DOCSLIB.ORG

Liquefaction

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Liquefaction LIQUEFACTION 1 Carrying solid bulk cargoes involves serious risks, which must be managed carefully to safeguard the crew and the ship. These risks include reduced ship stability, and even capsizing, due to cargo liquefaction. Liquefaction is now seen as a major hazard for bulk carriers. The topic is receiving increasing attention from all industry stakeholders and from the media, because apart from the too high cost of lives, the loss of a ship and its cargoes is very expensive and raises the amount of the insurance policy. The main legislation governing safe carriage of solid bulk cargoes is the International Maritime Solid Bulk Cargoes (IMS- BC) Code, which became mandatory on January 1, 2011 SNF has specially designed FLODRI IOS polymers to capture the water within the ore particles, preventing the rise of pore water pressure, which can lead to liquefaction. The chemical or metallurgical properties of the ores are not changed, only the physical state is changed. 2 LIQUEFACTION is a phenomenon wherein a mass of soil loses a large percentage of its shear resistance, when subjected to transient or periodic loading, and flows in a manner resembling a liquid. Since the holds of bulk carriers are not designed to carry liquid, the following points merit scrutiny: - The loading conditions: an accident on one vessel is often followed by a new accident, or near-accident, on other vessels that have loaded a similar cargo at terminals in the same area and under the same weather conditions. - The difficulty to comprehend or to carry out the sampling procedures at loading ports when the ores nature changes (size distribution, clay gangue) - The effectiveness of the test methods used to determine the Transport Moisture Limit of solid bulk cargoes as dictated by the IMSBC CODE - The accidents happen very fast: the liquefaction of the cargo affects the stability of the vessel, resulting in the vessel capsizing very quickly, sometimes within a few minutes. There is no time for remedial measures or for safe evacuation of the ship. Such accidents are often associated with tragic losses of crew members. GLOSSARY IMO: International Maritime Organization is a specialized agency of the United Nations that is responsible for measures to improve the safety and security of international shipping and to prevent marine pollution from ships. IMSBC Code: Code issued by the IMO to facilitate the safe stowage and shipment of solid bulk cargoes. Concerning safety, solid bulk cargoes are divided into three groups, A B and C. - Group A: consists of cargoes which may liquefy if shipped at moisture content above their transportable moisture limit - Group B: consists of cargoes which possess a chemical hazard which could give rise to a dangerous situation on a ship. - Group C: consists of cargoes which are neither liable to liquefy (Group A) nor to possess chemical hazards (Group B) FMP: Flow Moisture Point measure the water content, expressed as a percentage, at which a sample of cargo will begin to lose shear strength. To meet required moisture levels for loading and maritime insurance criteria, the ores must be tested through several analytical trials issued by the IMO, and presented in the 2012 IMSBC Code. TML: Transport Moisture Limit, maximum moisture content of a cargo that is considered safe for transportation in ships. It is calculated as 90 per cent of the Flow Moisture Point (FMP). DWT: Deadweight tonnage - Max mass a vessel can carry without risks (cargo + crew + fuel + ballast). Bulk Carrier Subclass DWT (tonnes) General Bulker < 10 000 Handysize 10 000 – 40 000 Handymax / Supramax 40 000 – 60 000 Capesize > 100 000 3 danger of cargo liquefaction © Courtesy of the Hong kong Government Flying Service 4 LIQUEFACTION ACCIDENTS Date of Vessel name DWT ‘000 T Lives lost Lost of Vessel Cargo type Route Ship type accident 16/12/1988 Mega Taurus 30 20 Yes Nickel Ore Philippines - Japan Handysize 24/08/1991 Melete 72 25 Yes Iron Ore Australia - England handymax 26/08/1998 Sea prospect 21 10 Yes Nickel Ore Indonesia - Japan Handysize 20/05/2005 Hui Long 15 0 Yes Fluorspar Indonesia - China Handysize 27/09/2007 Heng Tai 16 2 Yes Iron Ore India - Bangladesh Handysize 27/11/2007 Mezzenine 19 26 Yes Iron Ore Indonesia - China Handysize 17/07/2009 Asia Forest 14 0 Yes Iron Ore India - China Handysize 30/08/2009 Hodasco 15 6 0 Yes Iron Ore India - China General Bulker 09/09/2009 Black Rose 38 1 Yes Iron Ore India - China Handymax 27/10/2010 Jian Fu Star 45 13 Yes Nickel Ore Indonesia - China Handymax 10/11/2010 Nasco Diamond 57 22 Yes Nickel Ore Indonesia - China Handymax 03/12/2010 Hong Wei 50 10 Yes Nickel Ore Indonesia - China Handymax 21/11/2011 Bright Ruby 26 6 Yes Iron Ore Malaysia - China