DOCSLIB.ORG

Terminal Operations Specialises Handbook

Total Page：16

File Type：pdf, Size：1020Kb

Download full-text PDF Read full-text
Terminal Operations Specialises Handbook /*AjS3''/7 Hete FM 55 -17 ^ ^m 5 s -n tîWJUinl FIELD MANUAL TERMINAL OPERATIONS SPECIALISES i I HANDBOOK THE ARMY LIBRAM WASHINGTON, D. C. HEADQUARTERS, DEPARTMENT OF THE A R\M Y NOVEMBER 1975 r 4 k m This manual contains copyright material. *FM 55-17 FIELD MANUAL HEADQUARTERS « DEPARTMENT OF THE ARMY No. 55-17 WASHINGTON, D. C., 28 November 1975 TERMINAL OPERATIONS SPECIALIST'S HANDBOOK Paragraph Page PART ONE. CONVENTIONAL LOADING AND DISCHARGING AT FIXED FACILITIES CHAPTER 1. GENERAL 1-1 —1-8 1-1 2. PRESTOWAGE PLANNING Seclion I. Vessel Data 2-1 -2-4 2-1 II. Planning Factors . 2-5-2-10 2-25 III. Cargo Planning 2-11,2-12 2-37 IV. Cargo Receipt and Specific Load Planning . 2-13—2-15 2-44 V. Discharge Planning . 2-16-2-20 2-51 CHAPTER 3. RIGGING AND OPERATING SHIP'S GEAR Section I. General 3-1 —3-5 3-1 Winches . 3-6 —3-9 3-10 Rigging and Standard Cargo Booms . 3-10-3-13 3-15 IV. Single-Rigged Cargo Booms . 3-14—3-19 3-29 V. Rigging Standard Booms for Heavy Lifts 3-20-3-25 3-33 VI. Heavy Lift Booms . 3-26-3-30 3-42 VII. Hatch Tents and Save-Alls . 3-31,3-32 3-47 VIII. Rigging Expedients 3-33-3-39 3-49 IX. Developments in Ship’s Gear ... 3-40-3-42 3-54 CHAPTER 4. CARGO HANDLING GEAR 4-1 — 4-20 4-1 5. MATERIALS HANDLING EQUIPMENT 5-1 -5-5 5-1 6. LOADING AND DISCHARGE Section I. General ... 6-1 —6-3 6-1 II. Stowage of General Cargo 6-4-6-17 6-7 HI. Stowage of Heavy Lifts 6-18-6-23 6-18 IV. Stowage of Refrigerated Cargo 6-24-6-28 6-22 V. Stowage of Dangerous Cargo 6-29—6-32 6-23 VI. Stowage of Palletized Cargo . 6-33, 6-34 6-30 VII. Stowage of Deck Cargo 6-35-6-42 6-31 VIII. Discharging Cargo 6-43-6-47 6-36 IX. Terminal Clearance . 6-48—6-51 6-37 X. Preventing Damage to and Loss of Cargo 6-52-6-59 6-38 XI. Personnel Safety Measures 6-60- 6-63 6-40 XII. Fire Prevention and Firefighting 6-64-6-68 6-41 PART Two. CONTAINERIZATION CHAPTER 7. GENERAL . .. 7-1 —7-3 7-1 8. CONTAINER MOVEMENT SYSTEMS Section I. Through Movement 8-1, 8-2 8-1 Military Application 8-3, 8-4 8-6 CHAPTER 9. OPERATIONAL REQUIREMENTS SECTION I. Responsibilities ... 9-1 —9-5 9-1 ii. Container Stuffing Guidelines . 9-6—9-9 9-3 III. Operational and Safe Handling Procedures 9-10, 9-11 9-6 IV. 9-12, 9-13 9-26 MILSTAMPJ Requirements for MILVAN/SEAVAN Service ‘This manual supersedes TM 55-513, 17 October 1967. I FM 55-17- Paragraph Page PAHT THREE. CARGO HANDLING IN LOGISTICS OVER-THE-SHORE OPERATIONS CHAP 1ER 10. INTRODUCTION 10-1, 10-2 10-1 11. LOADING LIGHTERS AT SHIPSIDE 11-1,11-2 11-1 12. DISCHARGE LIGHTERS AT THE BEACH Section I. Landing Craft 12-1,12-2 12-1 II. Amphibians 12-3 — 12-5 12-2 PART FOUR. MOTOR TRANSPORT AND RAIL LOADING CHAPTER 13. INTRODUCTION 13-1, 13-2 13-1 14. MOTOR TRANSPORT 14-1-14-6 14-1 15. RAIL 16-1-15-10 15-1 APPENDIX A. REFERNCES A-l B. FIBER AND WIRE ROPE RIGGING B-l C. CONVERSION FACTORS C-l INDEX Index-1 II FM55-V7 PART ONE CONVENTIONAL LOADING AND DISCHARGING AT FIXED ; FACILITIES CHAPTER 1 GENERAL 1-1.' Purpose ànd Scope figures and dimensions expressed in this manual a- This, manual is a guide for personnel con- consult Appendix C, Conversion Factors. cerned with the handling of military cargo in 1-2. Changes or Revision terminal operations. It deals with facilities, Users of this publication are encouraged to planning, operation, and equipment. recommend changes and submit comments for its b. This manual consists of four parts: improvement. Comments should be keyed to the ) (1) Part One provides general information on specific page, paragraph, and line of the text in vessel data and characteristics, cargo planning, which the change is