Shipbreaking Bulletin of Information and Analysis # 52 on Ship Demolition
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Container Ship Size and Port Relocation Discussion Paper 169 Roundtable
CPB Corporate Partnership Board Container Ship Size and Port Relocation Discussion Paper 169 Roundtable Olaf Merk International Transport Forum CPB Corporate Partnership Board Container Ship Size and Port Relocation Discussion Paper 169 Roundtable Olaf Merk International Transport Forum The International Transport Forum The International Transport Forum is an intergovernmental organisation with 59 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. The ITF is politically autonomous and administratively integrated with the OECD. The ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy. The ITF organises global dialogue for better transport. We act as a platform for discussion and pre- negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision-makers and civil society. The ITF’s Annual Summit is the world’s largest gathering of transport ministers and the leading global platform for dialogue on transport policy. The Members of the Forum are: Albania, Armenia, Argentina, Australia, Austria, Azerbaijan, Belarus, Belgium, Bosnia and Herzegovina, Bulgaria, Canada, Chile, China (People’s Republic of), Croatia, Czech Republic, Denmark, Estonia, Finland, France, Former Yugoslav Republic of Macedonia, Georgia, Germany, Greece, Hungary, Iceland, India, Ireland, Israel, Italy, Japan, Kazakhstan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Montenegro, Morocco, the Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, the United Arab Emirates, the United Kingdom and the United States. -
Regulatory Issues in International Martime Transport
Organisation de Coopération et de Développement Economiques Organisation for Economic Co-operation and Development __________________________________________________________________________________________ Or. Eng. DIRECTORATE FOR SCIENCE, TECHNOLOGY AND INDUSTRY DIVISION OF TRANSPORT REGULATORY ISSUES IN INTERNATIONAL MARTIME TRANSPORT Contact: Mr. Wolfgang Hübner, Head of the Division of Transport, DSTI, Tel: (33 1) 45 24 91 32 ; Fax: (33 1) 45 24 93 86 ; Internet: [email protected] Or. Eng. Or. Document complet disponible sur OLIS dans son format d’origine Complete document available on OLIS in its original format 1 Summary This report focuses on regulations governing international liner and bulk shipping. Both modes are closely linked to international trade, deriving from it their growth. Also, as a service industry to trade international shipping, which is by far the main mode of international transport of goods, has facilitated international trade and has contributed to its expansion. Total seaborne trade volume was estimated by UNCTAD to have reached 5330 million metric tons in 2000. The report discusses the web of regulatory measures that surround these two segments of the shipping industry, and which have a considerable impact on its performance. As well as reviewing administrative regulations to judge whether they meet their intended objectives efficiently and effectively, the report examines all those aspects of economic regulations that restrict entry, exit, pricing and normal commercial practices, including different forms of business organisation. However, those regulatory elements that cover competition policy as applied to liner shipping will be dealt with in a separate study to be undertaken by the OECD Secretariat Many measures that apply to maritime transport services are not part of a regulatory framework but constitute commercial practices of market operators. -
Downloaded, Is Consistently the Same and Their Facilities Are Accessible Only to the Types of Goods in Which They Manage (Roa Et Al, 2013)