Handymax 25/12/2011 Vinalines Queen 56 22 Yes Nickel Ore Indonesia - China Handymax 22/01/2012 Sun Spirits 11 0 Yes Iron Ore Philippines - China Handysize 16/02/2013 Harita Bauxite 50 15 Yes Nickel Ore Indonesia - China Handymax 14/08/2013 Trans Summer 57 0 Yes Nickel Ore Indonesia - China Handymax 12/10/2013 Bingo 9 0 yes Iron Ore India - China General Bulker 04/04/2014 Grand Fortune 22 13 Yes Iron Ore North Korea - China Handysize 02/01/2015 Bulk Jupiter 47 18 Yes Bauxite Malaysia - China Handymax 13/10/2017 Emerald Star 57 11 Yes Nickel Ore Indonesia - China Handymax The accidents listed resulted in the loss of 214 lives and 21 vessels. The list doesn’t include incidents where vessels have safely reached port. 5 List Of Accidents LIQUEFACTION ACCIDENTS (1988 – 2017) BY CARGOES AND SHIPPING COUNTRIES Bauxite 5% North Korea 5% Australia Fluorspar 5% 5% Malaysia 9% Iron Ore 47% Philippines 9% Nickel Ore Indonesia 43% 48% India 24% Cargoes Shipping Countries Nickel Ores and Iron Ores are the main ores involved in the liquefaction accidents. The main contributing factors are: The cargoes in question are either unprocessed ores or concentrates, which have common characteristics: the fines and the clay contents. The moisture is difficult to control. Thereby, the traditional «can-test» can give misleading results, that is why IMO has issued the IMSBC Code. Tropical climate of the regions where the respective bulk carriers load. The locations of the ports where cargoes are loaded are often remote and underequipped to perform an efficient Sampling Method and TML measurement. Southeast Asian countries were involved in most liquefaction accidents, and casualties, due to: The exportation of Nickel ores, with high clay content. The expanding Chinese markets mainly due to the increasing demand for these minerals from China, Japan and South Korea which have amplified Southeast Asian maritime traffic: iron ore fines, mainly exported from India, and nickel ore, mainly exported from Indonesia, the Philippines and New Caledonia. 6 LIQUEFACTION ACCIDENTS (1988 – 2017) BY SHIP CLASS AND LOSS TONNAGE General Bulker 9% General Bulker 2% Handysize 24%25% Handysize Handymax 43% 48% Handymax 74% LIQUEFACTION ACCIDENTS (1988 – 2017) BY CARGOES AND SHIPPING COUNTRIES Ship Class Loss Tonnage The Handy subclass bulk carriers (Handysize and Handymax) are frequently used in this area. The total loss tonnage is over 700 000 tonnes. CUMULATIVE LIQUEFACTION ACCIDENTS (1988 – 2017) 25 21 20 20 19 18 accidents 15 15 14 12 Cumulative 10 9 6 5 4 4 3 2 1 #2011: Mandatory Implementation ofCode IMSBC 0 1988 1989 1990 1991 1992 1993 1994 1995 1996 1997 1998 1999 2000 2001 2002 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 The suspected liquefaction incidents on bulk carriers continued to occur at a rate of nearly two per year even after the mandatory implementation of the IMSBC Code (red line). So mandatory TML didn’t stop ships from sinking. The effectiveness of the test methods used to determine the TML of solid bulk cargoes have come under question just like the follow-up of the rules dictated by the IMSBC code (FMP measurement procedures). The FMP nume- rical value can vary widely even for cargoes with the same description. It is not possible to predict the FMP of a given cargo from its description, particle size distribution or chemical composition. The FMP therefore needs to be determined by laboratory testing separately for each cargo provided by each ship- per. In cargoes loaded with a moisture content above the FMP, liquefaction may occur unpredictably at any time during the voyage. 7 LIQUEFACTION Principle Interstitial air Shaken COMPACTION LIQUEFACTION Cargoes that are at risk of liquefaction are those containing at least some fine particles and some moisture, although they are not visibly wet in appearance. The most widely known cargoes are mineral concentrates (Nickel and Iron), but also coal, pyrites, mill scale, sinter/pellet feed, etc. Even if they look dry in appearance at the time of loading, these cargoes contain moisture in between the particles. During loading, the cargoes are usually in their solid state. During ocean transport, the heave and pitch as well as the other 4 motions of the ship agitate cargoes resulting in their compaction. This leads to the removal of interstitial air and a reduction of the spaces between particles. If compaction is such that there is more water inside the cargo than there are spaces between the particles, the water pressure inside the cargo can rise sharply and press the particles apart. This suddenly reduces the friction between particles. The effect of this process is a transition from a solid state to a viscous fluid state in which all or part of the cargo can flatten out to the removed of interstitial air and form a fluid surface.
