Trabalhos De Arqueologia 18
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
New Insurance for Newbuildi
The Swedish Club Letter 2–2006 Insurance New Insurance for Newbuildi ■■ The Swedish Club is one of very few marine insurance companies that offer a range of products Tord Nilsson broad enough to cover most of the needs of ship- Area Manager owners. Team Göteborg I We will soon complement the products we have by adding an insurance that specifi cally targets the needs of shipowners with newbuildings on order. Our fi rst contact with owners has traditionally been when they have started to look for suppliers of H&M, P&I Cover for liabilities in respect and FD&D insurances. We do in some cases cover FD&D for newbuildings and of superintendents and for the crew whilst travelling to and from the shipyard just prior to delivery. We feel that owners need to start looking at their insurable interests long other shipowners’ personnel before delivery, as there are risks relating to the newbuilding that could affect attending at newbuildings owners adversely. Only a few owners currently do this. Our Newbuilding Risks Insurance is one product and it encompasses three areas: 1. Cover for liabilities in respect of superintendents and other shipowners’ ■■ personnel attending newbuildings. The P&I cover 1that can be offered by a This insurance includes liabilities under the terms of the employment contract to club in the Internatio- Annica Börjesson pay damages or compensation for personal injury, illness or death of the superin- nal Group is ultimately Claims Executive tendent whilst attending the NB site or travelling to and from the site. regulated by the Poo- Team Göteborg I < Hospital, medical, repatriation, funeral or other expenses necessarily incurred ling Agreement, “the in relation to the superintendent whilst attending the NB site. -
Visualitza/Obre
HOW THE INDUSTRY 4.0 COULD AFFECT THE SHIPBUILDING WORLD Rodrigo Pérez Fernández, [email protected], correspondence author SENER, Madrid/Spain. C/ Severo Ochoa, 4 - 28760 Tres Cantos - Madrid (Spain) Abstract The marine structures are developed with Computer Aided Design (CAD) platforms, but every day we are looking for integrated development of the product involving all its Life Cycle. CAD system integrated with Product Lifecycle Management (PLM) and from the PLM we can conceive all the design but also control the production and include the use of the vessel. The PLM can contain information of all systems of the vessel and also all its components. If the components are designed for the Internet of Ships (IoS) it will have technology that allows to share their situation, diagnosis, functionality with the PLM system which distributes the initial design. The PLM system can use this information for knowing whether they are working properly or if we can improve its performance. It is also possible to identify whether it is necessary to make maintenance of the object or if it is necessary to replace it because its life ends or because it's working wrongly. It will be possible to determine and evaluate its performance comparing to other similar components or comparing to it different operating periods. It will also be possible to know how their performance affects the functioning of the whole product, i.e., the vessel. Furthermore, if the connection of the objects is realized with its PLM, it would be possible to record their history status, make change tracking, and know what is its function or its performance after realizing programmed maintenance. -
Anticipating Anchoring Story and Photos by Jeff Merrill
power voyaging Anticipating anchoring STORy ANd phOTOS by JEff MERRIll he freedom to explore which goes into great detail Let’s presume that the Tremote cruising grounds on a number of theoretical windlass (horizontal or verti- and to anchor out overnight aspects and practical applica- cal) and anchor (so many or for days at a time is one tions for a variety of situa- variations) have already been of the great attractions of tions. Over time voyagers selected and installed on the trawler lifestyle. Under- generally develop techniques your trawler and are appro- standing how your ground for setting their anchor, priately sized to provide breaking it loose and you with sufficient holding securely stowing the strength. With this article ground tackle while I’d like to share some com- underway — practice, mon sense techniques you fine-tune and keep can adapt to your trawler learning. that will improve your com- There are many fort level and to help you factors involved in “dial-in” your anchoring selecting a safe place routine. Be sure that the to drop the hook — connection between your wind, tide, currents, anchor and chain (swivel other boats, etc. You with Loctite or shackles with seizing wire on the pins) is secure so it can’t disconnect. Above, an tackle connects your Securing the anchor anchor bridle floating palace to the It is vitally important that setup evenly sea floor and being your anchor, when raised distributes the properly prepared will and stowed on its roller, load. Right, an give you more con- is secure in place and not anchor keeper fidence to visit new free to wobble around. -