Running head: THE IMPACT OF VESSEL BUNCHING 1 The Impact of Vessel Bunching: Managing Roll-on-Roll-off Terminal Operations Jonathan E. Gurr California State University Maritime Academy THE IMPACT OF VESSEL BUNCHING 2 Abstract The operations at port terminals are under consent examination, consistently investigating the various operational challenges effecting efficiency and performance. In a study to identify the consequences of vessel bunching, vessels that arrive within a short amount of time between each vessel, this paper presents an approach to forecast Ro-Ro terminal capacity while referencing the various input factors: vessel arrival schedule, inbound cargo volume, and rail or truck out-gate volume. Using a quantitative analysis derived using actual historical data from a Ro-Ro terminal at the Port of Long Beach, California, the proposed approach applied an additional probability factor that vessel bunching would occur. The analysis highlights the effectiveness of using actual historical data when examining a Ro-Ro terminal’s capacity and how the resulting information could be communicated inclusively with all stakeholders involved in port operations as means of performance improvement. Keywords: vessel bunching, ro-ro, terminal, forecast, capacity, risk assessment THE IMPACT OF VESSEL BUNCHING 3 The Impact of Vessel Bunching Seaports remain the most common way to transfer goods from one form of transportation to another. Global ports are responsible for handling over 80 per cent of global merchandise trade in volume and more than two thirds of its value (UNCTAD, 2017). As key nodes in the supply chain, ports are under continual pressure to implement efficiency improvements and cost saving measures. -
Oil and Gas News Briefs, December 28, 2020
Oil and Gas News Briefs Compiled by Larry Persily December 28, 2020 LNG producers risk overinvesting in too much new supply (The Wall Street Journal; Dec. 24) - As a cleaner fossil fuel, natural gas will play a role for years to come. It is less certain, however, that it will be a profitable one. Exuberant investment in new reserves and liquefaction facilities in recent years helped globalize the LNG market but also created a supply glut. Any sustained recovery in prices and profits will require producers to resist the temptation to overinvest once again. Future profitability will depend on how well supply and demand match up. Natural gas will likely play two key roles in the upcoming green transition: replacing coal-fired power plants until sufficient renewables production can be built; and fueling backup peak plants to bridge the gaps in intermittent wind and solar generation. Gas demand is expected to peak sometime in the next decade or two and then taper off slowly, though advances in carbon capture and storage could extend its role. On the other hand, gas demand could be reduced by a faster-than-expected fall in costs for renewable energy and storage, or an accelerated development of green hydrogen. The uncertainty makes it tricky to estimate what supply will be needed in the future, particularly as projects can take years to come online. This raises the risk of overproduction, which can cause prices to languish. Decisions to invest during the next two years could lead to another “wave of supplies” coming online in 2027, prompting another downward price cycle, said Carlos Torres Diaz, gas and power analyst at energy consultancy Rystad Energy. -
Micmac Migration to Western Newfoundland
MICMAC MIGRATION TO WESTERN NEWFOUNDLAND DENNIS A. BARTELS Department of Anthropology Sir Wilfred Grenfell College Memorial University of Newfoundland Corner Brook, Newfoundland Canada, and OLAF UWE JANZEN Department of History Sir Wilfred Grenfell College Memorial University of Newfoundland Corner Brook, Newfoundland Canada, ABSTRACT / RESUME The Micmac of Cape Breton are known to have had a long history of seasonal contact with Newfoundland. It is generally accepted that they resided there permanently by the early 19th century. The authors review the available evidence and conclude that the permanent occupation of Newfoundland by the Micmac began in the 1760s. On sait que les Micmac de cap-Breton ont eu une longue histoire du contact saisonnier avec la Terre-Neuve. Il est généralement admis qu'ils y habitèrent en permanence au début du XIXe siècle. Les auteurs examinent l'évidence disponible et concluent que l'occupation permanente de la Terre-Neuve par les Micmac a commencé dans les années 1760. 72 Dennis A. Bartel/Olaf Uwe Janzen INTRODUCTION It is generally conceded that the Micmac of Cape Breton Island were a maritime-adapted people with sufficient seafaring skills to extend their territorial range as far into the Gulf of St. Lawrence as the Magdalen Islands and as far east as St. Pierre and Miquelon.1 By the eighteenth century, the Micmac were able to maintain a persistent presence in southern and southwestern Newfoundland. Some scholars have concluded from this that southwestern Newfoundland could have been a regular part of the territorial range of the Cape Breton Micmac since prehistoric times.2 In the absence of archaeological evidence to support such a conclusion, others, such as Marshall (1988) and Upton (1979:64) are unwilling to concede more than a seasonal exploitation of Newfoundland. -