recommended. Reasons will and loading and discharge of vessels through be provided for each comment to insure un- fixed wharf facilities. derstanding and complete evaluation. Comments , ' (2) Part Two consists of general information should be prepared using DA Form 2028, on containers, equipment related to them, types Recommended Changes to Publications and of container movement systems, and operational Blank Forms, and forwarded direct to the requirements for such systems. Commandant, US Army Transportation School, (3) Part Three contains instructions ' for ATTN: ATSP-CTD-OR, Fort Eustis, Virginia loading and unloading vessels and moving cargo 23604. across the beach in logistics over-the-shore operations. 1-3. Harbor Facilities (4) Part Four gives instructions for loading Personnel engaged in military stevedoring must and discharging rail and motor equipment. be able to identify the facilities and structures Loading, discharging, and transferring cargo at alongside of which vessels are moored while cargo other than water terminals are also discussed. is being worked. Some of the terms used relating c. This manual is applicable to nuclear and to harbor facilities or structures are described nonnuclear warfare. below and are illustrated in figure 1-1. d. Should metric measurements be required on 1-1 FM 55-17 © © SS © © © © INCHOMGE QUAY PER SLIP FLOATING CRANE TRANSIT SHED Figure 1-1. Nomenclature of harbor facilities. a. Wharf. A wharf is a structure built be discharged. The cargo planner must be able to alongside or extending into deep water with load a vèssel so that it can be discharged to meet accommodations for securing vessels alongside it. the requirements of any given mission. There are Piers and quays are types of wharves. two general types of vessel loading: ad- (1) Pier. A pier is a wharf running at an ministrative and combat. angle with the shoreline and providing a landing a. Administrative Loading. Administrative place on each side for vessels to receive and loading is a method of vessel loading giving discharge cargo or land passengers. primary consideration to achieving the maximum (2) Quay. A quay (pronounced “key”) is a utilization of a ship’s cargo carrying capability wharf constructed parallel to the shoreline; it has without regard to tactical considerations. In berthing accommodations on one side only. administrative loading, equipment and supplies b. Anchorage. An area in a harbor or stream must be discharged and sorted before they can be where a vessel anchors or may anchor. used. Since the majority of vessels are ad- c. Berth. A berth is the area assigned to a ministratively loaded, this type of loading has vessel in port when anchored or when lying been given primary emphasis in this manual. alongside a quay or a pier. Cargo loaded administratively may be loaded for d. Slip. The area of water between two piers is a single port or multiple ports of discharge. known as a slip. (1) Single-port loading. In loading for a e. Transit Sheds. Transit sheds are structures singlé port of discharge, the supplies are stowed built on piers or adjacent to quays for the tem- so as to utilize.the maximum carrying capacity of porary storage of cargo in transit between a vessel a ship. and an inland mode or storage area when covered (2) Multiple-port loading. In loading vessels protection is required. They may also be used for for multiple-port discharge, supplies for more consolidating shipment units or for breaking bulk than one destination are stowed so that items can shipments. be discharged in the order of arrival at the ship’s f. Apron. An apron is that portion of a wharf, scheduled destinations. Care must be taken by pier, or quay lying between the waterfront edge the original and intermediate