Load more

Recommended publications
  • China's Merchant Marine
    “China’s Merchant Marine” A paper for the China as “Maritime Power” Conference July 28-29, 2015 CNA Conference Facility Arlington, Virginia by Dennis J. Blasko1 Introductory Note: The Central Intelligence Agency’s World Factbook defines “merchant marine” as “all ships engaged in the carriage of goods; or all commercial vessels (as opposed to all nonmilitary ships), which excludes tugs, fishing vessels, offshore oil rigs, etc.”2 At the end of 2014, the world’s merchant ship fleet consisted of over 89,000 ships.3 According to the BBC: Under international law, every merchant ship must be registered with a country, known as its flag state. That country has jurisdiction over the vessel and is responsible for inspecting that it is safe to sail and to check on the crew’s working conditions. Open registries, sometimes referred to pejoratively as flags of convenience, have been contentious from the start.4 1 Dennis J. Blasko, Lieutenant Colonel, U.S. Army (Retired), a Senior Research Fellow with CNA’s China Studies division, is a former U.S. army attaché to Beijing and Hong Kong and author of The Chinese Army Today (Routledge, 2006).The author wishes to express his sincere thanks and appreciation to Rear Admiral Michael McDevitt, U.S. Navy (Ret), for his guidance and patience in the preparation and presentation of this paper. 2 Central Intelligence Agency, “Country Comparison: Merchant Marine,” The World Factbook, https://www.cia.gov/library/publications/the-world-factbook/fields/2108.html. According to the Factbook, “DWT or dead weight tonnage is the total weight of cargo, plus bunkers, stores, etc., that a ship can carry when immersed to the appropriate load line.
    [Show full text]
  • Stability Analysis Based on Theoretical Data and Inclining Test Results for a 1200 GT Coaster Vessel
    Proceeding of Marine Safety and Maritime Installation (MSMI 2018) Stability Analysis Based on Theoretical Data and Inclining Test Results for a 1200 GT Coaster Vessel Siti Rahayuningsih1,a,*, Eko B. Djatmiko1,b, Joswan J. Soedjono 1,c and Setyo Nugroho 2,d 1 Departement of Ocean Engineering, Institut Teknologi Sepuluh Nopember, Surabaya, Indonesia 2 Department of Marine Transportation Engineering, Institut Teknologi Sepuluh Nopember, Surabaya, Indonesia a. [email protected] *corresponding author Keywords: coaster vessel, final stability, preliminary stability. Abstract: 1200 GT Coaster Vessel is designed to mobilize the flow of goods and passengers in order to implement the Indonesian Sea Toll Program. This vessel is necessary to be analysed its stability to ensure the safety while in operation. The stability is analysed, firstly by theoretical approach (preliminary stability) and secondly, based on inclining test data to derive the final stability. The preliminary stability is analysed for the estimated LWT of 741.20 tons with LCG 23.797 m from AP and VCG 4.88 m above the keel. On the other hand, the inclining test results present the LWT of 831.90 tons with LCG 26.331 m from AP and VCG 4.513 m above the keel. Stability analysis on for both data is performed by considering the standard reference of IMO Instruments Resolution A. 749 (18) Amended by MSC.75 (69) Static stability, as well as guidance from Indonesian Bureau of Classification (BKI). Results of the analysis indicate that the ship meets the stability criteria from IMO and BKI. However results of preliminary stability analysis and final stability analysis exhibit a difference in the range 0.55% to 11.36%.
