Informal Document WP.6 No. 6 (2018)
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China's Merchant Marine
“China’s Merchant Marine” A paper for the China as “Maritime Power” Conference July 28-29, 2015 CNA Conference Facility Arlington, Virginia by Dennis J. Blasko1 Introductory Note: The Central Intelligence Agency’s World Factbook defines “merchant marine” as “all ships engaged in the carriage of goods; or all commercial vessels (as opposed to all nonmilitary ships), which excludes tugs, fishing vessels, offshore oil rigs, etc.”2 At the end of 2014, the world’s merchant ship fleet consisted of over 89,000 ships.3 According to the BBC: Under international law, every merchant ship must be registered with a country, known as its flag state. That country has jurisdiction over the vessel and is responsible for inspecting that it is safe to sail and to check on the crew’s working conditions. Open registries, sometimes referred to pejoratively as flags of convenience, have been contentious from the start.4 1 Dennis J. Blasko, Lieutenant Colonel, U.S. Army (Retired), a Senior Research Fellow with CNA’s China Studies division, is a former U.S. army attaché to Beijing and Hong Kong and author of The Chinese Army Today (Routledge, 2006).The author wishes to express his sincere thanks and appreciation to Rear Admiral Michael McDevitt, U.S. Navy (Ret), for his guidance and patience in the preparation and presentation of this paper. 2 Central Intelligence Agency, “Country Comparison: Merchant Marine,” The World Factbook, https://www.cia.gov/library/publications/the-world-factbook/fields/2108.html. According to the Factbook, “DWT or dead weight tonnage is the total weight of cargo, plus bunkers, stores, etc., that a ship can carry when immersed to the appropriate load line. -
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. -
Det Norske Veritas
DET NORSKE VERITAS Report Heavy fuel in the Arctic (Phase 1) PAME-Skrifstofan á Íslandi Report No./DNV Reg No.: 2011-0053/ 12RJ7IW-4 Rev 00, 2011-01-18 DET NORSKE VERITAS Report for PAME-Skrifstofan á Íslandi Heavy fuel in the Arctic (Phase 1) MANAGING RISK Table of Contents SUMMARY............................................................................................................................... 1 1 INTRODUCTION ............................................................................................................. 3 2 PHASE 1 OBJECTIVE..................................................................................................... 3 3 METHODOLOGY ............................................................................................................ 3 3.1 General ....................................................................................................................... 3 3.2 Arctic waters delimitation .......................................................................................... 3 3.3 Heavy fuel oil definition and fuel descriptions .......................................................... 4 3.4 Application of AIS data.............................................................................................. 5 3.5 Identifying the vessels within the Arctic.................................................................... 6 3.6 Identifying the vessels using HFO as fuel.................................................................. 7 4 TECHNICAL AND PRACTICAL ASPECTS OF USING HFO -
Nilotic Livestock Transport in Ancient Egypt
NILOTIC LIVESTOCK TRANSPORT IN ANCIENT EGYPT A Thesis by MEGAN CHRISTINE HAGSETH Submitted to the Office of Graduate and Professional Studies of Texas A&M University in partial fulfillment of the requirements for the degree of MASTER OF ARTS Chair of Committee, Shelley Wachsmann Committee Members, Deborah Carlson Kevin Glowacki Head of Department, Cynthia Werner December 2015 Major Subject: Anthropology Copyright 2015 Megan Christine Hagseth ABSTRACT Cattle in ancient Egypt were a measure of wealth and prestige, and as such figured prominently in tomb art, inscriptions, and even literature. Elite titles and roles such as “Overseer of Cattle” were granted to high ranking officials or nobility during the New Kingdom, and large numbers of cattle were collected as tribute throughout the Pharaonic period. The movement of these animals along the Nile, whether for secular or sacred reasons, required the development of specialized vessels. The cattle ferries of ancient Egypt provide a unique opportunity to understand facets of the Egyptian maritime community. A comparison of cattle barges with other Egyptian ship types from these same periods leads to a better understand how these vessels fit into the larger maritime paradigm, and also serves to test the plausibility of aspects such as vessel size and design, composition of crew, and lading strategies. Examples of cargo vessels similar to the cattle barge have been found and excavated, such as ships from Thonis-Heracleion, Ayn Sukhna, Alexandria, and Mersa/Wadi Gawasis. This type of cross analysis allows for the tentative reconstruction of a vessel type which has not been identified previously in the archaeological record. -