loading ports to and the transit shed. prevent overstowing cargo for subsequent 1-4. Types of Vessel Loading discharge. b. Combat Loading. In combat loading, The sequence in which cargo is loaded determines primary consideration is given to the facility with the sequence in which supplies and equipment will 1-2 FM 55-17 ' which troops, equipment, and supplies can be For more details on CONUS military ocean unloaded ready for combat, rather than to terminal operations, see TM 55-606. economical utilization of vessel space. It is with c. MTMC, the single managing agency for this type of loading that cargo load planners are operating CONUS common-user ocean terminals, primarily concerned in amphibious operations. is responsible for providing berthing and docking Information on methods of combat loading and services for vessels, having cargo available for methods of stowage for amphibious operations loading at the specified time, preparing the may be found in FM 60-30. stowage plan, and handling the cargo. These 1-5. Terminal Organizations in the Continental responsibilities include preparation of the hold for United States receiving cargo; stowing, lashing,'and shoring as required; and cleaning the holds of Government- a. The Army is the single-service manager for owned or Government-operated vessels after the surface transportation and for the operation of cargo is discharged. ; common-user ocean terminals in the continental United States (CONUS). The Military Traffic 1-6. Terminal Organizations in Theaters of Management Command (MTMC) is the Army’s Operations organization for performing these functions. It a. The transportation terminal group normally commands and operates, or arranges for the use is the senior terminal activity in the theater of of, CONUS military common-user ocean ter- operation.
Load more

Recommended publications
  • Container Ship Size and Port Relocation Discussion Paper 169 Roundtable
    CPB Corporate Partnership Board Container Ship Size and Port Relocation Discussion Paper 169 Roundtable Olaf Merk International Transport Forum CPB Corporate Partnership Board Container Ship Size and Port Relocation Discussion Paper 169 Roundtable Olaf Merk International Transport Forum The International Transport Forum The International Transport Forum is an intergovernmental organisation with 59 member countries. It acts as a think tank for transport policy and organises the Annual Summit of transport ministers. ITF is the only global body that covers all transport modes. The ITF is politically autonomous and administratively integrated with the OECD. The ITF works for transport policies that improve peoples’ lives. Our mission is to foster a deeper understanding of the role of transport in economic growth, environmental sustainability and social inclusion and to raise the public profile of transport policy. The ITF organises global dialogue for better transport. We act as a platform for discussion and pre- negotiation of policy issues across all transport modes. We analyse trends, share knowledge and promote exchange among transport decision-makers and civil society. The ITF’s Annual Summit is the world’s largest gathering of transport ministers and the leading global platform for dialogue on transport policy. The Members of the Forum are: Albania, Armenia, Argentina, 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, Israel, Italy, Japan, Kazakhstan, Korea, Latvia, Liechtenstein, Lithuania, Luxembourg, Malta, Mexico, Republic of Moldova, Montenegro, Morocco, the Netherlands, New Zealand, Norway, Poland, Portugal, Romania, Russian Federation, Serbia, Slovak Republic, Slovenia, Spain, Sweden, Switzerland, Turkey, Ukraine, the United Arab Emirates, the United Kingdom and the United States.