    [Show full text]
  • Scorpio Tankers Inc. Company Presentation June 2018
    Scorpio Tankers Inc. Company Presentation June 2018 1 1 Company Overview Key Facts Fleet Profile Scorpio Tankers Inc. is the world’s largest and Owned TC/BB Chartered-In youngest product tanker company 60 • Pure product tanker play offering all asset classes • 109 owned ECO product tankers on the 50 water with an average age of 2.8 years 8 • 17 time/bareboat charters-in vessels 40 • NYSE-compliant governance and transparency, 2 listed under the ticker “STNG” • Headquartered in Monaco, incorporated in the 30 Marshall Islands and is not subject to US income tax 45 20 38 • Vessels employed in well-established Scorpio 7 pools with a track record of outperforming the market 10 14 • Merged with Navig8 Product Tankers, acquiring 27 12 ECO-spec product tankers 0 Handymax MR LR1 LR2 2 2 Company Profile Shareholders # Holder Ownership 1 Dimensional Fund Advisors 6.6% 2 Wellington Management Company 5.9% 3 Scorpio Services Holding Limited 4.5% 4 Magallanes Value Investor 4.1% 5 Bestinver Gestión 4.0% 6 BlackRock Fund Advisors 3.3% 7 Fidelity Management & Research Company 3.0% 8 Hosking Partners 3.0% 9 BNY Mellon Asset Management 3.0% 10 Monarch Alternative Capital 2.8% Market Cap ($m) Liquidity Per Day ($m pd) $1,500 $12 $10 $1,000 $8 $6 $500 $4 $2 $0 $0 Euronav Frontline Scorpio DHT Gener8 NAT Ardmore Scorpio Frontline Euronav NAT DHT Gener8 Ardmore Tankers Tankers Source: Fearnleys June 8th, 2018 3 3 Product Tankers in the Oil Supply Chain • Crude Tankers provide the marine transportation of the crude oil to the refineries.
    [Show full text]
  • Weekly Market Report
    GLENPOINTE CENTRE WEST, FIRST FLOOR, 500 FRANK W. BURR BOULEVARD TEANECK, NJ 07666 (201) 907-0009 September 24th 2021 / Week 38 THE VIEW FROM THE BRIDGE The Capesize chartering market is still moving up and leading the way for increased dry cargo rates across all segments. The Baltic Exchange Capesize 5TC opened the week at $53,240/day and closed out the week up $8,069 settling today at $61,309/day. The Fronthaul C9 to the Far East reached $81,775/day! Kamsarmaxes are also obtaining excellent numbers, reports of an 81,000 DWT unit obtaining $36,500/day for a trip via east coast South America with delivery in Singapore. Coal voyages from Indonesia and Australia to India are seeing $38,250/day levels and an 81,000 DWT vessel achieved $34,000/day for 4-6 months T/C. A 63,000 DWT Ultramax open Southeast Asia fixed 5-7 months in the low $40,000/day levels while a 56,000 DWT supramax fixed a trip from Turkey to West Africa at $52,000/day. An Ultramax fixed from the US Gulf to the far east in the low $50,000/day. The Handysize index BHSI rose all week and finished at a new yearly high of 1925 points. A 37,000 DWT handy fixed a trip from East coast South America with alumina to Norway for $37,000/day plus a 28,000 DWT handy fixed from Santos to Morocco with sugar at $34,000/day. A 35,000 DWT handy was fixed from Morocco to Bangladesh at $45,250/day and in the Mediterranean a 37,000 DWT handy booked a trip from Turkey to the US Gulf with an intended cargo of steels at $41,000/day.
    [Show full text]
  • Ztráta Soběstačnosti ČR V Oblasti Černého Uhlí: Ohrožení Energetické Bezpečnosti? Bc. Ivo Vojáček
    MASARYKOVA UNIVERZITA FAKULTA SOCIÁLNÍCH STUDIÍ Katedra mezinárodních vztahů a evropských studií Obor Mezinárodní vztahy a energetická bezpečnost Ztráta soběstačnosti ČR v oblasti černého uhlí: ohrožení energetické bezpečnosti? Diplomová práce Bc. Ivo Vojáček Vedoucí práce: PhDr. Tomáš Vlček, Ph.D. UČO: 363783 Obor: MVEB Imatrikulační ročník: 2014 Petrovice u Karviné 2016 Prohlášení o autorství práce Čestně prohlašuji, že jsem diplomovou práci na téma Ztráta soběstačnosti ČR v oblasti černého uhlí: ohrožení energetické bezpečnosti? vypracoval samostatně a výhradně s využitím zdrojů uvedených v seznamu použité literatury. V Petrovicích u Karviné, dne 22. 5. 2016 ……………………. Bc. Ivo Vojáček 2 Poděkování Na tomto místě bych rád poděkoval svému vedoucímu PhDr. Tomáši Vlčkovi, Ph.D. za ochotu, se kterou mi po celou dobu příprav práce poskytoval cenné rady a konstruktivní kritiku. Dále chci poděkovat své rodině za podporu, a zejména svým rodičům za nadlidskou trpělivost, jež se mnou měli po celou dobu studia. V neposlední řadě patří můj dík i všem mým přátelům, kteří mé studium obohatili o řadu nezapomenutelných zážitků, škoda jen, že si jich nepamatuju víc. 3 Láska zahřeje, ale uhlí je uhlí. (Autor neznámý) 4 Obsah 1 Úvod .................................................................................................................................... 7 2 Vědecká východiska práce ................................................................................................ 10 2.2 Metodologie ..............................................................................................................