Tar and Turpentine
ECONOMICHISTORY Tar and Turpentine BY BETTY JOYCE NASH Tarheels extract the South’s first industry turdy, towering, and fire-resistant longleaf pine trees covered 90 million coastal acres in colonial times, Sstretching some 150,000 square miles from Norfolk, Va., to Florida, and west along the Gulf Coast to Texas. Four hundred years later, a scant 3 percent of what was known as “the great piney woods” remains. The trees’ abundance grew the Southeast’s first major industry, one that served the world’s biggest fleet, the British Navy, with the naval stores essential to shipbuilding and maintenance. The pines yielded gum resin, rosin, pitch, tar, and turpentine. On oceangoing ships, pitch and tar Wilmington, N.C., was a hub for the naval stores industry. caulked seams, plugged leaks, and preserved ropes and This photograph depicts barrels at the Worth and Worth rosin yard and landing in 1873. rigging so they wouldn’t rot in the salty air. Nations depended on these goods. “Without them, and barrels in 1698. To stimulate naval stores production, in 1704 without access to the forests from which they came, a Britain offered the colonies an incentive, known as a bounty. nation’s military and commercial fleets were useless and its Parliament’s “Act for Encouraging the Importation of Naval ambitions fruitless,” author Lawrence Earley notes in his Stores from America” helped defray the eight-pounds- book Looking for Longleaf: The Rise and Fall of an American per-ton shipping cost at a rate of four pounds a ton on tar Forest. and pitch and three pounds on rosin and turpentine. -
Last Voyage of the Hornet: the Story That Made Mark Twain Famous
Last Voyage of the Hornet: The Story that Made Mark Twain Famous Kristin Krause Royal Fireworks Press Unionville, New York For Greg, Duncan, and Luke – Never give up. Copyright © 2016, Royal Fireworks Publishing Co., Inc. All Rights Reserved. Royal Fireworks Press P.O. Box 399 41 First Avenue Unionville, NY 10988-0399 (845) 726-4444 fax: (845) 726-3824 email: [email protected] website: rfwp.com ISBN: 978-0-88092-265-4 Printed and bound in Unionville, New York, on acid-free paper using vegetable-based inks at the Royal Fireworks facility. Publisher: Dr. T.M. Kemnitz Editors: Dr. T. M. Kemnitz, Rachel Semlyen, and Jennifer Ault Book and cover designer: Kerri Ann Ruhl 8s6 ps Chapter 1 The clipper ship Hornet drifted across the mirroring waters of the Pacific Ocean in a blistering hot calm. Not a breath of wind stirred on deck, but upper air currents filled the skysails and royals, gently propelling the vessel along. The morning air was already sweltering. The crew, all barefoot and mostly shirtless, moved lethargically in the tropical heat. Those not on duty sought shade where they could find it or lazily dangled fishing lines in the water. All the hatches, skylights, and portholes were open to admit air, making it tolerable for those below decks. Since crossing the equator two days before, the ship had been slipping slowly north through a series of hot and windless days. But that was about to change. The captain of the Hornet was Josiah Mitchell, fifty-three years old, capable and levelheaded, with an inexpressive face hidden under a bushy beard. -
Shipbuilding
Shipbuilding A promising rst half, an uncertain second one 2018 started briskly in the wake of 2017. In the rst half of the year, newbuilding orders were placed at a rate of about 10m dwt per month. However the pace dropped in the second half, as owners grappled with a rise in newbuilding prices and growing uncertainty over the IMO 2020 deadline. Regardless, newbuilding orders rose to 95.5m dwt in 2018 versus 83.1m dwt in 2017. Demand for bulkers, container carriers and specialised ships increased, while for tankers it receded, re ecting low freight rates and poor sentiment. Thanks to this additional demand, shipbuilders succeeded in raising newbuilding prices by about 10%. This enabled them to pass on some of the additional building costs resulting from higher steel prices, new regulations and increased pressure from marine suppliers, who have also been struggling since 2008. VIIKKI LNG-fuelled forest product carrier, 25,600 dwt (B.Delta 25), built in 2018 by China’s Jinling for Finland’s ESL Shipping. 5 Orders Million dwt 300 250 200 150 100 50 SHIPBUILDING SHIPBUILDING KEY POINTS OF 2018 KEY POINTS OF 2018 0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Deliveries vs demolitions Fleet evolution Deliveries Demolitions Fleet KEY POINTS OF 2018 Summary 2017 2018 Million dwt Million dwt Million dwt Million dwt Ships 1,000 1,245 Orders 200 2,000 m dwt 83.1 95.5 180 The three Asian shipbuilding giants, representing almost 95% of the global 1,800 orderbook by deadweight, continued to ght ercely for market share. -
Asian Shipbuilding: a Dynamic Market