    [Show full text]
  • Armed Sloop Welcome Crew Training Manual
    HMAS WELCOME ARMED SLOOP WELCOME CREW TRAINING MANUAL Discovery Center ~ Great Lakes 13268 S. West Bayshore Drive Traverse City, Michigan 49684 231-946-2647 [email protected] (c) Maritime Heritage Alliance 2011 1 1770's WELCOME History of the 1770's British Armed Sloop, WELCOME About mid 1700’s John Askin came over from Ireland to fight for the British in the American Colonies during the French and Indian War (in Europe known as the Seven Years War). When the war ended he had an opportunity to go back to Ireland, but stayed here and set up his own business. He and a partner formed a trading company that eventually went bankrupt and Askin spent over 10 years paying off his debt. He then formed a new company called the Southwest Fur Trading Company; his territory was from Montreal on the east to Minnesota on the west including all of the Northern Great Lakes. He had three boats built: Welcome, Felicity and Archange. Welcome is believed to be the first vessel he had constructed for his fur trade. Felicity and Archange were named after his daughter and wife. The origin of Welcome’s name is not known. He had two wives, a European wife in Detroit and an Indian wife up in the Straits. His wife in Detroit knew about the Indian wife and had accepted this and in turn she also made sure that all the children of his Indian wife received schooling. Felicity married a man by the name of Brush (Brush Street in Detroit is named after him).
    [Show full text]
  • Dredging and Disposal Plan
    DREDGING AND DISPOSAL PLAN PORT OF OLYMPIA MARINE BERTHS 2 & 3 INTERIM ACTION DREDGING Contract No.: 2008-0011 Project No. MT0601 Submitted To: Port of Olympia Attn: Rick Anderson 915 Washington Street NE Olympia, WA TABLE OF CONTENTS Introduction ................................................................................................................ 1 Dredging ..................................................................................................................... 1 Trans-loading ............................................................................................................. 1 Material Barge ............................................................................................................ 2 Dredge Bucket ............................................................................................................ 3 Dredge Sediment Disposal ........................................................................................ 3 Working Hours .......................................................................................................... 3 Position & Progress Surveys .................................................................................... 3 Dredge Navigation ...................................................................................................... 4 Survey Boat ................................................................................................................ 4 Water Quality BMP’s ................................................................................................
    [Show full text]
  • Downloaded, Is Consistently the Same and Their Facilities Are Accessible Only to the Types of Goods in Which They Manage (Roa Et Al, 2013)
    Running head: THE IMPACT OF VESSEL BUNCHING 1 The Impact of Vessel Bunching: Managing Roll-on-Roll-off Terminal Operations Jonathan E. Gurr California State University Maritime Academy THE IMPACT OF VESSEL BUNCHING 2 Abstract The operations at port terminals are under consent examination, consistently investigating the various operational challenges effecting efficiency and performance. In a study to identify the consequences of vessel bunching, vessels that arrive within a short amount of time between each vessel, this paper presents an approach to forecast Ro-Ro terminal capacity while referencing the various input factors: vessel arrival schedule, inbound cargo volume, and rail or truck out-gate volume. Using a quantitative analysis derived using actual historical data from a Ro-Ro terminal at the Port of Long Beach, California, the proposed approach applied an additional probability factor that vessel bunching would occur. The analysis highlights the effectiveness of using actual historical data when examining a Ro-Ro terminal’s capacity and how the resulting information could be communicated inclusively with all stakeholders involved in port operations as means of performance improvement. Keywords: vessel bunching, ro-ro, terminal, forecast, capacity, risk assessment THE IMPACT OF VESSEL BUNCHING 3 The Impact of Vessel Bunching Seaports remain the most common way to transfer goods from one form of transportation to another. Global ports are responsible for handling over 80 per cent of global merchandise trade in volume and more than two thirds of its value (UNCTAD, 2017). As key nodes in the supply chain, ports are under continual pressure to implement efficiency improvements and cost saving measures.