Maritime Orientation Package
MARITIME ORIENTATION PACKAGE Port Nelson 1 MARITIME ORIENTATION PACKAGE Introduction This ‘Maritime Orientation Package’ will introduce the complex Maritime industry to Health Protection Officers (HPOs) who may have to implement and apply health measures within it. Background New Zealand Public Health Units are designated as ‘competent authorities’ by the World Health Organisation for ensuring maritime Points of Entry (POE) comply with the standards required by the International Health Regulations (2005) (IHR) and the International Maritime Organisation. Most New Zealand Public Health Units have a Maritime POE in their region. The Maritime Environment comprises many unique factors and has its own language rich with acronyms. For a HPO to be competent and feel confident working in the maritime environment they need a basic understanding of: • Vessel Types – their purpose and the possible public health issues associated with them. • The layout of a ship – where to go and what to look for. • Maritime Terminology – communication with the personnel on board and dockside in the lexicon. • The sequence a vessel follows upon entering NZ waters and the ensuing processes; o gaining pratique, o berthing, o discharging and loading cargo, o replenishment of food and water, o refuelling, and o departure for another jurisdiction, and • The suite of documents that ships maintain to show that management practices on board comply with international regulations and requirements. Purpose The purpose of this orientation package is to familiarise HPOs with some background information that will enable them to be able to confidently conduct their duties at the port. The package is in three parts; • maritime terminology, • an illustrated compendium of ship types that might be encountered in NZ waters, and • a schematic showing the layout of a ship. -
Etir Code Lists
eTIR Code Lists Code lists CL01 Equipment size and type description code (UN/EDIFACT 8155) Code specifying the size and type of equipment. 1 Dime coated tank A tank coated with dime. 2 Epoxy coated tank A tank coated with epoxy. 6 Pressurized tank A tank capable of holding pressurized goods. 7 Refrigerated tank A tank capable of keeping goods refrigerated. 9 Stainless steel tank A tank made of stainless steel. 10 Nonworking reefer container 40 ft A 40 foot refrigerated container that is not actively controlling temperature of the product. 12 Europallet 80 x 120 cm. 13 Scandinavian pallet 100 x 120 cm. 14 Trailer Non self-propelled vehicle designed for the carriage of cargo so that it can be towed by a motor vehicle. 15 Nonworking reefer container 20 ft A 20 foot refrigerated container that is not actively controlling temperature of the product. 16 Exchangeable pallet Standard pallet exchangeable following international convention. 17 Semi-trailer Non self propelled vehicle without front wheels designed for the carriage of cargo and provided with a kingpin. 18 Tank container 20 feet A tank container with a length of 20 feet. 19 Tank container 30 feet A tank container with a length of 30 feet. 20 Tank container 40 feet A tank container with a length of 40 feet. 21 Container IC 20 feet A container owned by InterContainer, a European railway subsidiary, with a length of 20 feet. 22 Container IC 30 feet A container owned by InterContainer, a European railway subsidiary, with a length of 30 feet. 23 Container IC 40 feet A container owned by InterContainer, a European railway subsidiary, with a length of 40 feet. -
Maneuvers for Service Under MSC Charter New AMO Jobs with AMSEA on Second BBC Cargo Ship