    [Show full text]
  • 13.012 Hydrodynamics for Ocean Engineers Reading #3
    13.012 Hydrodynamics for Ocean Engineers Reading #3 13.012 Hydrodynamics for Ocean Engineers Prof. A.H. Techet Fall 2004 Archimedes’s Principle and Static Stability “Any object, wholly or partly immersed in a fluid, is buoyed up by a force equal to the weight of the fluid displaced by the object.” “The apparent loss in weight of a body immersed in a fluid is equal to the weight of the displaced fluid.” I. Archimedes’s Principle: The force on a body due to pressure alone (in the absence of viscous forces) K F = ∫∫ p nˆ ds (3.1) S where pressure is a function of depth below the free surface: p(z) = −ρgz . (3.2) K F = ∫∫ p nˆ ds = − ρg ∫∫ z nˆ ds (3.3) S S By Calculus the surface integral can be converted into a volume integral (Gauss’s Theorem/Divergence Theorem): K K ∫∫G ⋅ nˆ ds = ∫∫∫∇ ⋅G dV (3.4) SV Thus equation becomes: K FpndsgzndsgdVgVk==−=∫∫ˆˆρρρ ∫∫ ∫∫∫ =ˆ (3.5) SSV version 3.0 updated 9/8/2004 -1- ©2003, 2004 aht 13.012 Hydrodynamics for Ocean Engineers Reading #3 We can see now that the buoyancy force acts to counterbalance the displaced volume of fluid. For a half submerged body the area of the water plane must be accounted for in the integration. II. Moment on a body (Ideal Fluid) The moment on a submerged body follows directly from structural mechanics or dynamics methodologies. K K M = p(x × nˆ) ds ≡ (M ,M ,M ) = (M ,M ,M ) (3.6) ∫∫ 1 2 3 x y z S Figure 1: x, y, z coordinate reference frame.
    [Show full text]
  • Shipping Market Review – May 2021
    SHIPPING MARKET REVIEW – MAY 2021 DISCLAIMER The persons named as the authors of this report hereby certify that: (i) all of the views expressed in the research report accurately reflect the personal views of the authors on the subjects; and (ii) no part of their compensation was, is, or will be, directly or indirectly, related to the specific recommendations or views expressed in the research report. This report has been prepared by Danish Ship Finance A/S (“DSF”). This report is provided to you for information purposes only. Whilst every effort has been taken to make the information contained herein as reliable as possible, DSF does not represent the information as accurate or complete, and it should not be relied upon as such. Any opinions expressed reflect DSF’s judgment at the time this report was prepared and are subject to change without notice. DSF will not be responsible for the consequences of reliance upon any opinion or statement contained in this report. This report is based on information obtained from sources which DSF believes to be reliable, but DSF does not represent or warrant such information’s accuracy, completeness, timeliness, merchantability or fitness for a particular purpose. The information in this report is not intended to predict actual results, and actual results may differ substantially from forecasts and estimates provided in this report. This report may not be reproduced, in whole or in part, without the prior written permission of DSF. To Non-Danish residents: The contents hereof are intended for the use of non-private customers and may not be issued or passed on to any person and/or institution without the prior written consent of DSF.
