146 Subpart B—PC/UMS Net Tonnage Measurement
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
Eskola Juho Makinen Jarno.Pdf (1.217Mt)
Juho Eskola Jarno Mäkinen MERENKULKIJA Merenkulun koulutusohjelma Merikapteenin suuntautumisvaihtoehto 2014 MERENKULKIJA Eskola, Juho Mäkinen, Jarno Satakunnan ammattikorkeakoulu Merenkulun koulutusohjelma Merikapteenin suuntautumisvaihtoehto Toukokuu 2014 Ohjaaja: Teränen, Jarmo Sivumäärä: 126 Liitteitä: 3 Asiasanat: historia, komentosilta, slangi ja englanti, lastinkäsittely ja laivateoria, Meriteidensäännöt ja sopimukset, yleistä merenkulusta. ____________________________________________________________________ Opinnäytetyömme aiheena oli luoda merenkulun tietopeli, joka sai myöhemmin nimekseen Merenkulkija. Työmme sisältää 1200 sanallista kysymystä, ja 78 kuvakysymystä. Kysymysten lisäksi teimme pelille ohjeet ja pelilaudan, jotta Merenkulkija olisi mahdollisimman valmis ja ymmärrettävä pelattavaksi. Pelin sanalliset kysymykset on jaettu kuuteen aihealueeseen. Aihealueita ovat: historia, komentosilta, slangi ja englanti, lastinkäsittely ja laivateoria, meriteidensäännöit, lait ja sopimukset ja viimeisenä yleistä merenkulusta. Kuvakysymykset ovat sekalaisia. Merenkulkija- tietopeli on suunnattu merenkulun opiskelijoille, tarkemmin kansipuolen päällystöopiskelijoille. Toki kokeneemmillekin merenkulkijoille peli tarjoaa varmasti uutta tietoa ja palauttaa jo unohdettuja asioita mieleen. Merenkulkija- tietopeli soveltuu oppitunneille opetuskäyttöön, ja vapaa-ajan viihdepeliksi. MARINER Eskola, Juho Mäkinen, Jarno Satakunnan ammattikorkeakoulu, Satakunta University of Applied Sciences Degree Programme in maritime management May 2014 Supervisor: -
Malacca-Max the Ul Timate Container Carrier
MALACCA-MAX THE UL TIMATE CONTAINER CARRIER Design innovation in container shipping 2443 625 8 Bibliotheek TU Delft . IIIII I IIII III III II II III 1111 I I11111 C 0003815611 DELFT MARINE TECHNOLOGY SERIES 1 . Analysis of the Containership Charter Market 1983-1992 2 . Innovation in Forest Products Shipping 3. Innovation in Shortsea Shipping: Self-Ioading and Unloading Ship systems 4. Nederlandse Maritieme Sektor: Economische Structuur en Betekenis 5. Innovation in Chemical Shipping: Port and Slops Management 6. Multimodal Shortsea shipping 7. De Toekomst van de Nederlandse Zeevaartsector: Economische Impact Studie (EIS) en Beleidsanalyse 8. Innovatie in de Containerbinnenvaart: Geautomatiseerd Overslagsysteem 9. Analysis of the Panamax bulk Carrier Charter Market 1989-1994: In relation to the Design Characteristics 10. Analysis of the Competitive Position of Short Sea Shipping: Development of Policy Measures 11. Design Innovation in Shipping 12. Shipping 13. Shipping Industry Structure 14. Malacca-max: The Ultimate Container Carrier For more information about these publications, see : http://www-mt.wbmt.tudelft.nl/rederijkunde/index.htm MALACCA-MAX THE ULTIMATE CONTAINER CARRIER Niko Wijnolst Marco Scholtens Frans Waals DELFT UNIVERSITY PRESS 1999 Published and distributed by: Delft University Press P.O. Box 98 2600 MG Delft The Netherlands Tel: +31-15-2783254 Fax: +31-15-2781661 E-mail: [email protected] CIP-DATA KONINKLIJKE BIBLIOTHEEK, Tp1X Niko Wijnolst, Marco Scholtens, Frans Waals Shipping Industry Structure/Wijnolst, N.; Scholtens, M; Waals, F.A .J . Delft: Delft University Press. - 111. Lit. ISBN 90-407-1947-0 NUGI834 Keywords: Container ship, Design innovation, Suez Canal Copyright <tl 1999 by N. Wijnolst, M . -
International Convention on Tonnage Measurement of Ships, 1969
No. 21264 MULTILATERAL International Convention on tonnage measurement of ships, 1969 (with annexes, official translations of the Convention in the Russian and Spanish languages and Final Act of the Conference). Concluded at London on 23 June 1969 Authentic texts: English and French. Authentic texts of the Final Act: English, French, Russian and Spanish. Registered by the International Maritime Organization on 28 September 1982. MULTILAT RAL Convention internationale de 1969 sur le jaugeage des navires (avec annexes, traductions officielles de la Convention en russe et en espagnol et Acte final de la Conf rence). Conclue Londres le 23 juin 1969 Textes authentiques : anglais et fran ais. Textes authentiques de l©Acte final: anglais, fran ais, russe et