Volume 42, Number 5 May 2012 BBC Seattle re-flagged Swift maneuvers for service under MSC charter New AMO jobs with AMSEA on second BBC cargo ship The U.S.-flagged high-speed vessel (HSV 2) Swift and the French warship Adroit recently performed steaming exercises together. The Swift is operated for the U.S. Navy’s Military Sealift Command by Sealift Inc. and is manned in all licensed positions by American Maritime Officers. AMO aboard Q-max LNG carrier Aamira American Maritime Officers mem- bers working aboard the LNG car- Photo: Captain Bud Conroy rier Aamira in April, here during a transit of the Suez Canal headed The U.S. flag was raised aboard the for Milford Haven, Wales, included newly renamed multipurpose cargo Third Assistant Engineer Matthew ship BBC Seattle on April 28. The ship’s Arnold and First Assistant re-flag team consisted of First Assistant Engineer Tom McCarthy. AMO offi- Engineer Kevin Hogle, Port Engineer cers sail in senior and junior posi- Matt Burnett, Chief Engineer Matt tions aboard LNG carriers in the Campbell, and Chief Mate Peter Kirk. Nakilat fleet operated for Qatargas The BBC Seattle will be fully crewed in by Shell Ship Management early May and will enter service under Limited. The Aamira, among the charter to the U.S. Navy’s Military world’s largest and most advanced Sealift Command later in the month. Q-max LNG carriers — with a General Dynamics American Overseas capacity of 266,000 cubic meters, Marine is providing crew management was delivered to Nakilat and services for the BBC Seattle and BBC Qatargas in May of 2010. -
Annual Report 2019 Annual Report 2019 I Port State Progression: Detention Rate Down
THE PARIS MEMORANDUM OF UNDERSTANDING ON PORT STATE CONTROL ON PORT MEMORANDUM STATE OF UNDERSTANDING PARIS THE Port State Progression Detention rate down ANNUAL REPORT 2019 ANNUAL REPORT 2019 I PORT STATE PROGRESSION: DETENTION RATE DOWN II Port State Progression Detention rate down ANNUAL REPORT 2019 PORT STATE PROGRESSION: DETENTION RATE DOWN 2 Annual Report 2019 CONTENTS Introduction Chair and Secretary-General 4 Executive summary 6 Paris MoU developments 8 Facts & Figures 2019 14 Statistical Annexes Annual Report 2019 18 White List 27 Grey List 28 Black List 31 Explanatory note - “White”, “Grey” and “Black List” 56 Secretariat Paris Memorandum of Understanding on Port State Control 57 ANNUAL REPORT 2019 3 PORT STATE PROGRESSION: DETENTION RATE DOWN Introduction CHAIRMAN AND SECRETARY-GENERAL During 2019 the Paris MoU continued with its work One of the important topics on the agenda was the further of inspecting ships on the basis of the relevant development of both flag and Recognized Organization (RO) performance lists. instruments of the Memorandum. This annual report provides an overview of the main activities In addition, the Committee took decisions in preparation for and developments within the Paris MoU for the the verification of compliance with the new MARPOL Annex VI requirements regarding the sulphur content of marine year. The annexes and tables provide details of the fuels (IMO 2020). results of inspections carried out by our Member Authorities. The Paris MoU invites those interested A Concentrated Inspection Campaign was carried out, in shipping to visit its website as a reliable source together with the Tokyo MoU, on emergency systems and procedures. -
78 EU-Approved Livestock Carriers
78 EU-approved livestock carriers Written by Robin des Bois Supported by Animal Welfare Foundation and Tierschutzbund Zürich June 2021 Content Summary ………………………………………………………………………. 3 Introduction ……………………………………………………………………. 3 78 EU-approved livestock carriers ………………………………………….. 5 - Conversion ………………………………………………………… 5 - Age …………………………………………………………………. 7 - Flags ………………………………………………………………… 7 - Classification societies ……………………………………………. 8 - Shipowners ………………………………………………………… 12 - Ship Risk Profile …………………………………………………… 13 - Detentions and bans ………………………………………………. 14 - Deficiencies ………………………………………………………… 15 - Incidents ……………………………………………………………. 17 - The Queen Hind case …………………………………………….. 17 - Paralysis of the Suez Canal …………………..………………….. 20 Profile of 78 EU-approved livestock carriers ……………………………… 22 Appendixes …………………………………………………………………….. 146 - Appendix 1 : list of ships, IMO numbers and EU-Member State of approval ………………………………………………….. 147 - Appendix 2 : classification society, number of EU-approved livestock carriers and performance of the classification societiy according to Paris MoU …………………………………………… 149 - Appendix 3 : number of detentions throughout the ship's operational life and years of detentions …………………………. 150 - Appendix 4 : EU-approved livestock carriers reported with deficiencies …………………………………………………..…….. 153 - Appendix 5: Additional list of recently EU-approved livestock carriers ................................................................................…... 159 Sources ………………………………………………………………………… 165 This report was written -
U.S. Coast Guard Historian's Office