SPONSORED STATEMENT ASIAN SHIPBUILDING: A DYNAMIC MARKET Asia will remain at the heart of the global shipbuilding industry for the foreseeable future, although the relative strength of its key players will alter, writes Sumanta Panigrahi, Managing Director and Head – Asia Pacific, Export & Agency Finance, Treasury and Trade Solutions at Citi. he global shipping and offshore – and therefore the foundations for Asia’s For example, in South Korea energy equipment industry has success – are identical. Each requires shipbuilding is concentrated among shifted unequivocally towards steel: rapid growth in steel production the chaebol (industrial conglomerates), Asia. South Korea, Japan and capacity in Japan, South Korea and such as Samsung Heavy Industries and China now dominate with China facilitated the growth Hyundai Heavy Industries, which receive around 80% of orders: of of shipbuilding in these markets. strong support from policy banks and a the 134 liquefied natural gas Shipbuilding also requires skilled significant proportion of South Korea’s (LNG) tankers built since 2009, 133 were labour: ship manufacturing is both export credit agency (ECA) funding. Tbuilt in Asia: 100 in South Korea, 20 in complex and competitive. Labour Similarly, in Japan, ECAs make buyer China and 13 in Japan, according to costs are a significant component of financing available and facilitate low cost IHS Maritime. vessel costs, and low costs in China – working capital for shipyards (which While domination by Asian estimated to be between a 10th and a is crucial given the three to four-year manufacturers is expected to continue, 15th of OCED countries’ – have helped shipbuilding timeframe). In China, it is important to recognise that each its shipbuilding grow. -
Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress
Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress September 16, 2021 Congressional Research Service https://crsreports.congress.gov RL32665 Navy Force Structure and Shipbuilding Plans: Background and Issues for Congress Summary The current and planned size and composition of the Navy, the annual rate of Navy ship procurement, the prospective affordability of the Navy’s shipbuilding plans, and the capacity of the U.S. shipbuilding industry to execute the Navy’s shipbuilding plans have been oversight matters for the congressional defense committees for many years. In December 2016, the Navy released a force-structure goal that calls for achieving and maintaining a fleet of 355 ships of certain types and numbers. The 355-ship goal was made U.S. policy by Section 1025 of the FY2018 National Defense Authorization Act (H.R. 2810/P.L. 115- 91 of December 12, 2017). The Navy and the Department of Defense (DOD) have been working since 2019 to develop a successor for the 355-ship force-level goal. The new goal is expected to introduce a new, more distributed fleet architecture featuring a smaller proportion of larger ships, a larger proportion of smaller ships, and a new third tier of large unmanned vehicles (UVs). On June 17, 2021, the Navy released a long-range Navy shipbuilding document that presents the Biden Administration’s emerging successor to the 355-ship force-level goal. The document calls for a Navy with a more distributed fleet architecture, including 321 to 372 manned ships and 77 to 140 large UVs. A September 2021 Congressional Budget Office (CBO) report estimates that the fleet envisioned in the document would cost an average of between $25.3 billion and $32.7 billion per year in constant FY2021 dollars to procure. -
US Maritime Administration
U.S. Maritime Administration (MARAD) Shipping and Shipbuilding Support Programs January 8, 2021 Congressional Research Service https://crsreports.congress.gov R46654 SUMMARY R46654 U.S. Maritime Administration (MARAD) January 8, 2021 Shipping and Shipbuilding Support Programs Ben Goldman The U.S. Maritime Administration (MARAD) is one of the 11 operating administrations of the Analyst in Transportation U.S. Department of Transportation (DOT). Its mission is to develop the merchant maritime Policy industry of the United States. U.S. maritime policy, largely set out by the Merchant Marine Acts of 1920 and 1936 and with some roots in even older legislation, is codified in Subtitle V of Chapter 46 of the U.S. Code. As currently articulated, it is the policy of the United States to “encourage and aid the development and maintenance of a merchant marine” that meets the objectives below, which MARAD helps to achieve via the following programs and activities: Carry domestic waterborne commerce and a substantial part of the waterborne export and import foreign commerce of the United States. International shipping is dominated by companies using foreign- owned or foreign-registered vessels taking advantage of comparatively lower operating costs. The MARAD Maritime Security Program (MSP) supports U.S.-flagged ships engaged in international commerce by providing annual subsidies to defray the operating costs of up to 60 vessels. Originally scheduled to expire at the end of 2025, authorization for MSP was extended through 2035 by the National Defense Authorization Act (NDAA) for Fiscal Year 2020 (P.L. 116-92). Similar programs were established to support tankers and cable-laying ships, either in that same law or in the NDAA for Fiscal Year 2021 (P.L. -