espagnol. Enregistr e par l©Organisation maritime internationale le 28 septembre 1982. Vol. 1291, 1-21264 4_____ United Nations — Treaty Series Nations Unies — Recueil des TVait s 1982 INTERNATIONAL CONVENTION © ON TONNAGE MEASURE MENT OF SHIPS, 1969 The Contracting Governments, Desiring to establish uniform principles and rules with respect to the determination of tonnage of ships engaged on international voyages; Considering that this end may best be achieved by the conclusion of a Convention; Have agreed as follows: Article 1. GENERAL OBLIGATION UNDER THE CONVENTION The Contracting Governments undertake to give effect to the provisions of the present Convention and the annexes hereto which shall constitute an integral part of the present Convention. Every reference to the present Convention constitutes at the same time a reference to the annexes. Article 2. DEFINITIONS For the purpose of the present Convention, unless expressly provided otherwise: (1) "Regulations" means the Regulations annexed to the present Convention; (2) "Administration" means the Government of the State whose flag the ship is flying; (3) "International voyage" means a sea voyage from a country to which the present Convention applies to a port outside such country, or conversely. -
International Convention on Tonnage Measurement of Ships, 1969
Page 1 of 47 Lloyd’s Register Rulefinder 2005 – Version 9.4 Tonnage - International Convention on Tonnage Measurement of Ships, 1969 Tonnage - International Convention on Tonnage Measurement of Ships, 1969 Copyright 2005 Lloyd's Register or International Maritime Organization. All rights reserved. Lloyd's Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the 'Lloyd's Register Group'. The Lloyd's Register Group assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Lloyd's Register Group entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract. file://C:\Documents and Settings\M.Ventura\Local Settings\Temp\~hh4CFD.htm 2009-09-22 Page 2 of 47 Lloyd’s Register Rulefinder 2005 – Version 9.4 Tonnage - International Convention on Tonnage Measurement of Ships, 1969 - Articles of the International Convention on Tonnage Measurement of Ships Articles of the International Convention on Tonnage Measurement of Ships Copyright 2005 Lloyd's Register or International Maritime Organization. All rights reserved. Lloyd's Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the 'Lloyd's Register Group'. The Lloyd's Register Group assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Lloyd's Register Group entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract. -
SIMPLIFIED MEASUREMENT TONNAGE FORMULAS (46 CFR SUBPART E) Prepared by U.S
SIMPLIFIED MEASUREMENT TONNAGE FORMULAS (46 CFR SUBPART E) Prepared by U.S. Coast Guard Marine Safety Center, Washington, DC Phone (202) 366-6441 GROSS TONNAGE NET TONNAGE SAILING HULLS D GROSS = 0.5 LBD SAILING HULLS 100 (PROPELLING MACHINERY IN HULL) NET = 0.9 GROSS SAILING HULLS (KEEL INCLUDED IN D) D GROSS = 0.375 LBD SAILING HULLS 100 (NO PROPELLING MACHINERY IN HULL) NET = GROSS SHIP-SHAPED AND SHIP-SHAPED, PONTOON AND CYLINDRICAL HULLS D D BARGE HULLS GROSS = 0.67 LBD (PROPELLING MACHINERY IN 100 HULL) NET = 0.8 GROSS BARGE-SHAPED HULLS SHIP-SHAPED, PONTOON AND D GROSS = 0.84 LBD BARGE HULLS 100 (NO PROPELLING MACHINERY IN HULL) NET = GROSS 1. DIMENSIONS. The dimensions, L, B and D, are the length, breadth and depth, respectively, of the hull measured in feet to the nearest tenth of a foot. See the conversion table on the back of this form for converting inches to tenths of a foot. LENGTH (L) is the horizontal distance between the outboard side of the foremost part of the stem and the outboard side of the aftermost part of the stern, excluding rudders, outboard motor brackets, and other similar fittings and attachments. BREADTH (B) is the horizontal distance taken at the widest part of the hull, excluding rub rails and deck caps, from the outboard side of the skin (outside planking or plating) on one side of the hull, to the outboard side of the skin on the other side of the hull. DEPTH (D) is the vertical distance taken at or near amidships from a line drawn horizontally through the uppermost edges of the skin (outside planking or plating) at the sides of the hull (excluding the cap rail, trunks, cabins, deck caps, and deckhouses) to the outboard face of the bottom skin of the hull, excluding the keel. -
