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Section 3 2018 Edition
S e c ti o n 3 Vessel Requirements 3.1 Definitions, p. 2 3.2 Size and Draft Limitations of Vessels, p. 4 3.3 Requirement for Pilot Platforms and Shelters on Certain Vessels, p. 16 3.4 Navigation Bridge Features Required of Transiting Vessels, p. 19 3.5 Requirements for Non-Self-Propelled Vessels, p. 31 3.6 Vessels Requiring Towing Services, p. 32 3.7 Deckload Cargo, p. 33 3.8 Construction, Number and Location of Chocks and Bitts, p. 34 3.9 Mooring Lines, Anchors and Deck Machinery, p. 41 3.10 Boarding Facilities, p. 41 3.11 Definite Phase-out of Single-Hull Oil Tankers, p. 47 3.12 Admeasurement System for Full Container Vessels, p. 48 3.13 Deck-loaded Containers on Ships not Built for Container Carriage, p. 49 3.14 Unauthorized Modification to the PC/UMS Net Tonnage Certificate, p. 50 3.15 Calculation of PC/UMS Net Tonnage on Passenger Vessels, p. 51 3.16 Dangerous Cargo Requirements, p. 51 3.17 Cargo Regulated Under MARPOL Annex II, p. 58 3.18 Pre-Arrival Cargo Declarations, Security Inspection and Escort, p. 58 3.19 Hot Work Performed On Board Vessels, p. 60 1 OP Operations Manual Section 3 2018 Edition 3.20 Manning Requirements, p. 61 3.21 Additional Pilots Due to Vessel Deficiencies, p. 62 3.22 Pilot Accommodations Aboard Transiting Vessels, p. 63 3.23 Main Source of Electric Power, p. 63 3.24 Emergency Source of Electrical Power, p. 63 3.25 Sanitary Facilities and Sewage Handling, p. -
Legal and Economic Analysis of Tramp Maritime Services
EU Report COMP/2006/D2/002 LEGAL AND ECONOMIC ANALYSIS OF TRAMP MARITIME SERVICES Submitted to: European Commission Competition Directorate-General (DG COMP) 70, rue Joseph II B-1000 BRUSSELS Belgium For the Attention of Mrs Maria José Bicho Acting Head of Unit D.2 "Transport" Prepared by: Fearnley Consultants AS Fearnley Consultants AS Grev Wedels Plass 9 N-0107 OSLO, Norway Phone: +47 2293 6000 Fax: +47 2293 6110 www.fearnresearch.com In Association with: 22 February 2007 LEGAL AND ECONOMIC ANALYSIS OF TRAMP MARITIME SERVICES LEGAL AND ECONOMIC ANALYSIS OF TRAMP MARITIME SERVICES DISCLAIMER This report was produced by Fearnley Consultants AS, Global Insight and Holman Fenwick & Willan for the European Commission, Competition DG and represents its authors' views on the subject matter. These views have not been adopted or in any way approved by the European Commission and should not be relied upon as a statement of the European Commission's or DG Competition's views. The European Commission does not guarantee the accuracy of the data included in this report, nor does it accept responsibility for any use made thereof. © European Communities, 2007 LEGAL AND ECONOMIC ANALYSIS OF TRAMP MARITIME SERVICES ACKNOWLEDGMENTS The consultants would like to thank all those involved in the compilation of this Report, including the various members of their staff (in particular Lars Erik Hansen of Fearnleys, Maria Bertram of Global Insight, Maria Hempel, Guy Main and Cécile Schlub of Holman Fenwick & Willan) who devoted considerable time and effort over and above the working day to the project, and all others who were consulted and whose knowledge and experience of the industry proved invaluable. -
Potentials for Platooning in US Highway Freight Transport
Potentials for Platooning in U.S. Highway Freight Transport Preprint Matteo Muratori, Jacob Holden, Michael Lammert, Adam Duran, Stanley Young, and Jeffrey Gonder National Renewable Energy Laboratory To be presented at WCX17: SAE World Congress Experience Detroit, Michigan April 4–6, 2017 To be published in the SAE International Journal of Commercial Vehicles 10(1), 2017 NREL is a national laboratory of the U.S. Department of Energy Office of Energy Efficiency & Renewable Energy Operated by the Alliance for Sustainable Energy, LLC This report is available at no cost from the National Renewable Energy Laboratory (NREL) at www.nrel.gov/publications. Conference Paper NREL/CP-5400-67618 March 2017 Contract No. DE-AC36-08GO28308 NOTICE The submitted manuscript has been offered by an employee of the Alliance for Sustainable