A Steel-Hulled Bulk Freighter Measuring 610.9 in Length, with a Beam of 60.0 Feet, and a Depth of Hold of 32.6 Feet
NFS Form 10-900 OMB No. 1024-0018 (Rev. 8-86) United States Department of the Interior National Park Service NATIONAL National Register of Historic Places REGISTER Registration Form This form is for use in nominating or requesting determinations of eligibility for individual properties or districts. See instructions in Guidelines for Completing National Register Forms (National Register Bulletin 16). Complete each item by marking "x" in the appropriate box or by entering the requested information. If an item does not apply to the property being documented, enter "N/A" for "not applicable." For functions, styles, materials, and areas of significance, enter only the categories and subcategories listed in the instructions. For additional space use continuation sheets (Form 10-900a). Type all entries. 1. Name of Property_________________________________________________ historic name Freighter WILLIAM A. IRVIN other names/site number N/A 2. Location street & number Minnesota Slip. Duluth Harbor I_| not for publication N/A city, town Duluth I I vicinity N/A state Minnesota code MN county St . Louis code 137 zip code 55802 3. Classification Ownership of Property Category of Property Number of Resources within Property I I private I I building(s) Contributing Noncontributing I~x1 public-local I I district ____buildings I I public-State I I site ____ sites I I public-Federal Pn structure ____ structures I I object ____ objects ____Total Name of related multiple property listing: Number of contributing resources previously listed in the National Register _Q______ 4. State/Federal Agency Certification As the designated authority under the National Historic Preservation Act of 1966, as amended, I hereby certify that this S nomination EH request for determination of eligibility meets the documentation standards for registering properties in the National Register of Historic Places and meets the procedural and professional requirements set forth in 36 CFR Part 60. -
A Rare Phone Call from One President to Another - Not Even Past
A Rare Phone Call from One President to Another - Not Even Past BOOKS FILMS & MEDIA THE PUBLIC HISTORIAN BLOG TEXAS OUR/STORIES STUDENTS ABOUT 15 MINUTE HISTORY "The past is never dead. It's not even past." William Faulkner NOT EVEN PAST Tweet 2 Like THE PUBLIC HISTORIAN A Rare Phone Call from One President to Another Making History: Houston’s “Spirit of the by Jonathan C. Brown Confederacy” “Señor Presidente,” Lyndon Baines Johnson said via a long-distance telephone call from the Oval Office. “We are very sorry over the violence which you have had down there but gratified that you have appealed to the Panamanian people to remain calm.” President Johnson often talked politics on the phone but seldom with foreign leaders. Johnson, who had just succeeded to the presidency of the world’s most powerful country, was speaking to the head of state of one of the smaller nations of the Western Hemisphere. The call marked the only time that Johnson spoke to a Latin American counterpart by telephone during his presidency—a fact that demonstrates how serious he considered the situation. This unique president-to-president phone conversation occurred on January 10, 1964, following the first full May 06, 2020 day of riots by Panamanian youths along the fence line between Panama City and the U.S. occupied Canal Zone. It was the first foreign crisis of the Johnson presidency. Johnson’s call was translated by a More from The Public Historian Spanish-speaking U.S. Army colonel, transcribed by the White House staff, and preserved in the archives of the LBJ Presidential Library and Museum. -