    [Show full text]
  • Weekly Market Report
    Weekly Market Report th Issue: Week 18 |Tuesday 11 May 2021 Market insight by Nassos Soulakis, SnP Broker Chartering (Wet: Softer / Dry: Firmer) Tanker S&P is finally back! Exceptional gains for the dry bulk owners for another week, with the Pana- For an extended period, Dry bulk & Wet market rates have been diverging, with max sector taking the lead in terms of w-o-w improvement followed by the the SnP deals on each sector more or less tracking the market trend. However, Capesize outstanding performance. Geared size rates have been on a rise as since April, this trend appears to be revoked; despite a lackluster tanker freight well. The BDI today (11/05/2021) closed at 3,254 up by 97 points compared market, tanker SnP transactions gained pace tracking the bulkers volumes. It is to previous Tuesday’s (04/05/2021) levels. Rates for the crude carrier sec- interesting to note, that older tankers units attracted the majority of SnP inter- tors remained at disappointing levels for another week with Far Eastern est, contrary to bulkers, where the majority of transactions took place for 10Y old holidays adding to the overall sluggishness of the market. The BDTI today units and younger. Record high steel prices are supporting asset values across (11/05/2021) closed at 606, an increase of 4 points, and the BCTI at 504, an the board, despite the tanker market underperforming, with owners positioning increase of 42 points compared to previous Tuesday’s (04/05/2021) levels. for a market recovery, while older units are still relatively undervalued.
    [Show full text]
  • An Investigation of Head-Sea Parametric Rolling and Its Influence on Container Lashing Systems
    SNAME Annual Meeting 2001 Presentation An Investigation of Head-Sea Parametric Rolling and its Influence on Container Lashing Systems William N. France,1 Marc Levadou,2 Thomas W. Treakle,3 J. Randolph Paulling,4 R. Keith Michel,5 and Colin Moore 5 Recent studies have demonstrated that parametric roll in extreme head or near head seas can occur when unfavorable tuning is combined with low roll damping (reduced speed) and large stability variations (governed by wavelength, wave height, general hull form, bow flare, and stern shapes). Parametric rolling is an unstable phenomenon, which can quickly generate large roll angles that are coupled with significant pitch motions. The rolling occurs in phase with pitch, and on containerships introduces high loads into the containers and their securing systems. It appears that post-Panamax containerships may be particularly prone to this behavior. This is an important issue considering the large number of these vessels scheduled for delivery in the next few years. In October, 1998, a post-Panamax, C11 class containership encountered extreme weather and sustained extensive loss and damage to deck stowed containers. The motions of the vessel during this storm event were investigated through a series of model tests and numerical analyses. These studies provide insight into the conditions in which post-Panamax containerships are likely to experience head sea parametric rolling, and the magnitude of motions and accelerations that can occur. The findings from this investigation are presented in this paper, together with discussion of how such extreme motions impact the design and application of container securing systems. Also outlined in the paper are recommendations for additional research needed to better understand the influence of vessel design and operational considerations on the propensity of post-Panamax containerships towards parametric rolling.
    [Show full text]
  • Universal Ship Measurement
    Universal Ship Measurement IMSF 2011 Annual Meeting Colin Cridland, Managing Director Analysts Hong Kong, 1 June 2011 www.clarksons.com Universal Ship Measurement | IMSF 2011 Annual Meeting Disclaimer THIS PRESENTATION IS CONFIDENTIAL AND IS SOLELY FOR THE USE OF THE RECEPIENT . NEITHER THE WHOLE NOR ANY PART OF THE INFORMATION CONTAINED IN THE PRESENTATION MAY BE DISCLOSED TO, OR USED OR RELIED UPON BY, ANY OTHER PERSON OR USED FOR ANY OTHER PURPOSE WITHOUT THE PRIOR WRITTEN CONSENT OF H. CLARKSON & CO. LTD (CLARKSONS). THE INFORMATION CONTAINED IN THE PRESENTATION, AND UPON WHICH THE PRESENTATION IS BASED, HAS BEEN DERIVED FROM PUBLICLY AVAILABLE INFORMATION. NONE OF THE INFORMATION ON WHICH THE PRESENTATION IS BASED HAS BEEN INDEPENDENTLY VERIFIED BY ANY MEMBER OF CLARKSONS NOR ANY OF ITS CONNECTED PERSONS. ACCORDINGLY, NO MEMBER OF CLARKSONS NOR ANY OF ITS CONNECTED PERSONS MAKE ANY REPRESENTATION OR WARRANTY, EXPRESS OR IMPLIED, WITH RESPECT TO THE ACCURACY OF THE INFORMATION CONTAINED IN THE PRESENTATION, OR ON WHICH THE PRESENTATION IS BASED, OR THAT THIS INFORMATION REMAINS UNCHANGED AFTER THE ISSUE OF THE PRESENTATION. THE PRESENTATION IS NOT TO BE CONSTRUED AS CARRYING THE ENDORSEMENT OF CLARKSONS OR ANY OF ITS CONNECTED PERSONS. CONSEQUENTLY, NEITHER CLARKSONS NOR ANY OF ITS CONNECTED PERSONS CAN BE HELD LIABLE TO ANY PERSON TO WHOM INFORMATION DERIVED FROM THE PRESENTATION IS MADE AVAILABLE FOR THE ACCURACY OF THE INFORMATION CONTAINED IN IT. THE PRESENTATION IS NOT INTENDED TO RECOMMEND ANY STRATEGIC DECISION BY THE COMPANY AND SHOULD NOT BE CONSIDERED AS A RECOMMENDATION SUPPORTING ANY OF THE OPTIONS DISCUSSED HEREIN BYANY MEMBER OF CLARKSONS OR ANY OF ITS CONNECTED PERSONS TO ANY RECIPIENT OF THE INFORMATION.
