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Shipbreaking Bulletin of Information and Analysis on Ship Demolition # 60, from April 1 to June 30, 2020
Shipbreaking Bulletin of information and analysis on ship demolition # 60, from April 1 to June 30, 2020 August 4, 2020 On the Don River (Russia), January 2019. © Nautic/Fleetphoto Maritime acts like a wizzard. Otherwise, how could a Renaissance, built in the ex Tchecoslovakia, committed to Tanzania, ambassador of the Italian and French culture, carrying carefully general cargo on the icy Russian waters, have ended up one year later, under the watch of an Ukrainian classification society, in a Turkish scrapyard to be recycled in saucepans or in containers ? Content Wanted 2 General cargo carrier 12 Car carrier 36 Another river barge on the sea bottom 4 Container ship 18 Dreger / stone carrier 39 The VLOCs' ex VLCCs Flop 5 Ro Ro 26 Offshore service vessel 40 The one that escaped scrapping 6 Heavy load carrier 27 Research vessel 42 Derelict ships (continued) 7 Oil tanker 28 The END: 44 2nd quarter 2020 overview 8 Gas carrier 30 Have your handkerchiefs ready! Ferry 10 Chemical tanker 31 Sources 55 Cruise ship 11 Bulker 32 Robin des Bois - 1 - Shipbreaking # 60 – August 2020 Despina Andrianna. © OD/MarineTraffic Received on June 29, 2020 from Hong Kong (...) Our firm, (...) provides senior secured loans to shipowners across the globe. We are writing to enquire about vessel details in your shipbreaking publication #58 available online: http://robindesbois.org/wp-content/uploads/shipbreaking58.pdf. In particular we had questions on two vessels: Despinna Adrianna (Page 41) · We understand it was renamed to ZARA and re-flagged to Comoros · According -
Marine Motors Certified by Rina Motive Motors Protection
CE MARKING SERIE DELPHI EX MARINE MOTORS CERTIFIED BY RINA MOTIVE MOTORS PROTECTION marking is referred to: II 3G Ex nAEx IIB nA T4 T 4Gc Motive has been admitted to the alternative testing Protections must be chosen based on the PTC thermistor device II 3 GD Ex tD A22 IP65 125°C scheme (Statement Nr. 2015/MI/01/537) for specific running conditions, according to II 3D Ex tc IIIB T125°C Dc the certification of its three phase electric marine standards EN 60204-1 this device promptly, Low Voltage 06/95 EEC EN60034-2-1 (last issue). Rotating motors, constructed, tested and certified in confor- positively adjusts its electrical machines. Standard ATEXATEX isis thethe conventionalconventional name name of of the the Directive Directive 94/9/EC 14/34/EC for thefor equipmenthe equip-t intended for use in potentially explosive atmospheres. The name comes mity with RINA Rules, either for essential or non-es- External protections resistance once the methods for determining losses ment intended for use in potentially explosive atmospheres. The name sential service. Protection against overloads. A thermal threshold temperature is EMC Electromagnetic Compatibility and efficiency from tests comesfrom the from words the A Tmosphèreswords ATmosphères and EXplosibles. and EXplosibles. It became compulsoIt becamer y com-in all the European Union from 1st March 1996, imposing the evaluation of the cut-out relay, which automatically controls reached. 04/108/EEC pulsory in all the European Union from 1st March 1996, imposing the a knife switch. EN60034-30 (last issue). Rotating risk for all the equipmentevaluation operating of the in risk such for environments all the equipment. -
1972 Implementation, Testing, Inspection and Approval Note By
INTERNATIONAL MARITIME ORGANIZATION 4 ALBERT EMBANKMENT LONDON SE1 7SR E Telephone: 020-7735 7611 Fax: 020-7587 3210 Telex: 23588 IMOLDN G IMO Ref. T3/1.01 CSC/Circ.119 13 December 2000 Original: ENGLISH INTERNATIONAL CONVENTION FOR SAFE CONTAINERS (CSC), 1972 Implementation, testing, inspection and approval Note by the Secretariat 1 The Secretary-General has received, in accordance with article IV(2) of the International Convention for Safe Containers (CSC), 1972, the information set out in the attached annex*. 2 This circular replaces the information provided in CSC/Circ.115, which is hereby revoked. 3 CSC Contracting Parties, which have not yet done so, are invited to submit similar information. 