Measurement of Fishing
35 Rapp. P.-v. Réun. Cons. int. Explor. Mer, 168: 35-38. Janvier 1975. TONNAGE CERTIFICATE DATA AS FISHING POWER PARAMETERS F. d e B e e r Netherlands Institute for Fishery Investigations, IJmuiden, Netherlands INTRODUCTION London, June 1969 — An entirely new system of The international exchange of information about measuring the gross and net fishing vessels and the increasing scientific approach tonnage was set up called the to fisheries in general requires the use of a number of “International Convention on parameters of which there is a great variety especially Tonnage Measurement of in the field of main dimensions, coefficients, propulsion Ships, 1969” .1 data (horse power, propeller, etc.) and other partic ulars of fishing vessels. This variety is very often caused Every ship which has been measured and marked by different historical developments in different in accordance with the Convention concluded in Oslo, countries. 1947, is issued with a tonnage certificate called the The tonnage certificate is often used as an easy and “International Tonnage Certificate”. The tonnage of official source for parameters. However, though this a vessel consists of its gross tonnage and net tonnage. certificate is an official one and is based on Inter In this paper only the gross tonnage is discussed national Conventions its value for scientific purposes because net tonnage is not often used as a parameter. is questionable. The gross tonnage of a vessel, expressed in cubic meters and register tons (of 2-83 m3), is defined as the sum of all the enclosed spaces. INTERNATIONAL REGULATIONS ON TONNAGE These are: MEASUREMENT space below tonnage deck trunks International procedures for measuring the tonnage tweendeck space round houses of ships were laid down as follows : enclosed forecastle excess of hatchways bridge spaces spaces above the upper- Geneva, June 1939 - International regulations for break(s) deck included as part of tonnage measurement of ships poop the propelling machinery were issued through the League space. -
Maritime Transport Over Danish Ports 2015 Quarter 4
Documentation of statistics for Maritime Transport over Danish Ports 2015 Quarter 4 Statistics Denmark Sejrøgade 11 DK 2100 København Ø 1 / 11 1 Introduction The purpose of statistics on maritime transport over Danish ports is to describe the volume of and the development in ship traffic to and from Danish ports. The statistics have been compiled in the present form since 1997. Maritime statistics have been produced since 1834 and published annually from about 1900. In the period from 1991 to 1996, Statistics Denmark compiled only summary statistics on the throughput of ports. 2 Statistical presentation The most important variables used in the statistics are: Calls at port, type of ship, size of ship, flag state, port of loading/unloading, weight of goods and type of goods and passengers. The statistics are based on two separate data collections: Maritime traffic on larger Danish ports (quarterly) and Maritime traffic on minor Danish ports (annually). It is supplemented with information on goods on ferries from the data collection on Ferries and Passenger ships (quarterly). 2.1 Data description The statistics contain information on calls at port, type of ship, size of ship, flag state, port of loading/unloading, weight of goods and type of goods and passengers. The statistics are based on two separate data collections: Maritime traffic on larger Danish ports (quarterly) and Maritime traffic on minor Danish ports (annually). It is supplemented with information on goods on ferries from the data collection on Ferries and Passenger ships (quarterly). The larger ports that handles at least 1 mill. tonnes of goods annually report every single port call with detailed information on the vessel, origin or destination port and type of goods. -
AFRAMAX Tanker Design