The Economic Consequences of Investing in Shipbuilding Case Studies in the United States and Sweden
The Economic Consequences of Investing in Shipbuilding Case Studies in the United States and Sweden Edward G. Keating, Irina Danescu, Dan Jenkins, James Black, Robert Murphy, Deborah Peetz, Sarah H. Bana C O R P O R A T I O N For more information on this publication, visit www.rand.org/t/RR1036 Library of Congress Cataloging-in-Publication Data is available for this publication. ISBN: 978-0-8330-9036-2 Published by the RAND Corporation, Santa Monica, Calif. © Copyright 2015 RAND Corporation R® is a registered trademark. Cover: Littoral Combat Ship 6 (Jackson) and 8 (Montgomery) under construction in the Mobile River at Austal USA’s site in Mobile, Alabama (photo by Irina Danescu). Limited Print and Electronic Distribution Rights This document and trademark(s) contained herein are protected by law. This representation of RAND intellectual property is provided for noncommercial use only. Unauthorized posting of this publication online is prohibited. Permission is given to duplicate this document for personal use only, as long as it is unaltered and complete. Permission is required from RAND to reproduce, or reuse in another form, any of its research documents for commercial use. For information on reprint and linking permissions, please visit www.rand.org/pubs/permissions.html. The RAND Corporation is a research organization that develops solutions to public policy challenges to help make communities throughout the world safer and more secure, healthier and more prosperous. RAND is nonprofit, nonpartisan, and committed to the public interest. RAND’s publications do not necessarily reflect the opinions of its research clients and sponsors. -
Investigation of Abandoned WW II Wrecks in Palau
Investigation of Abandoned WW II Wrecks in Palau Tomo Ishimura1 Abstract Over forty Japanese vessels were sunken in the water of Palau during WWII. Some wrecks sunk in the shallow water at a depth of 20 meters or less and were salvaged. Other wrecks at 30 meters depth or more still remain and are legally protected by the authority of Palau Government but are seriously threatened by illegal treasure hunters. Initial efforts to identify human remains of Japanese soldiers were made in 2005. As part of an archaeology advisory team for the Japanese Government I carried out underwater surveys of sunken WWII vessels in Palau. In 2010 and 2011, I conducted investigations of the WWII vessels again, together with on-shore research on sites and features associated with the Japanese occupation period, funded by the Takanashi Foundation for Arts and Archaeology (Japan). The research revealed that the most of the vessels sunken in Palau were not genuine military vessels of Japanese Imperial Navy or Army but converted vessels originally built for non-combat purposes. These vessels were slow in speed and not well-equipped for combat activity. Most of them were destroyed by American aerial bombing on March 30th 1944. The evening before (March 29th) the main force of the Japanese Combined Fleet, including its flagship Musashi, retreated from Palau. It is clear that the vessels left in Palau were abandoned as a “third wheel” of the Combined Fleet. These abandoned-converted vessels include cargo carriers, tankers, whaling boats and fishing boats. This implies that Japanese troops were experiencing a difficult and desperate campaign at that time. -
The Shipbuilding Industry in Chinese Taipei
OECD Council Working Party on Shipbuilding (WP6) Shipbuilding industry in Chinese Taipei December 2009 . 2 C/WP6(2009)14 TABLE OF CONTENTS THE SHIPBUILDING INDUSTRY IN CHINESE TAIPEI ........................................................................... 4 Introduction .................................................................................................................................................. 4 Overview of the Chinese Taipei shipbuilding industry ............................................................................ 4 Shipbuilding clusters - Geographic distribution of principal construction facilities ................................ 5 Role of shipbuilding in the Chinese Taipei economy .................................................................................. 5 Chinese Taipei economic growth ............................................................................................................. 5 Shipbuilding’s contribution to GDP ......................................................................................................... 6 Shipbuilding Employment ........................................................................................................................ 8 Relationship with other industries ............................................................................................................ 9 Policies of the Chinese Taipei government................................................................................................ 10 General government view of the