4 To keep the list as up to date as possible, Contracting Parties, which have previously submitted relevant information, are invited to review the list and notify the Secretary-General of any changes required. *** *Annex English only. I:\CIRC\CSC\119.doc CSC/Circ.119 ANNEX ORGANIZATIONS ENTRUSTED TO TEST, INSPECT AND APPROVE CONTAINERS ARGENTINA Implementation Prefectura Naval Argentina Direccion de Policia de Seguridad de la Navigacion Av. E. Madero 235 1106 Buenos Aires República Argentina Telephone: + 54 1 34 1812 Telefax: + 54 1 331 2876 Telex: 18581 PREFEC AR AUSTRALIA Implementation Chief Executive Australian Maritime Safety Authority P.O. Box 1108 Belconnen ACT 2616 Australia Telephone + 61 6 279 5000 Telefax: + 61 6 279 5866 Testing, inspection and approval American Bureau of Shipping Bureau Veritas Det norske Veritas Germanischer Lloyd Lloyd's Register of Shipping Nippon Kaiji Kentei Kyokai and Nippon Kaiji Kyokai I:\CIRC\CSC\119.doc CSC/Circ.119 ANNEX Page 2 BAHAMAS Testing, inspection and approval American Bureau of Shipping Forty-five Broad Street New York, NY 10004 United States of America Germanischer Lloyd P.O. -
Safety Considerations and Approval Procedures for the Integration of Fuel Cells on Board of Ships
SAFETY CONSIDERATIONS AND APPROVAL PROCEDURES FOR THE INTEGRATION OF FUEL CELLS ON BOARD OF SHIPS Vogler, F.1 and Dr. Würsig, G.2 1 Risk Assessment & Mechanical Engineering, Germanischer Lloyd AG, Vorsetzen 35, Hamburg, 20459, Germany, [email protected] 2 Risk Assessment & Mechanical Engineering, Germanischer Lloyd AG, Vorsetzen 35, Hamburg, 20459, Germany, [email protected] ABSTRACT The shipping industry is becoming increasingly visible on the global environmental agenda. Shipping's share of emissions to air is regarded to be significant and public concern lead to ongoing political pressure to reduce shipping emissions. International legislation at the IMO governing the reduction of SOx and NOx emissions from shipping is being enforced, and both the European Union and the USA are planning to introduce additional regional laws to reduce emissions. Therefore new approaches for more environmental friendly and energy efficient energy converter are under discussion. One possible solution will be the use of fuel cell systems for auxiliary power or main propulsion. The presentation summarizes the legal background in international shipping related to the use for gas as ship fuel and fuel cells. The focus of the presentation will be on the safety principles for the use of gas as fuel and fuel cells on board of ships and boats. The examples given show the successful integration of such systems on board of ships. Furthermore a short outlook will be given to the ongoing and planed projects for the use of fuel cells on board of ships. 1.0 EMISSIONS IN SHIPPING 1.1 Emission in Shipping Global warming, acidification and degradation of air quality are environmental impact categories high on the international agenda. -
Ship Operations & Management
SHIP OPERATIONS & MANAGEMENT _________________________________________ LESSON ONE SHIP OWNERS, OPERATORS AND MANAGERS THE SHIP MANAGER There is much more to ship owning than simply buying a ship, finding the right cargoes and carrying them. In this course it will be seen how many different activities are involved in managing and operating ships and that the tasks require distinctly separate areas of skills; so separate that several experienced individuals have to be involved. The first decision that a shipowner has to make, therefore, is who to use for this work. The first thought would be to hire the necessary personnel and create all the requisite departments in one’s own company. This ‘in-house’ approach has much to commend it. The obvious one is close control by the owner of all aspects of the management activity. The amount of money tied up in the owning of a ship makes the idea of having day-to-day contact with all those involved in its care such an advantage that the decision seems obvious. Obvious that is until the question of cost is considered. Skilled managers quite rightly command high salaries and wish to be employed in positions which are sufficiently challenging to be satisfying. If, therefore, the owner has very few ships, the costs to be allocated against each ship to cover the management function becomes uneconomical. Furthermore, with only a few ships to manage, the senior personnel will not have enough work to fill a satisfying day so they will become bored and seek more challenging employment elsewhere. This is not a problem for the owners of large fleets. -