The Society of Naval Architects and Marine Engineers (SNAME) Greek Section – Technical Meeting 15. March 2012, Athens HOLISTIC SHIP DESIGN OPTIMISATION: Theory and Applications by Apostolos Papanikolaou National Technical University of Athens - NTUA Ship Design Laboratory – SDL http://www.naval.ntua.gr/sdl A. Papanikolaou HOLISTIC SHIP DESIGN OPTIMISATION 1 List of contents 1. Introduction to Holistic Ship Design Optimisation • Important Design Optimization Notions • Holistic Optimisation Methodology 2. Optimization of RoPax ships – Case study • Projects ROROPROB (2000-2003) and EPAN-MET4 (2004-2007) 3. Optimisation of High-Speed vessels • Project FLOWMART (2000-2003) 4. Holistic Optimisation of Tanker Ships – Projects SAFEDOR and BEST (2005-2011) • Multi-objective Optimization of Tanker Ships • Case study-reference ship • Alternative configurations • Discussion of results 5. Conclusions- The Way Ahead A. Papanikolaou HOLISTIC SHIP DESIGN OPTIMISATION 2 Important Design Optimization Notions (1) • Holism (from Greek όλος, meaning entire, total)-holistic The properties of a system cannot be determined or explained by looking at its component parts alone; instead of, the system as a whole determines decisively how the part components behave or perform. “The whole is more than the sum of the parts” (Aristotle Metaphysics) • Reductionism-reduction: is sometimes interpreted as the opposite of holism. “A complex system can be approached by reduction to its fundamental parts” • Holism and reductionism need, for proper account of complex systems, to be regarded as complementary approaches to system analysis. • Systemic and analytical approaches are also complementary and strongly related to holism and reductionism • Risk (financial): “A quantifiable likelihood of loss or of less-than-expected returns” • Risk (general): “A quantifiable likelihood of loss of an acceptable state or of a worse-than-expected state condition” • Safety: may be defined as “An acceptable state of risk” A. -
Course Objectives Chapter 2 2. Hull Form and Geometry
COURSE OBJECTIVES CHAPTER 2 2. HULL FORM AND GEOMETRY 1. Be familiar with ship classifications 2. Explain the difference between aerostatic, hydrostatic, and hydrodynamic support 3. Be familiar with the following types of marine vehicles: displacement ships, catamarans, planing vessels, hydrofoil, hovercraft, SWATH, and submarines 4. Learn Archimedes’ Principle in qualitative and mathematical form 5. Calculate problems using Archimedes’ Principle 6. Read, interpret, and relate the Body Plan, Half-Breadth Plan, and Sheer Plan and identify the lines for each plan 7. Relate the information in a ship's lines plan to a Table of Offsets 8. Be familiar with the following hull form terminology: a. After Perpendicular (AP), Forward Perpendiculars (FP), and midships, b. Length Between Perpendiculars (LPP or LBP) and Length Overall (LOA) c. Keel (K), Depth (D), Draft (T), Mean Draft (Tm), Freeboard and Beam (B) d. Flare, Tumble home and Camber e. Centerline, Baseline and Offset 9. Define and compare the relationship between “centroid” and “center of mass” 10. State the significance and physical location of the center of buoyancy (B) and center of flotation (F); locate these points using LCB, VCB, TCB, TCF, and LCF st 11. Use Simpson’s 1 Rule to calculate the following (given a Table of Offsets): a. Waterplane Area (Awp or WPA) b. Sectional Area (Asect) c. Submerged Volume (∇S) d. Longitudinal Center of Flotation (LCF) 12. Read and use a ship's Curves of Form to find hydrostatic properties and be knowledgeable about each of the properties on the Curves of Form 13. Calculate trim given Taft and Tfwd and understand its physical meaning i 2.1 Introduction to Ships and Naval Engineering Ships are the single most expensive product a nation produces for defense, commerce, research, or nearly any other function. -
The Impact of Mega-Ships
The Impact of Mega-Ships Case-Specific Policy Analysis The Impact of Mega-Ships Case-Specific Policy Analysis INTERNATIONAL TRANSPORT FORUM The International Transport Forum at the OECD is an intergovernmental organisation with 54 member countries. It acts as a strategic think tank with the objective of helping shape the transport policy agenda on a global level and ensuring that it contributes to economic growth, environmental protection, social inclusion and the preservation of human life and well-being. The International Transport Forum organises an Annual Summit of ministers along with leading representatives from industry, civil society and academia. The International Transport Forum was created under a Declaration issued