Energy, LLC (Alliance), a contractor of the US Government under Contract No. DE-AC36-08GO28308. Accordingly, the US Government and Alliance retain a nonexclusive royalty-free license to publish or reproduce the published form of this contribution, or allow others to do so, for US Government purposes. This report was prepared as an account of work sponsored by an agency of the United States government. Neither the United States government nor any agency thereof, nor any of their employees, makes any warranty, express or implied, or assumes any legal liability or responsibility for the accuracy, completeness, or usefulness of any information, apparatus, product, or process disclosed, or represents that its use would not infringe privately owned rights. Reference herein to any specific commercial product, process, or service by trade name, trademark, manufacturer, or otherwise does not necessarily constitute or imply its endorsement, recommendation, or favoring by the United States government or any agency thereof. -
Raw Materials Use Reduction, Replacement, and Recycling - Tong Qiu
ENVIRONMENT AND DEVELOPMENT- Vol. II - Raw Materials Use Reduction, Replacement, and Recycling - Tong Qiu RAW MATERIALS USE REDUCTION, REPLACEMENT, AND RECYCLING Tong Qiu Department of Chemical Engineering, Tsinghua University, Beijing, People’s Republic of China Keywords: Raw materials, reduction, substitution, replacement, recycling, ecomaterials, LCA (life-cycle assessment), LCED (life-cycle engineering design) Contents 1. The Direction of Development—Ecomaterials 2. Life-Cycle Assessment 2.1. Life-Cycle Engineering Design 3. Raw Material Substitutes and Conservation 3.1. The Place of Science and Technology 3.2. Developing Clean Technology 3.3. Replacing Non-Renewable Resources with Renewable Resources 3.4. Material Re-production 3.5. Substitutes for Raw Materials Bibliography Biographical Sketch Summary This article discusses the development of ecomaterials, which is a trend in material industrial development. Furthermore, life-cycle assessment, life-cycle engineering design, and methods of reducing and replacing raw materials are also presented. Natural resources are not inexhaustible, and there are limits in terms of quantity and time to acquiring raw materials from the natural world. Industrial progress, economic development, and population growth in the twentieth century has led people to exploit natural resources in a predatory manner. With regard to mineral resources, statistics indicate that the rate of mineral resources consumption has always been higher than the rate of population growth. For example, while the world’s population doubled between 1950 andUNESCO 1990, the products using the – major EOLSS six minerals (aluminum, copper, lead, nickel, tin, and zinc) increased more than eight times. Although shortage of resources cast a shadow over the twentieth century, there was no continuous shortage of mineral resources. -
Chapter 17. Shipping Contributors: Alan Simcock (Lead Member)
Chapter 17. Shipping Contributors: Alan Simcock (Lead member) and Osman Keh Kamara (Co-Lead member) 1. Introduction For at least the past 4,000 years, shipping has been fundamental to the development of civilization. On the sea or by inland waterways, it has provided the dominant way of moving large quantities of goods, and it continues to do so over long distances. From at least as early as 2000 BCE, the spice routes through the Indian Ocean and its adjacent seas provided not merely for the first long-distance trading, but also for the transport of ideas and beliefs. From 1000 BCE to the 13th century CE, the Polynesian voyages across the Pacific completed human settlement of the globe. From the 15th century, the development of trade routes across and between the Atlantic and Pacific Oceans transformed the world. The introduction of the steamship in the early 19th century produced an increase of several orders of magnitude in the amount of world trade, and started the process of globalization. The demands of the shipping trade generated modern business methods from insurance to international