Role of Classification Society in Arctic Shipping
ROLE OF CLASSIFICATION SOCIETY IN ARCTIC SHIPPING Seppo Liukkonen, Station Manager, DNVGL Station Helsinki Abstract The core mission of a classification society is “to protect human lives, property and the environment”. In first place the classification societies are fulfilling this function in marine environment, because the classification business in its current form started within sea transportation and shipping. Since then the function of the classification societies has widened to comprise shipbuilding, different kinds of off- shore activities and also some on-shore activities. When fulfilling their function the classification societies are using their own classification rules as their main, own tool. Additionally, the classification societies are often fulfilling their above-mentioned function by working together with and on behalf of the flag state administrations. Here the so-called IMO instruments such as the SOLAS and MARPOL conventions, for instance, are the main basis of the work. Also, international standards, such as the EN-ISO and IEC standards, for instance, and other national and international regulations, such as the Finnish-Swedish Ice Class Rules and Canadian Arctic Pollution Prevention Regulations, for instance, are used by the classification societies. Basically, the work of the classification societies is to ensure that the object in question, e.g., a ship, an off-shore structure, a quality management system, etc., is in compliance with the above-mentioned relevant rules and regulations. In practice this can be done, e.g., with plan approvals, supervision of manufacturing, surveys, inspections and audits. This presentation gives an overview about the role of the classification societies in ensuring and developing the safe Arctic shipping. -
International Association of Classification Societies
International Association of Classifi cation Societies Roy Nersesian and Subrina Mahmood I. Introduction Th e International Association of Classifi cation Societies (IACS), headquar- tered in London, is made up of ten classifi cation societies: Lloyds Register (LR), American Bureau of Shipping (ABS), Bureau Veritas (BV), China Clas- sifi cation Society (CCS), Det Norske Veritas (DNV), Germanischer Lloyd (GL), Korean Register (KR), Nippon Kaiji Kyokai (NK), Registro Italiano Navale (RINA), and the Russian Maritime Register of Shipping (RS), as well as the Indian Register of Shipping (IRS) as an associate member. According to the Maritime International Secretariet Services (www.marisec.org), there are 47,700 vessels in the world trading fl eet made up principally of general cargo vessels, bulk carriers, container ships, tankers, and passenger vessels. If vessels smaller than 100 gross tons are included (too small to venture on the high seas or participate in international trade), the world fl eet numbers close to 100,000. Most of the world’s trading vessels – nearly 41,000 in 2008 – are registered with classifi cation society members of the IACS. Th e remaining vessels are covered by non-IASC member classifi cation societies. Classifi cation societies develop and implement technical standards for ships and fl oating off shore oil production and storage facilities. Th ese societies set rules to ensure the structural strength and integrity of the ship’s hull and its internal structure, cargo holds, bridge superstructure as well as the functional aspects and reliability of propulsion, steering systems, power generation, cargo handling, ship control, communication, navigation, emer- gency and other auxiliary systems. -
Final Report European Maritime Safety Agency (EMSA) Study on Standards and Rules for Bunkering of Gas-Fuelled Ships
