辿in.
Coinneal
ar lasadh
R辿alta鱈
Lampa
6. An bhfuil an ghealach lonrach, meas t炭?
N鱈l. N鱈l solas d叩 cuid f辿in ag an ngealach.
Frithchaitheann s鱈 solas na gr辿ine.
T叩 an ghealach neamhlonrach.
7. Aon rud nach gcuireann amach solas
d叩 chuid f辿in deirtear go bhfuil s辿
neamhlonrach.
N鱈 foinse solais 辿.
8. An foins鱈 solais iad seo?
uisce sc叩th叩n
N鱈 hea. Frithchaitheann siad solas.
T叩 siad neamhlonrach.
boilgeog
9. B鱈onn ruda鱈 neamhlonracha le feice叩il i rith an lae
mar go bhfrithchaitheann siad solas na gr辿ine.
Formh坦r na ruda鱈 a fheicimid, is ruda鱈 neamhlonracha iad.
N鱈 chuireann siad amach solas. N鱈 bh鱈onn rud neamhlonrach
le feice叩il sa dorchadas mar nach dtagann aon solas uaidh.
12. M叩s f辿idir ruda鱈 a
fheice叩il go soil辿ir tr鱈
叩bhar, deirtear gur
叩bhar tr辿dhearcach
at叩 ann. Is 叩bhar
tr辿dhearcach 鱈 gloine.
Gluaiseann solas tr鱈thi
go h辿asca.
13. Mura mb鱈onn ach cruth
doil辿ir le feice叩il agus
muid ag f辿achaint tr鱈
叩bhar, deirtear gur
叩bhar tr辿shoilseach 辿.
Is 叩bhar tr辿shoilseach 鱈
gloine scamallach. N鱈
ghluaiseann ach cuid
den solas tr鱈thi.
14. bhar nach f辿idir
f辿achaint tr鱈d, deirtear
go bhfuil s辿 teimhneach.
N鱈 ghluaiseann solas tr鱈
叩bhar teimhneach.
15. Caitheann ruda鱈 teimhneacha sc叩th nuair
a bh鱈onn solas ag lonr炭 orthu. C辿ard at叩
ag caitheamh sc叩tha sa phicti炭r seo?
16. Fearas
T坦irse
Peann luaidhe
Blu-Tack
Turgnamh:
Sc叩th a chaitheamh
Modh
1. Cuir an peann luaidhe ina sheasamh leis an Blu-Tack.
2. Soilsigh an t坦irse ar an bpeann luaidhe chun sc叩th
a chaitheamh.
3. F辿ach leis an sc叩th a dh辿anamh n鱈os m坦 agus n鱈os l炭.
4. An f辿idir leat an sc叩th a bhogadh ar dheis agus
ar chl辿?
Scr鱈obh faoin turgnamh i do leabhar oibre.
17. R叩iteas F鱈or Br辿agach
Is 鱈 an ghealach an fhoinse solais is l叩idre
d叩 bhfuil againn ar domhan.
B鱈onn coinneal lonrach agus 鱈 ar lasadh.
Frithchaitheann an ghrian solas na geala鱈.
T叩 tine neamhlonrach.
Is 叩bhar tr辿dhearcach 鱈 gloine.
Caitheann ruda鱈 teimhneacha sc叩th.
Is 叩bhar tr辿shoilseach 辿 adhmad.
N鱈 ghluaiseann solas tr鱈 叩bhar teimhneach.
Frithchaitheann an ghealach solas
na gr辿ine.
F鱈or n坦 Br辿agach?
20. Gabhaimid bu鱈ochas leis na daoine agus leis na heagra鱈ochta鱈 a leanas a chuir
grianghraif ar f叩il do na sleamhn叩in seo:
Adriana Cusinato (Gagaddict.a ar an su鱈omh www.flickr.com)
Matthew Bowden (www.matthewbowden.com)
Smithsonian Astrophysical Observatory, St叩it Aontaithe Mheirice叩
Anu Varma, Seattle, St叩it Aontaithe Mheirice叩 (Anu@MyDreamCanvas ar an su鱈omh
www.flickr.com)
James Smith (smittix ar an su鱈omh www.flickr.com)
Jet Lowe, Prints & Photographs Division, Library of Congress, St叩it Aontaithe
Mheirice叩
Brian E. Kushner (www.kushnerphoto.com)
Richard Eriksson (sillygwailo ar an su鱈omh www.flickr.com)
Nick Ares (aresauburn ar an su鱈omh www.flickr.com)
Pete Coleman (DrPete ar an su鱈omh www.flickr.com)
Grianghraif eile:
Shutterstock
Rinneadh gach iarracht teacht ar 炭in辿ir an ch坦ipchirt i gc叩s na n 鱈omh叩nna at叩 ar na
sleamhn叩in seo. M叩 rinneadh faill鱈 ar aon bhealach 坦 thaobh c坦ipchirt de ba cheart
d炭in辿ir an ch坦ipchirt teagmh叩il a dh辿anamh leis na foilsitheoir鱈. Beidh na
foilsitheoir鱈 l叩ntoilteanach socruithe cu鱈 a dh辿anamh leis.
息 Foras na Gaeilge, 2012
An G炭m, 24-27 Sr叩id Fhreidric Thuaidh, Baile tha Cliath 1