Reflections on Reading John E
Naval War College Review Volume 69 Article 25 Number 2 Spring 2016 Reflections on Reading John E. Jackson The U.S. Naval War College Follow this and additional works at: https://digital-commons.usnwc.edu/nwc-review Recommended Citation Jackson, John E. (2016) "Reflections on Reading," Naval War College Review: Vol. 69 : No. 2 , Article 25. Available at: https://digital-commons.usnwc.edu/nwc-review/vol69/iss2/25 This Reflections on Reading is brought to you for free and open access by the Journals at U.S. Naval War College Digital Commons. It has been accepted for inclusion in Naval War College Review by an authorized editor of U.S. Naval War College Digital Commons. For more information, please contact [email protected]. Jackson: Reflections on Reading REFLECTIONS ON READING Professor John E. Jackson of the Naval War College is the Program Man- ager for the Chief of Naval Operations Professional Reading Program. By provoking us to free our minds of constraint and convention, worthy science fiction allows us to create a mental laboratory of sorts. In this place, we can consider new problems we might soon face or contemplate novel ways to address old problems. It sparks the imagination, engenders flexible thinking, and invites us to explore challenges and opportunities we might otherwise overlook. GENERAL MARTIN DEMPSEY, USA (RET�) FORMER CHAIRMAN OF THE JOINT CHIEFS OF STAFF he Chief of Naval Operations Professional Reading Program (CNO-PRP) ex- ists to encourage sailors to read books that are relevant to their careers and, -
Glossary of Port Industry Terminology
Glossary of Port Industry Terminology Berth: 1) The area allotted to accommodate a vessel alongside a wharf, or the area in which a vessel swings when at anchor. 2) Or in “cruise terminology ” a bed. Berthage: A tariff charged to a vessel occupying a berth. It is calculated by applying the current tariff rate per GT for each of the first 2 twelve-hour periods. Each additional hour is charged at a lower published rate per GT. Bollard: Is a short vertical post used on a ship or a quay, principally for mooring. Breakbulk: Non-containerized general cargo. Examples include iron, steel, machinery, linerboard, woodpulp and yachts. Cabin: A passenger room onboard the cruise ship – sometimes called a stateroom or a berth. CBSA: Canada Border Services Agency (occasionally referred to as Canada Customs). Coastal Trading Act: An Act respecting the use of foreign ships and non-duty paid ships in the coasting trade. (Canadian version of American “Jones Act” see cabotage below). Cabotage Water transportation term applicable to shipments between ports of a nation; commonly refers to coastwise or intercoastal navigation or trade. Many nations, including the United States, have cabotage laws which require national flag vessels to provide domestic interport service. (In US this is referred to as the “Jones Act”). Chart Datum: A plan below which the tide will seldom fall. The Canadian Hydrographic Service has adopted the plane of Lowest Normal Tides (LNT) as chart datum. To find the depth of water, the height of tide must be added to the depth shown on the chart. Tidal heights preceded by a (-) must be subtracted from the charted depth. -
Annex 10 PDF Page Vanderlaan, ASM, Taggart, CT, Serdynska, AR
Fisheries and Oceans Canada (DFO) Annex 10 PDF Page Vanderlaan, A.S.M., Taggart, C.T., Serdynska, A.R., Kenney, R.D., and Brown, M.W. 2008. 2 Reducing the risk of lethal encounters: vessels and right whales in the Bay of Fundy and on the Scotian Shelf. Endang. Spec. Res. 4:283–297. Veirs, S., Veirs, V., and Wood, J.D. 2016. Ship noise extends to frequencies used for 17 echolocation by endangered killer whales. PeerJ, 4, p.e1657. Yang, Z., Hollebone, B.P., Zhang, G., Brown, C.E., Yang, C., Lambert, P., Wang, Z., 53 Landriault, M., and Shah, K. 2017. Fate of Photodegraded Diluted Bitumen in Seawater, Proceedings of the 2017 International Oil Spill Conference, American Petroleum Institute, Washington, D.C., pp. 2286-2305. Yang, Z., Zhang, G., Hollebone, B.P., Brown, C.E., Yang, C., Lambert, P., Landriault, M., 73 and Shah, K. 2017. Fate of Oxygenated Components for Solar Irradiated Diluted Bitumen in Saltwater, Proceedings of the Fortieth AMOP Technical Seminar on Environmental Contamination and Response, pp. 415-440, Environment and Climate Change Canada, Ottawa, ON. Yang, Z., Zhang, G., Hollebone, B.P., Brown, C.E., Yang, C., Lambert, P., Wang, Z., 99 Landriault, M., and Shah, K. 2017. Fate of Oxygenated Components for Solar Irradiated Diluted Bitumen Mixed with Seawater, Environmental Pollution, Vol. 231, pp. 622-634, http://dx.doi.org/10.1016/j.envpol.2017.08.043. Yergeau, E., Maynard, C., Sanschagrin, S., Champagne, J., Juck, D., Lee, K., and Greer, C. 112 2015. Microbial Community Composition, Functions, and Activities in the Gulf of Mexico 1 Year after the Deepwater Horizon Accident. -