finance, led to advances in mechanical and civil engineering, and created new sciences to meet the needs of navigation. The last half-century has seen developments as significant as anything before in the history of shipping. Between 1970 and 2012, seaborne carriage of oil and gas nearly doubled (98 per cent), that of general cargo quadrupled (411 per cent), and that of grain and minerals nearly quintupled (495 per cent) (UNCTAD, 2013). Conventionally, around 90 per cent of international trade by volume is said to be carried by sea (IMO, 2012), but one study suggests that the true figure in 2006 was more likely around 75 per cent in terms of tons carried and 59 per cent by value (Mandryk, 2009). -
FREIGHT TRANSPORT by ROAD Session Outline
FREIGHT TRANSPORT BY ROAD Session outline • Group discussion • Presentation Industry overview Industry and products classification Sample selection Data collection Pricing methods Index calculation Quality changes adjustment Weighting UK experience • Peer discussion Group discussion: Freight transport by road • What do you know about this industry? • How important is this industry in your country? • Is there any specific national characteristics to this industry (e.g. specific regulation, market conditions etc)? • What do you think are the main drivers of prices in this industry? Industry overview/1 • Main component of freight transport industry • Includes businesses directly transporting goods via land transport (excluding rail) and businesses renting out trucks with drivers; removal services are also included. • Traditionally, businesses focussed on road haulage only or having ancillary storage and warehousing services for goods in transiting Industry overview/2 • More differentiation now, offering a bundle of freight-related services or supply-chain solutions including: • Freight forwarding • Packaging, crating etc • Cargo consolidation and handling • Stock control and reordering • Storage and warehousing • Transport consultancy services • Vehicle recover, repair and maintenance • Documentation handling • Negotiating return loads • Information management services • Courier services Example - DHL • Major player in the logistic and transportation industry Definitions • Goods lifted: the weight of goods carried, measured in tonnes • Goods -
ONI-54-A.Pdf
r~us U. S. FLEET TRAIN- Division cf Naval Intelligence-Identification and Characteristics Section e AD Destroyer Tenders Page AP Troop Transports Pa g e t Wo "'W" i "~ p. 4-5 z MELVILLE 28 5 BURROWS 14 3, 4 DOBBIN Class 4 7 WHARTON 9 9 BLACK HAWK 28 21, 22 WAKEFIELD Class 12 11, 12 ALTAIR Class 28 23 WEST POINT 13 14, 15, 17-19 DIXIE Class 7 24 ORIZABA 13 16 CASCADE 10 29 U. S. GRANT 14 20,21 HAMUL Class 22 31, 3Z CHATEAU THIERRY Class 9 33 REPUBLIC 14 AS Submarine Tenders 41 STRATFORD 14 3 HOLLAND 5 54, 61 HERMIT AGE Class 13 5 BEAVER 16 63 ROCHAMBEAU 12 11, 12, 15 19 FULTON Class 7 67 DOROTHEA L. DIX 25 Sin a ll p. H 13, 14 GRIFFIN Class 22 69- 71,76 ELIZ . STANTON Cla ss 23 20 OTUS 26 72 SUSAN B. ANTHONY 15 21 AN TEA US 16 75 GEMINI 17 77 THURSTON 20 AR Repair Ships 110- "GENERAL" Class 10 1 MEDUSA 5 W orld W ar I types p. 9 3, 4 PROMETHEUS Class 28 APA Attack Transports 5- VULCAN Class 7 1, 11 DOYEN Class 30 e 9, 12 DELTA Class 22 2, 3, 12, 14- 17 HARRIS Class 9 10 ALCOR 14 4, 5 McCAWLEY , BARNETT 15 11 RIGEL 28 6-9 HEYWOOD Class 15 ARH Hull Repair Ships 10, 23 HARRY LEE Class 14 Maritime types p. 10-11 13 J T. DICKMAN 9 1 JASON 7 18-zo; 29, 30 PRESIDENT Class 10 21, 28, 31, 32 CRESCENT CITY Class 11 . -
CFCFA Recommendation Standard 001: Guidelines on the Preparation