Final report European Maritime Safety Agency (EMSA) Study on Standards and Rules for Bunkering of Gas-Fuelled Ships Final report European Maritime Safety Agency (EMSA) - Study on Standards and Rules for bunkering of gas-fuelled Ships Report No. 2012.005 Version 1.1/2013-02-15 Disclaimer The content of the report represents the views of Germanischer Lloyd only and should not be taken as indicative of the official view of the European Maritime Safety Agency, or of any other EU institution or Member State. Report No. CL-T-SM 2012.005 Date 2013-02-15 Contents 1 Executive Summary 7 2 Introduction 9 2.1 Objective 9 2.2 Methodological Approach 9 2.3 Limitations to the Study 10 3 Classification of the Bunkering Process 11 3.1 Overview of possible LNG Bunkering Operations 11 3.2 Elements of the LNG Supply for the LNG bunker operations identified 14 3.3 Categorisation of the relevant rule framework of possible LNG supply chains 16 4 Relevant Standardisation Bodies 18 4.1 International Bodies 18 4.1.1 International Maritime Organisation (IMO) 18 4.1.2 International Organisation for Standardisation (ISO) 19 4.1.3 International Electrotechnical Commission (IEC) 21 4.1.4 Society of International Gas Tanker & Terminal Operators (SIGTTO) 21 4.1.5 Oil Companies International Marine Forum (OCIMF) 22 4.1.6 Intergovernmental Organisation for International Carriage by Rail (OTIF) 22 4.2 European bodies 23 4.2.1 European Commission (EC) 23 4.2.2 European Committee for Standardisation (CEN) 24 4.2.3 United Nations Economic Commission for Europe (UNECE) 26 4.2.4 -
Detentionlist 01 2016
SHORT GUIDANCE TO THE MONTHLY LIST OF DETENTIONS OF THE PARIS MOU • INFORMATION IN THE LIST The monthly list of detentions of the Paris MOU contains information about ships which were detained in the Paris MOU region during the month under review. An alphabetical index on ship’s name and an index on IMO number are provided with the list. The information listed for each ship is conform Annex 4 Publication of Information related to Detentions and Inspections. (As referred to in Section 5.2 of the Memorandum) http://www.parismou.org/Organization/2010.12.27/Memorandum_of_Understanding.htm Some of these items require an explanation: RO related deficiencies: a ‘Yes’ in this column indicates that one or more of the deficiencies mentioned under ‘Reasons for detention’ are the responsibility of the Recognized Organization which has issued the relevant certificate(s). This is not necessarily the Recognized Organization mentioned in the list (see below)! Port and date of release from detention: details of detentions are entered in the information system of the Paris MOU after the ship has been released. Therefore, the details on a detention of a ship detained in September but released in October are only available in October. Recognized Organization: the Recognized Organization mentioned is not necessarily the party issuing the certificates relevant for all deficiencies which were reasons for detention. ‘Ship allowed to sail to nearest repair yard for repairs’: in general, a ship is not released from detention before all necessary repairs have been made. However, sometimes it is not possible to repair all defects at the place of detention. -
Shipping Made in Hamburg
Shipping made in Hamburg The history of the Hapag-Lloyd AG THE HISTORY OF THE HAPAG-LLOYD AG Historical Context By the middle of the 19th Century the industrial revolution has caused the disap- pearance of many crafts in Europe, fewer and fewer workers are now required. In a first process of globalization transport links are developing at great speed. For the first time, railways are enabling even ordinary citizens to move their place of residen- ce, while the first steamships are being tested in overseas trades. A great wave of emigration to the United States is just starting. “Speak up! Why are you moving away?” asks the poet Ferdinand Freiligrath in the ballad “The emigrants” that became something of a hymn for a German national mo- vement. The answer is simple: Because they can no longer stand life at home. Until 1918, stress and political repression cause millions of Europeans, among them many