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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. -
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. -
2007 Port State Control Report Australia
2007 PORT STATE CONTROL REPORT Darwin Cairns Port Hedland Karratha Mackay Gladstone Brisbane Fremantle Newcastle Adelaide Sydney Canberra Wollongong Melbourne Devonport Australia I ©Australian Maritime Safety Authority This work is copyright. It may be reproduced in whole or part subject to the inclusion of an acknowledgment of the source, but not for commercial usage or sale. Further information may be obtained from: The General Manager Maritime Operations Australian Maritime Safety Authority GPO Box 2181, Canberra ACT 2601, AUSTRALIA Telephone +61 2 6279 5069 Facsimile +61 2 6279 5071 This Report and AMSA detention data is available on the Shipping Safety pages of AMSA’s website www.amsa.gov.au ISSN 1033-2499 Copy/design/typeset: Australian Maritime Safety Authority II 2007 Port State Control Report PREFACE The Australian economy depends upon maritime trade. It is reasonable to expect that those in the industry will maintain the safety of personnel and protection of the marine environment in accordance with Australian and international standards. The Australian Maritime Safety Authority (AMSA) assists in ensuring these expectations are met through continuing to deliver a rigorous port State control (PSC) program, supported by the Australian government and other maritime industry stakeholders. AMSA has been able to see the benefits of this program through analysis of PSC data over a number of years, with a clear improvement in the overall standard of foreign flag ships and a general decline in average deficiencies per PSC inspection. We recognise that this is only partly a result of the efforts and professionalism of the AMSA Marine Surveyors, systems and support staff; the efforts of the users of shipping coming to Australian ports to employ quality tonnage are also to be applauded as are the efforts of ship crews and managers. -
Shipbreaking" # 41
Shipbreaking Bulletin of information and analysis on ship demolition # 41, from July 1 to September 30, 2015 Content Offshore platforms: radioactive alert 1 Pipe layer 21 Reefer 37 Waiting for the blowtorches 3 Offshore supply vessel 22 Bulk carrier 38 Military & auxiliary vessels 7 Tanker 24 Cement carrier 47 The podium of best ports 13 Chemical tanker 26 Car carrier 47 3rd quarter overview: the plunge 14 Gas tanker 27 Ferry 48 Letters to the Editor 16 General cargo 28 Passenger ship 56 Seismic research 17 Container ship 34 Dredger 57 Drilling 18 Ro Ro 36 The End: Sitala, 54 years later 58 Drilling/FPSO 20 Tuna seiner / Factory ship 37 Sources 60 Offshore platforms: radioactive alert The arrival of « Nobi », St. Kitts & Nevis flag, in Bangladesh. © Birat Bhattacharjee Many offshore platforms built in the 1970s-1980’s have been sent to the breaking yards by the long- lasting drop in oil prices and the low profile of offshore activities. Owners gain an ultimate profit from dismantlement. Most of the offshore platforms sent to be demolished since the beginning of the year are semi-submersible rigs. This type of rig weighs 10 to 15,000 t, i.e. a gain for the last owners of 2-4 million $ on the current purchase price from shipbreaking yards. Seen in the scrapyards: Bangladesh: DB 101, Saint-Kitts-and-Nevis flag, 35.000 t. Nobi, Saint-Kitts-and-Nevis flag, 14.987 t. India: Ocean Epoch, Marshall Islands flag, 11.099 t. Octopus, 10.625 t. Turkey: Atwood Hunter, Marshall Islands flag. GSF Arctic I, Vanuatu flag. -
Limitation of Liability of Classification Societies Young Min World Maritime University
World Maritime University The Maritime Commons: Digital Repository of the World Maritime University World Maritime University Dissertations Dissertations 2011 Limitation of liability of classification societies Young Min World Maritime University Follow this and additional works at: http://commons.wmu.se/all_dissertations Part of the Admiralty Commons Recommended Citation Min, Young, "Limitation of liability of classification societies" (2011). World Maritime University Dissertations. 297. http://commons.wmu.se/all_dissertations/297 This Dissertation is brought to you courtesy of Maritime Commons. Open Access items may be downloaded for non-commercial, fair use academic purposes. No items may be hosted on another server or web site without express written permission from the World Maritime University. For more information, please contact [email protected]. WORLD MARITIME UNIVERSITY Malmö, Sweden Limitation of Liability of Classification Societies by MIN, YOUNG HUN Republic of Korea A dissertation submitted to the World Maritime University in partial fulfillment of the requirements for the award of the degree of MASTER OF SCIENCE in MARITIME AFFAIRS MARITIME LAW AND POLICY 2011 Copyright Min, Young Hun, 2011 DECLARATION I certify that all the material in this dissertation that is not my own work has been identified, and that no material is included for which a degree has previously been conferred on me. The contents of this dissertation reflect my own personal views, and are not necessarily endorsed by the University. Supervised by: Dr. Maximo Q. Mejia Jr. Associate Professor of Maritime Law and Policy World Maritime University Assessor: Dr. Proshanto K. Mukherjee ITF Professor of Maritime Safety and Environmental Protection World Maritime University Co-assessor: Dr. -
Standard Certification
Schneider Electric Japan Holdings Ltd. 4-4-9 Kitahama, Chuo-ku, Osaka JAPAN No. 15RT-4RE00144 1/2 October 2018 Notes for obtaining approval of marine standards Thank you for purchasing Smart Portal, Pro-face® SP5000 Series and flat panel displays, Pro-face® FP 5000 Series. The following describes restrictions for obtaining type approval of marine standards. When using these products for your system for which you plan to obtain type approval of marine standards from classification societies, please fully understand the proper handling and the features of the products following the restrictions. For a certification and a certification number of each classification society, see our homepage. Our homepage: http://www.pro-face.com/worldwide.html 1.Obtained type approvals For SP5000 series and FP5000 series, the obtained type approvals of marine standards are as planned. For information, such as certificates, see our homepage. American Bureau of Shipping (ABS) Bureau Veritas (BV) China Classification Society (CCS) Det Norske Veritas - Germanischer Lloyd (DNV-GL) Lloyd's Register (LR) Nippon Kaiji Kyokai (NK) Registro Italiano Navale (RINA) 2.Applicable Products ・SP5000 Series Premium Display PFXSP5800WCD, PFXSP5700WCD, *1 PFXSP5700TPD, PFXSP5660TPD, PFXSP5600TPD, PFXSP5500TPD Advanced Display PFXSP5600WAD, PFXSP5500WAD, PFXSP5400WAD Open Box PFXSP5B40, PFXSP5B41*2 Power Box PFXSP5B10 *1 PFXSP5800WCD, PFXSP5700WCD are certified DNV-GL only. *2 PFXSP5B41 is certified DNV-GL and NK only. ・FP5000 Series PFXFP5700TPD, PFXFP5600TPD Schneider Electric Japan Holdings Ltd. 4-4-9 Kitahama, Chuo-ku, Osaka JAPAN No. 15RT-4RE00144 2/2 October 2018 3.Restrictions The following describes restrictions for obtaining type approval concerning SP5000 series and FP5000 series. ・For installation, wiring and use of the products, be sure to read SP5000 series or FP5000 series instructions and SP5000 series or FP5000 series hardware manual.