CAREC Federation of Forwarder and Carrier Associations CFCFA STANDARDIZATION INITIATIVE AND NEW DIRECTION 9th CFCFA Annual meeting 4 September 2018 | Ashkhabad , Turkmenistan 1 CFCFA Standardization Development Plan -1 Member Member Other associations Companies institutions As private sector representative to CFCFA CFCFA continues to play its provide dialogue and financing in Mandate role in CAREC2030 CAREC 2030 Regional Knowledge 3 working groups CCC platform CFCFA website Sharing Initiative Transport Coordination Standardization Regional Trade Group Professionals alliance Committee working groups CFCFA program (ADB TA)? CFCFA workplan CFCFA program (self funded)? 9th CFCFA9th CFCFA Annual meeting 4 September 2018 Ashkhabad , Turkmenistan CFCFA Standardization Development Plan -2 Importance of standardization to CFCFA and in promoting regional connectivity Development entity Currently CFCFA is in charge of proposing, development and management of standards. Proposed to develop a standardization coordination mechanism, participated by various national standardization institutions. Publication of standards CFCFA , CCC and CFCFA joint meeting Propose to establish a dialogue mechanism to cooperate with TSC and RTG 9th CFCFA9th CFCFA Annual meeting 4 September 2018 Ashkhabad , Turkmenistan CFCFA Standardization Development Plan -3 Service target To serve and integrate into the development requests proposed by CAREC countries, CITA 2030, RSAP2018-2020 and RTG, CCC and TCC. To serve and integrate with industry development Development direction -
Transport Document in Road Freight Transport – Paper Versus Electronic Consignment Note Cmr
The Archives of Automotive Engineering – Archiwum Motoryzacji Vol. 90, No. 4, 2020 45 TRANSPORT DOCUMENT IN ROAD FREIGHT TRANSPORT – PAPER VERSUS ELECTRONIC CONSIGNMENT NOTE CMR MILOŠ POLIAK1, JANA TOMICOVÁ2 Abstract The contract of carriage in road freight transport is regulated by the Convention on the Contract of Carriage in Road Freight Transport (CMR Convention). This Convention provides for a single accompanying document - the CMR consignment note. It is one of the most important documents in road freight transport. Since the adoption of the Convention, this paper document has accompanied the goods throughout the transport. Given that time goes on and everything is being modernized, digitized is no different in the case of a consignment note. In 2008, an Additional Protocol was adopted, which allows the use of an electronic consignment note instead of a paper consignment note. The aim of this paper is to analyze the most important document in road freight transport in its paper and electronic form. Another aim is to compare the paper and electronic consignment note, to explain the advantages of its introduction and also to explain why it is not widely used in modern times. The introduction to the article describes the benefits of adopting the CMR Convention. In the following chapters, the consignment note in paper and electronic form is described in more detail, their significance, and their course of use. The article also presents the main advantages of introducing an electronic consignment note and the reasons why the electronic consignment note is not used as much as paper consignment note. Keywords: road freight transport; CMR Convention; CMR consignment note; e-CMR 1. -
From Dirty Oil to Clean Batteries
Transport & Environment Published: March 2021 In-house analysis by Transport & Environment Authors: Lucien Mathieu (Sections 1-5) and Cecilia Mattea (Section 6) Modelling: Lucien Mathieu Expert group: Julia Poliscanova, Alex Keynes, Thomas Earl Editeur responsable: William Todts, Executive Director © 2021 European Federation for Transport and Environment AISBL To cite this study Transport & Environment (2021), From dirty oil to clean batteries Further information Lucien MATHIEU Transport & E-mobility Analyst Transport & Environment [email protected] Mobile: +32 (0)4 83 08 48 91 Square de Meeûs, 18 – 2nd floor | B-1050 | Brussels | Belgium www.transportenvironment.org | @transenv | fb: Transport & Environment Acknowledgements The authors kindly acknowledge the external peer reviewers James Frith (Bloomberg NEF, Head of Energy Storage) and Hans Eric Melin (Founder of Circular Economy Storage). The findings and views put forward in this publication are the sole responsibility of the authors listed above. The same applies to any potential factual errors or methodology flaws. A study by 2 Executive Summary In light of the urgency to decarbonise the transport sector, batteries offer the best route to a carbon free road transport system and are the key