Download/Dnvgl-Rp-G107-Efficient-Updating-Of-Risk-Assessments (Accessed on 5 April 2021)
applied sciences Article Determination of the Waterway Parameters as a Component of Safety Management System Andrzej B ˛ak 1,* and Paweł Zalewski 1 Faculty of Navigation, Maritime University of Szczecin, Wały Chrobrego St. 1-2, 70-500 Szczecin, Poland; [email protected] * Correspondence: [email protected] Abstract: This article presents the use of a computer application codenamed “NEPTUN” to ascertain the waterway parameters of the modernised Swinouj´scie–Szczecinwaterway.´ The designed program calculates the individual risks in selected sections of the fairway depending on the input data, including the parameters of the ship, available water area, and positioning methods. The collected data used for analyses in individual modules are stored in a SQL server of shared access. Vector electronic navigation charts of S-57 standard specification are used as the cartographic background. The width of the waterway is calculated by means of the method developed on the basis of the modified PIANC guidelines. The main goal of the research is to prove and demonstrate that the designed software would directly increase the navigation safety level of the Swinouj´scie–Szczecin´ fairway and indicate the optimal positioning methods in various navigation circumstances. Keywords: safety of navigation; safety management system; fairway; navigation channel; marine traffic engineering Citation: B ˛ak,A.; Zalewski, P. Determination of the Waterway Parameters as a Component of Safety 1. Introduction Management System. Appl. Sci. 2021, The aim of the work described in the paper was to build an application of the inte- 11, 4456. https://doi.org/10.3390/ app11104456 grated navigation safety management system (INSMS) for coastal waters and harbour approaches in order to easily estimate the risk level of a selected part of the waterway in Academic Editors: Peter Vidmar, predefined hydrometeorological and navigation conditions. -
The Mythologizing of the Great Lakes Whaleback
VERNACULAR IN CURVES: THE MYTHOLOGIZING OF THE GREAT LAKES WHALEBACK by Joseph Thaddeus Lengieza April, 2016 Director of Thesis: Dr. Bradley Rodgers Major Department: Maritime Studies, History The “whaleback” type of bulk commodity freighter, indigenous to the Great Lakes of North America at the end of the nineteenth century, has engendered much notice for its novel appearance; however, this appearance masks the essential vernacularity of the vessel. Comparative disposition analysis reveals that whalebacks experienced longevity comparable to contemporary Great Lakes freighter of similar construction material and size, implying that popular narrative overstates whaleback abnormality. Market and social forces which contributed to the rise and fall of the whaleback type are explored. VERNACULAR IN CURVES: THE MYTHOLOGIZING OF THE GREAT LAKES WHALEBACK A Thesis Presented To the Faculty of the Department of Maritime Studies East Carolina University In Partial Fulfillment of the Requirements for the Degree Master of Arts in Maritime Studies by Joseph Thaddeus Lengieza April, 2016 © Joseph Thaddeus Lengieza, 2016 VERNACULAR IN CURVES: THE MYTHOLOGIZING OF THE GREAT LAKES WHALEBACK By Joseph Thaddeus Lengieza APPROVED BY: DIRECTOR OF THESIS:_________________________________________________________ Bradley Rodgers, Ph.D. COMMITTEE MEMBER: _______________________________________________________ Nathan Richards, Ph.D. COMMITTEE MEMBER: _______________________________________________________ David Stewart, Ph.D. COMMITTEE MEMBER: _______________________________________________________