    [Show full text]
  • Shipping US Crude Oil by Water: Vessel Flag Requirements and Safety Issues
    Shipping U.S. Crude Oil by Water: Vessel Flag Requirements and Safety Issues John Frittelli Specialist in Transportation Policy July 21, 2014 Congressional Research Service 7-5700 www.crs.gov R43653 Shipping U.S. Crude Oil by Water: Vessel Flag Requirements and Safety Issues Summary New sources of crude oil from North Dakota, Texas, and western Canada have induced new routes for shipping crude oil to U.S. and Canadian refineries. While pipelines have traditionally been the preferred method of moving crude overland, they either are not available or have insufficient capacity to move all the crude from these locations. While rail has picked up some of this cargo, barges, and to a lesser extent tankers, also are moving increasing amounts of crude in domestic trade. The rather sudden shift in transportation patterns raises concerns about the safety and efficiency of oil tankers and barges. The United States now imports less oil than five years ago by oceangoing tankers, while more oil is moving domestically by river and coastal barges. However, the Coast Guard still lacks a safety inspection regime for barges similar to that which has long existed for ships. The possibility of imposing an hours-of-service limit for barge crews as part of this regime is controversial. Congress called for a barge safety inspection regime a decade ago, but the related rulemaking is not complete. The Coast Guard’s progress in revamping its Marine Safety Office is a related issue that Congress has examined in the past. The majority of U.S. refineries are located near navigable waters to take advantage of economical waterborne transport for both import and export.
    [Show full text]
  • Simulation Study of the IAMSAR Standard Recovery Maneuvers for the Improvement of Serviceability
    Journal of Marine Science and Engineering Article Simulation Study of the IAMSAR Standard Recovery Maneuvers for the Improvement of Serviceability Inchul Kim 1 , Chongju Chae 2 and Soyeong Lee 3,* 1 Division of Navigation and Information Systems, Mokpo National Maritime University, Mokpo 58628, Korea; [email protected] 2 Offshore Training Team, Korea Institute of Maritime and Fisheries Technology, Busan 49111, Korea; [email protected] 3 Division of Training Ships, Mokpo National Maritime University, Mokpo 58628, Korea * Correspondence: [email protected]; Tel.: +82-61-240-7265 Received: 19 May 2020; Accepted: 16 June 2020; Published: 18 June 2020 Abstract: Recovery maneuvers are highly important for rescuing a person overboard at sea. This is the prime reason why the International Maritime Organization (IMO) has published the International Aeronautical and Maritime Search and Rescue (IAMSAR) Manual III, which aims to assist vessels and aircrafts in the performance of a search, rescue, or on-scene co-ordinated efforts with aspects of search and rescue (SAR) which pertain to their own emergencies. The IAMSAR Manual III includes the Williamson turn, the Anderson turn and the Scharnov turn. Furthermore, the Lorén turn has been newly included in the 2019 edition of the Manual. Although several studies have pointed out that the Williamson turn needs to be applied in a modified form for proper application, in terms of returning ability to the original track line, it has not yet been modified in the Manual. Therefore, the purpose of this study is to analyze the serviceability of the four standard recovery maneuvers through a series of ship-handling simulations with representative types of ships.
    [Show full text]