by the Council of Ministers of the ECMT (European Conference of Ministers of Transport) at its Ministerial Session in May 2006 under the legal authority of the Protocol of the ECMT, signed in Brussels on 17 October 1953, and legal instruments of the OECD. The Members of the Forum are: Albania, Armenia, 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, Italy, Japan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Montenegro, Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, United Kingdom and United States. The International Transport Forum’s Research Centre gathers statistics and conducts co-operative research programmes addressing all modes of transport. Its findings are widely disseminated and support policy making in Member countries as well as contributing to the Annual Summit. -
Kristensen and L Tzen IMDC 06 Jan 2012
Downloaded from orbit.dtu.dk on: Oct 05, 2021 Existing Design Trends for Tankers and Bulk Carriers - Design Changes for Improvement of the EEDI in the Future Kristensen, Hans Otto Holmegaard; Lützen, Marie Publication date: 2012 Link back to DTU Orbit Citation (APA): Kristensen, H. O. H., & Lützen, M. (2012). Existing Design Trends for Tankers and Bulk Carriers - Design Changes for Improvement of the EEDI in the Future. Paper presented at IMDC2012, Galsgow, United Kingdom. General rights Copyright and moral rights for the publications made accessible in the public portal are retained by the authors and/or other copyright owners and it is a condition of accessing publications that users recognise and abide by the legal requirements associated with these rights. Users may download and print one copy of any publication from the public portal for the purpose of private study or research. You may not further distribute the material or use it for any profit-making activity or commercial gain You may freely distribute the URL identifying the publication in the public portal If you believe that this document breaches copyright please contact us providing details, and we will remove access to the work immediately and investigate your claim. Existing Design Trends for Tankers and Bulk Carriers - Design Changes for Improvement of the EEDI in the Future Hans Otto Holmegaard Kristensen1 and Marie Lützen2 ABSTRACT To get an idea of the reduction in propulsion power and associated emissions by varying the speed and other ship design main parameters, a generic model for parameter studies has been developed. With only a few input parameters of which the maximum deadweight capacity is the primary one, a proposal for the main dimensions and the necessary installed power is calculated by the model. -
Tolls Calculation Guide for Panamax Tanker Vessels Panamax Tanker Toll Structure Remains in PC/UMS Bands
Tolls Calculation Guide for Panamax Tanker Vessels Panamax Tanker toll structure remains in PC/UMS bands: Tariff for Panama Canal Net Tonnage PC/UMS Total Toll Example #1: Laden Panamax Tanker – 40,000 DWT = 18,490 PC/UMS * laden tariff 10,000 PC/UMS x $5.50 = $55,000.00 8,490 PC/UMS x $5.39 = $45,761.10 $100,761.10 $100,761.10 Multiplying by $5.50 the first 10K PC/UMS tons + Total Toll multiplying by $5.39 the rest PC/UMS tons, results in Total Toll Example #2: Ballast Panamax Tanker 40,000 DWT = 18,490 PC/UMS * ballast tariff 10,000 PC/UMS x $4.55 = $45,500.00 8,490 PC/UMS x $4.39 = $37,271.10 $82,771.10 $82,771.10 Multiplying by $4.55 the first 10K PC/UMS tons + Total Toll Multiplying by $4.39 the rest PC/UMS tons, results in Total Toll For further details about toll structure please refer to: • The Panama Canal Tolls Structure Source: http://www.pancanal.com/peajes/pdf/tolls-proposal-2015.pdf • Tolls tables Source: http://www.pancanal.com/peajes/ApprovedTollsTables-v2.pdf • Toll Calculator Source: https://peajes.panama-canal.com/ppal.aspx Tolls Calculation Guide for Neopanamax Tanker Vessels Neopanamax Tanker toll structure is composed of: Fixed tariff for Panama Canal Net Tonnage Variable tariff for metric tons of (PC/UMS) cargo transported Total tolls Metric Tons (MT) of cargo= Example #1: Laden Aframax Tanker – 100,000 DWT = 46,136 PC/UMS + 60,000 cargo tons * laden tariff 10,000 PC/UMS x $5.58 = $55,800.00 20,000 MT x $0.34 = $6,800.00 10,000 PC/UMS x $5.40 = $54,000.00 20,000 MT x $0.22 = $4,400.00 15,000 PC/UMS x $5.51 = $82,650.00