    [Show full text]
  • The Need for Speed
    DEO VOLENTE Deo Volente The Need for Speed BUILDERS Hartman Marine B.V. OWNERS Hartman Seatrade B.V. DEO VOLENTE YARD NUMBER 001 IMO NUMBER 9391658 12 | ShipBuilding Industry | Volume 1 | No. 2 Deo Volente.indd 12 07-06-2007 11:42:59 COMO Hartman Seatrade is a modern shipping company specializing in the carriage of all kind of dry cargoes with special emphasis on voluminous project cargoes and heavy lift transports. With a vast experience in deep Deo Volente sea shipping for more than two centuries the Urk based company recently inaugurated its new ‘mini’ heavy lift vessel – Deo Volente. The new build vessel is a surpass of the previous Deo Volente with an accent on operating terms as speed and heavy lift capabilities. Photo courtesy of Flying Focus ight from the beginning the two Hartman brothers MARIN and Wolfards. Construction of the hull was Rhad a pretty good idea of how their new vessel ordered from CIG group who built her on her Polish should look like and be able to. They designed a novel location, and was transferred to the Netherlands for concept for a small and fast heavy lift vessel which outfitting under management of Hartman Marine BV. would fall just in the 3000 gross tonnage and 3000 kW installed power category. These criteria are of High Service Speed significant effect on the operating costs with regard to The Deo Volente is proof of nowadays need for the required number of crew and manning speed. She is the fastest heavy lift cargo ship in the certification.
    [Show full text]
  • Potential for Terrorist Nuclear Attack Using Oil Tankers
    Order Code RS21997 December 7, 2004 CRS Report for Congress Received through the CRS Web Port and Maritime Security: Potential for Terrorist Nuclear Attack Using Oil Tankers Jonathan Medalia Specialist in National Defense Foreign Affairs, Defense, and Trade Division Summary While much attention has been focused on threats to maritime security posed by cargo container ships, terrorists could also attempt to use oil tankers to stage an attack. If they were able to place an atomic bomb in a tanker and detonate it in a U.S. port, they would cause massive destruction and might halt crude oil shipments worldwide for some time. Detecting a bomb in a tanker would be difficult. Congress may consider various options to address this threat. This report will be updated as needed. Introduction The terrorist attacks of September 11, 2001, heightened interest in port and maritime security.1 Much of this interest has focused on cargo container ships because of concern that terrorists could use containers to transport weapons into the United States, yet only a small fraction of the millions of cargo containers entering the country each year is inspected. Some observers fear that a container-borne atomic bomb detonated in a U.S. port could wreak economic as well as physical havoc. Robert Bonner, the head of Customs and Border Protection (CBP) within the Department of Homeland Security (DHS), has argued that such an attack would lead to a halt to container traffic worldwide for some time, bringing the world economy to its knees. Stephen Flynn, a retired Coast Guard commander and an expert on maritime security at the Council on Foreign Relations, holds a similar view.2 While container ships accounted for 30.5% of vessel calls to U.S.