technology underpinning the transition of road vehicles to zero emissions, freeing the sector from its dependency on fossil-fuels. With battery electric vehicles (BEV) expected to replace conventional cars in Europe, the demand in battery cells and battery raw materials like lithium, nickel and cobalt is set to grow in the coming years. But how can the demand for battery materials be met sustainably? And how does a battery-based road transport system compare to the current fossil driven road mobility? In this report T&E analyses forecasted supply and demand of battery cells and associated raw materials in Europe, looking at how recycling can reduce the need for battery primary materials. -
Vegetable Oil Processing
Pollution Prevention and Abatement Handbook WORLD BANK GROUP Effective July 1998 Vegetable Oil Processing Industry Description and Practices to 5,000 mg/l). Seed dressing and edible fat and oil processing generate approximately 10–25 m3 The vegetable oil processing industry involves of wastewater per metric ton (t) of product. Most the extraction and processing of oils and fats from of the solid wastes (0.7–0.8 t/t of raw material), vegetable sources. Vegetable oils and fats are which are mainly of vegetable origin, can be pro- principally used for human consumption but are cessed into by-products or used as fuel. Molds also used in animal feed, for medicinal purposes, may be found on peanut kernels, and aflatoxins and for certain technical applications. The oils may be present. and fats are extracted from a variety of fruits, seeds, and nuts. The preparation of raw materi- Pollution Prevention and Control als includes husking, cleaning, crushing, and con- ditioning. The extraction processes are generally Good pollution prevention practices in the indus- mechanical (boiling for fruits, pressing for seeds try focus on the following main areas: and nuts) or involve the use of solvent such as hexane. After boiling, the liquid oil is skimmed; Prevent the formation of molds on edible after pressing, the oil is filtered; and after solvent materials by controlling and monitoring air extraction, the crude oil is separated and the sol- humidity. vent is evaporated and recovered. Residues are Use citric acid instead of phosphoric acid, conditioned (for example, dried) and are repro- where feasible, in degumming operations. -
Sbti Maritime Tool
Science-based Target Setting for the Maritime Transport Sector DRAFT Guidance Document for Public Consultation V0.0 | March 2021 sciencebasedtargets.org @ScienceTargets /science-based-targets [email protected] Partner organizations ACKNOWLEDGEMENTS This guidance was developed by World Wide Fund for Nature (WWF) on behalf of the Science Based Targets initiative (SBTi), with support from the Smart Freight Centre (SFC) and University Maritime Advisory Services (UMAS). SBTi mobilizes companies to set science-based targets and boost their competitive advantage in the transition to the low-carbon economy. SBTi is a collaboration between CDP, the United Nations Global Compact, World Resources Institute, and WWF and is one of the We Mean Business Coalition commitments. 2 sciencebasedtargets.org @ScienceTargets /science-based-targets [email protected] Partner organizations About WWF WWF is one of the world’s largest and most experienced independent conservation organizations, with over 5 million supporters and a global network active in more than 100 countries. WWF’s mission is to stop the degradation of the planet’s natural environment and to build a future in which humans live in harmony with nature, by conserving the world’s biological diversity, ensuring that the use of renewable natural resources is sustainable, and promoting the reduction of pollution and wasteful consumption. About SFC SFC is a global non-profit organization dedicated to an efficient and zero emissions freight sector. SFC covers all freight and only freight. SFC works with the Global Logistics Emissions Council (GLEC) and other stakeholders to drive transparency and industry action - contributing to Paris Climate Agreement targets and Sustainable Development Goals.