U.S. Coast Guard Historian’s Office Preserving Our History For Future Generations ICEBREAKERS AND THE U.S. COAST GUARD by Donald L. Canney Among the many missions of the U.S. Coast Guard, icebreaking is generally viewed as a rather narrow specialty, associated most often in the public mind with expeditions into the vast Polar unknowns. However, a study into the service's history of ice operations reveals a broad spectrum of tasks - ranging from the support of pure science to the eminently practical job of life saving on frozen waters. Furthermore, the nature of each of these functions is such that none can be considered "optional": all are vital - whether it be in the arena of national defense, maritime safety, international trade, or the global economy. The origin of icebreaking in the United States came in the 1830s, with the advent of steam propulsion. It was found that side-wheel steamers with reinforced bows were an excellent means of dealing with harbor ice, a problem common to East Coast ports as far south as the Chesapeake Bay. These seasonal tasks were common, but were strictly local efforts with no need to involve the Coast Guard (then called the Revenue Marine or Revenue Cutter Service). The service's first serious encounter with operations in ice came after the purchase of Alaska in 1867. The Revenue Cutter Lincoln became the first of many cutters to operate in Alaskan waters. Though the vessel was a conventional wooden steamer, she made three cruises in Alaskan waters before 1870. Since that time the Bering Sea patrol and other official - and unofficial - tasks made the Revenue Service a significant part of the development of that territory and state. -
Comparing Structural Casualties of the Ro-Ro Vessel Using Straight and Oblique Collision Incidents on the Car Deck
Journal of Marine Science and Engineering Article Comparing Structural Casualties of the Ro-Ro Vessel Using Straight and Oblique Collision Incidents on the Car Deck Aditya Rio Prabowo 1,* , Dong Myung Bae 2 and Jung Min Sohn 2,* 1 Department of Mechanical Engineering, Universitas Sebelas Maret, Surakarta 57126, Central Java, Indonesia 2 Department of Naval Architecture and Marine Systems Engineering, Pukyong National University, Busan 48513, Korea; [email protected] * Correspondence: [email protected] (A.R.P.); [email protected] (J.M.S.) Received: 24 April 2019; Accepted: 6 June 2019; Published: 11 June 2019 Abstract: Roll on-roll off (Ro-Ro) ship is the preferable vessel for public transportation and also as a medium to distribute several commodities. Its operations are a straightforward process but traffic management is quite delicate, especially for cross-route. Moreover, maritime incidents sometimes occur, causing significant casualties and in the case of the Ro-Ro, collision with other ship is a possible threat with the ability to trigger immense damages. This research, therefore, was conducted to assess the structural casualties of a Ro-Ro vessel under collision. This was modelled with respect to a ship involved in a certain incident in Indonesia in the latest decade, and the designed collision problems were calculated using the finite element approach. The collision angle was selected as the main input parameter with the straight collision of angle 90◦ and oblique collision with different angles applied to the scenario. The results found the collision energy due to structural destruction to have distinct pattern and peak value under oblique cases with lower values observed for straight collision for all scenarios. -
Basic Concepts of Maritime Transport and Its Present Status in Latin America and the Caribbean
or. iH"&b BASIC CONCEPTS OF MARITIME TRANSPORT AND ITS PRESENT STATUS IN LATIN AMERICA AND THE CARIBBEAN . ' ftp • ' . J§ WAC 'At 'li ''UWD te. , • • ^ > o UNITED NATIONS 1 fc r> » t 4 CR 15 n I" ti i CUADERNOS DE LA CEP AL BASIC CONCEPTS OF MARITIME TRANSPORT AND ITS PRESENT STATUS IN LATIN AMERICA AND THE CARIBBEAN ECONOMIC COMMISSION FOR LATIN AMERICA AND THE CARIBBEAN UNITED NATIONS Santiago, Chile, 1987 LC/G.1426 September 1987 This study was prepared by Mr Tnmas Sepûlveda Whittle. Consultant to ECLAC's Transport and Communications Division. The opinions expressed here are the sole responsibility of the author, and do not necessarily coincide with those of the United Nations. Translated in Canada for official use by the Multilingual Translation Directorate, Trans- lation Bureau, Ottawa, from the Spanish original Los conceptos básicos del transporte marítimo y la situación de la actividad en América Latina. The English text was subse- quently revised and has been extensively updated to reflect the most recent statistics available. UNITED NATIONS PUBLICATIONS Sales No. E.86.II.G.11 ISSN 0252-2195 ISBN 92-1-121137-9 * « CONTENTS Page Summary 7 1. The importance of transport 10 2. The predominance of maritime transport 13 3. Factors affecting the shipping business 14 4. Ships 17 5. Cargo 24 6. Ports 26 7. Composition of the shipping industry 29 8. Shipping conferences 37 9. The Code of Conduct for Liner Conferences 40 10. The Consultation System 46 * 11. Conference freight rates 49 12. Transport conditions 54 13. Marine insurance 56 V 14.