    [Show full text]
  • NCITEC National Center for Intermodal Transportation for Economic Competitiveness
    National Center for Intermodal Transportation for Economic Competitiveness Final Report 525 The Impact of Modifying the Jones Act on US Coastal Shipping by Asaf Ashar James R. Amdal UNO Department of Planning and Urban Studies NCITEC National Center for Intermodal Transportation for Economic Competitiveness Supported by: 4101 Gourrier Avenue | Baton Rouge, Louisiana 70808 | (225) 767-9131 | www.ltrc.lsu.edu TECHNICAL REPORT STANDARD PAGE 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA/LA.525 4. Title and Subtitle 5. Report Date The Impact of Modifying the Jones Act on US Coastal June 2014 Shipping 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. Asaf Ashar, Professor Research, UNOTI LTRC Project Number: 13-8SS James R. Amdal, Sr. Research Associate, UNOTI State Project Number: 30000766 9. Performing Organization Name and Address 10. Work Unit No. University of New Orleans Department of Planning and Urban Studies 11. Contract or Grant No. 368 Milneburg Hall, 2000 Lakeshore Dr. New Orleans, LA 70148 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Louisiana Department of Transportation and Final Report Development July 2012 – December 2013 P.O. Box 94245 Baton Rouge, LA 70804-9245 14. Sponsoring Agency Code 15. Supplementary Notes Conducted in Cooperation with the U.S. Department of Transportation, Research and Innovative Technology Administration (RITA), Federal Highway Administration 16. Abstract The study assesses exempt coastal shipping defined as exempted from the US-built stipulation of the Jones Act, operating with functional crews and exempted from Harbor Maintenance Tax (HMT). The study focuses on two research questions: (a) the impact of the US-built exemption on the cost of coastal shipping; and (b) the competitiveness of exempt services.
    [Show full text]
  • Sea Containers Ltd. Annual Report 1999 Sea Containers Ltd
    Sea Containers Ltd. Annual Report 1999 Sea Containers Ltd. Front cover: The Amalfi Coast Sea Containers is a Bermuda company with operating seen from a terrace of the headquarters (through subsidiaries) in London, England. It Hotel Caruso in Ravello, Italy. is owned primarily by U.S. shareholders and its common Orient-Express Hotels acquired the Caruso in 1999 shares have been listed on the New York Stock Exchange and will reconstruct the prop- (SCRA and SCRB) since 1974. erty during 2000-2001 with a The Company engages in three main activities: passenger view to re-opening in the transport, marine container leasing and the leisure business. spring of 2002. Capri and Paestum are nearby. Demand Passenger transport includes 100% ownership of Hoverspeed for luxury hotel accommodation Ltd., cross-English Channel fast ferry operators, the Isle of on the Amalfi Coast greatly Man Steam Packet Company, operators of fast and conven- exceeds supply. tional ferry services to and from the Isle of Man, the Great North Eastern Railway, operators of train services between London and Scotland, and 50% ownership of Neptun Maritime Oyj whose subsidiary Silja Line operates Contents fast and conventional ferry services in Scandinavia. Company description 2 Marine container leasing is conducted primarily through GE SeaCo SRL, a Barbados company owned 50% by Financial highlights 3 Sea Containers and 50% by GE Capital Corporation. Directors and officers 4 GE SeaCo is the largest lessor of marine containers in the world with a fleet of 1.1 million units. President’s letter to shareholders 7 The leisure business is conducted through Orient-Express Discussion by Division: Hotels Ltd., also a Bermuda company, which is 100% owned by Sea Containers.
    [Show full text]
  • SHORT SEA SHIPPING INITIATIVES and the IMPACTS on October 2007 the TEXAS TRANSPORTATION SYSTEM: TECHNICAL Published: December 2007 REPORT 6
    Technical Report Documentation Page 1. Report No. 2. Government Accession No. 3. Recipient's Catalog No. FHWA/TX-08/0-5695-1 4. Title and Subtitle 5. Report Date SHORT SEA SHIPPING INITIATIVES AND THE IMPACTS ON October 2007 THE TEXAS TRANSPORTATION SYSTEM: TECHNICAL Published: December 2007 REPORT 6. Performing Organization Code 7. Author(s) 8. Performing Organization Report No. C. James Kruse, Juan Carlos Villa, David H. Bierling, Manuel Solari Report 0-5695-1 Terra, Nathan Hutson 9. Performing Organization Name and Address 10. Work Unit No. (TRAIS) Texas Transportation Institute The Texas A&M University System 11. Contract or Grant No. College Station, Texas 77843-3135 Project 0-5695 12. Sponsoring Agency Name and Address 13. Type of Report and Period Covered Texas Department of Transportation Technical Report: Research and Technology Implementation Office September 2006-August 2007 P.O. Box 5080 14. Sponsoring Agency Code Austin, Texas 78763-5080 15. Supplementary Notes Project performed in cooperation with the Texas Department of Transportation and the Federal Highway Administration. Project Title: Short Sea Shipping Initiatives and the Impacts on the Texas Transportation System URL: http://tti.tamu.edu/documents/0-5695-1.pdf 16. Abstract This report examines the potential effects of short sea shipping (SSS) development on the Texas transportation system. The project region includes Texas, Mexico, and Central America. In the international arena, the most likely prospects are for containerized shipments using small container ships. In the domestic arena, the most likely prospects are for coastwise shipments using modified offshore service vessels or articulated tug/barges. Only three Texas ports handle containers consistently (Houston accounts for 95% of the total), and three more handle containers sporadically.