Germans, especially, to make off for the New World to look for new opportunities, a new life. Germany is splintered into backward princedoms under absolute rule. Mass poverty prevails and the lower orders are emigrating in swarms. That suits the rulers only too well, since a ticket to America produces a solution to all social problems. Any troublemaker can be sent across the big pond. The residents of entire almshouses are collectively despatched on voyage. New York is soon complaining about hordes of German beggars. The dangers of emigration are just as unlimited as the hoped-for opportunities in the USA. Most of the emigrants are literally without any experience, have never left their place of birth, and before the paradise they dream of, comes a hell. -
Evolution of Class
Cover NOVEMBER MarPro:MTR May Cover V2.qxd 11/8/2011 11:16 AM Page 1 Maritime Professional 4Q 2011 www.MaritimeProfessional.com Evolution of Class AS CLASS DEVELOPS TO SERVICE AN EVER-CHANGING MARITIME INDUSTRY, EVEN DARWIN WOULD BE PROUD MP#1 C2 C3 & C4:MN#5 C2 C3 & C4.qxd 2/23/2011 4:51 PM Page 1 MP #4 (1-17):MP Layouts 11/9/2011 9:12 AM Page 1 MP #4 (1-17):MP Layouts 11/9/2011 9:17 AM Page 2 4th Quarter 2011 Maritime Volume 1 Number 4 Professional 4Q 2011 www.MaritimeProfessional.com 30 The Evolution of Class Modern class: Defined by change; Shaped by Competence. By Greg Trauthwein Plus “Class Insights” • DNV (p. 38) • Lloyd’s Register (p. 41) • ClassNK (p. 44) • RINA (p. 47) 14 Rising from the Ashes ... of Virtual Shipbuilding ... American Phoenix is not your father’s Jones Act product carrier. By Robert Kunkel 18 ABS Nautical Systems Karen Hughey, the President and COO of ABS Nautical Systems discusses “Class of the Future” via the NS5 Enterprise suite of software solutions. By Greg Trauthwein 26 Modern Ship Registry Bill Gallagher, President, International Registries, Inc. (IRI) helps to raises the bar on safety and compliance. By Joseph Keefe 50 Best Designs BWT Platform Presents Unique Challenges for Naval Architects. By Joseph Keefe ON THE COVER Charles Darwin probably had ocean commerce in mind when he thought up the concept of “survival of the fittest.” Even he probably couldn’t envision what today’s modern classification societies have evolved to become. -
7-038-1 MARITIME ADMINISTRATOR Rev
REPUBLIC OF Marine Notice THE MARSHALL ISLANDS No. 7-038-1 MARITIME ADMINISTRATOR Rev. Mar/2021 TO: ALL SHIPOWNERS, OPERATORS, MASTERS AND OFFICERS OF MERCHANT SHIPS, AND RECOGNIZED ORGANIZATIONS SUBJECT: Periodically Unattended Machinery Spaces (PUMS); Requirements for Safety of Operation and Reduced Manning References: (a) Classification Society Rules (b) IMO Resolution A.325(IX), Regulations 24-32, Adopted 12 November 1975 (c) SOLAS 1974 as Amended Chapter II-l, Part E PURPOSE: This Notice sets forth the Republic of the Marshall Islands (RMI) Maritime Administrator’s (the “Administrator”) manning policy for the safe operation of vessels with automated machinery installations. This Notice supersedes Rev. 5/14 and reflects the updating of DNV company name in §1.4. APPLICABILITY: Ships with machinery installations, approved by an authorized Classification Society for the assignment of the “Periodically Unattended Machinery Spaces” (PUMS) notation, will be eligible for a reduction in the number of engineering personnel. REQUIREMENTS: 1.0 Periodically Unattended Machinery Space Installations 1.1 For guidance in the installation of PUMS arrangements, the requirements of the 1981 Amendments to SOLAS 1974 at Chapter II-l Part E, should be used. These are generally covered by the Classification Society Rules. However, certain requirements of the Regulations are in addition to the Class Rules as now in force and, wherever reasonable and practicable, should be incorporated into the installation. 1.2 Newbuildings contracted for after 31 December 1983, shall fully comply with SOLAS as amended. 1 of 2 Inquiries concerning the subject of this Notice should be directed to the Office of the Maritime Administrator, Republic of the Marshall Islands, c/o Marshall Islands Maritime and Corporate Administrators, Inc., 11495 Commerce Park Drive, Reston, VA 20191-1506 USA.