    [Show full text]
  • The Rail Freight Challenge for Emerging Economies How to Regain Modal Share
    The Rail Freight Challenge for Emerging Economies How to Regain Modal Share Bernard Aritua INTERNATIONAL DEVELOPMENT IN FOCUS INTERNATIONAL INTERNATIONAL DEVELOPMENT IN FOCUS The Rail Freight Challenge for Emerging Economies How to Regain Modal Share Bernard Aritua © 2019 International Bank for Reconstruction and Development / The World Bank 1818 H Street NW, Washington, DC 20433 Telephone: 202-473-1000; Internet: www.worldbank.org Some rights reserved 1 2 3 4 22 21 20 19 Books in this series are published to communicate the results of Bank research, analysis, and operational experience with the least possible delay. The extent of language editing varies from book to book. This work is a product of the staff of The World Bank with external contributions. The findings, interpre- tations, and conclusions expressed in this work do not necessarily reflect the views of The World Bank, its Board of Executive Directors, or the governments they represent. The World Bank does not guarantee the accuracy of the data included in this work. The boundaries, colors, denominations, and other information shown on any map in this work do not imply any judgment on the part of The World Bank concerning the legal status of any territory or the endorsement or acceptance of such boundaries. Nothing herein shall constitute or be considered to be a limitation upon or waiver of the privileges and immunities of The World Bank, all of which are specifically reserved. Rights and Permissions This work is available under the Creative Commons Attribution 3.0 IGO license (CC BY 3.0 IGO) http:// creativecommons.org/licenses/by/3.0/igo.
    [Show full text]
  • 13 Ship-Breaking.Com
    Information bulletin on September 26th, 2008 ship demolition #13 June 7th to September 21st 2008 Ship-breaking.com February 2003. Lightboat, Le Havre. February 2008 © Robin des Bois From June 7th to September 21st 2008, 118 vessels have left to be demolished. The cumulative total of the demolitions will permit the recycling of more than 940,000 tons of metals. The 2008 flow of discarded vessels has not slowed down. Since the beginning of the year 276 vessels have been sent to be scrapped which represents more than 2 millions tons of metals whereas throughout 2007 289 vessels were scrapped for a total of 1.7 milion tons of metals. The average price offered by Bangladeshi and Indian ship breakers has risen to 750-800 $ per ton. The ship owners are taking advantage of these record prices by sending their old vessels to be demolished. Even the Chinese ship breaking yards have increased their price via the purchase of the container ship Provider at 570$ per ton, with prices averaging more than 500 $. However, these high prices have now decreased with the collapse of metal prices during summer and the shipyards are therefore renegotiating at lower price levels with brokers and cash buyers sometimes changing the final destination at the last minute. This was the case of the Laieta, which was supposed to leave for India for 910 $ per ton and was sold to Bangladesh at 750 $ per ton. The price differences have been particularly notable in India; the shipyards prices have returned to 600 $ per ton. From June to September, India with 60 vessels (51%) to demolish, is ahead of Bangladesh with 40 (34%), The United States 8 (7%), China 4 (4%), Turkey 2 (2%), Belgium and Mexico, 1 vessel each (1%).
    [Show full text]
  • 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.
    [Show full text]