Branch's Elements of Shipping/Alan E
Total Page:16
File Type:pdf, Size:1020Kb
Load more
Recommended publications
-
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. -
New South Exit Channel in Río De La Plata: a Preliminary Design Study
New south exit channel in Río de la Plata: A preliminary design study Jelmer Brandt, Koen Minnee, Roel Winter, Stefan Gerrits & Victor Kramer TU Delft & University of Buenos Aires 17-11-2015 PREFACE During the Master of Civil Engineering at the TU Delft students can participate in a Multidisciplinary Project as part of their study curriculum. Student with different study backgrounds work together, simulating a small engineering consulting firm. Different aspects of a problem are regarded and a solution needs to be presented in a time-scope of 8 weeks. This project is often executed abroad. We took the opportunity to take this course and found a project in Buenos Aires, Argentina. During these two months we were able to apply our gained theoretical knowledge in a real time project setting. We experienced working and living in a in country with a significant culture difference. Argentina differs with the Netherlands in quite some areas, for example: Language, politics, economy and lifestyle. We had a great time being here working on the project as well as living in Buenos Aires. We would like to thank Ir. H.J. Verhagen (TU Delft) for getting us in touch with the University of Buenos Aires and for his project and content advise. Our supervisors, Eng. R. Escalante (Hídrovia S.A./UBA) in Buenos Aires, Ir. H. Verheij (TU Delft) and Prof. Ir. T. Vellinga (TU Delft) in The Netherlands, have been of great support providing the project group with advice and insights. We also had dinner with Dutch people in the Argentine water sector. -
Annexes to Riverdance Report No 18/2009
Annex 1 QinetiQ report on stability investigation of mv Riverdance COMMERCIAL IN CONFIDENCE MV RIVERDANCE Stability Investigation for MAIB August 2009 Copyright © QinetiQ ltd 2009 COMMERCIAL IN CONFIDENCE COMMERCIAL IN CONFIDENCE List of contents 1 Introduction 7 2 Investigation of the MV RIVERDANCE 8 2.1 MV RIVERDANCE Track 8 2.2 Environmental Conditions in the Area of the Incident 9 2.3 Loading Condition and Stability of MV RIVERDANCE 11 2.4 Stability Book Version 12 2.5 Evaluation of the Stability Book 12 2.6 Vessel loading condition 13 3 MV RIVERDANCE - Scenario Assessments 22 3.1 Prior to the incident 22 3.2 Dynamic Stability of MV RIVERDANCE in Stern Seas 22 3.3 The Turn to Starboard 27 3.4 Cargo Shift Prior to and After the Turn to Starboard 30 3.5 Wind Effects 37 3.6 Other potential contributing factors on the vessel angle following the turn 37 3.7 Combined List and Heel after turn - Cumulative effect of downflooding with cargo shift and wind effects 43 3.8 Potential Transfer of Fluid between Heeling Tanks (13) 47 3.9 The attempted re-floating of MV RIVERDANCE 58 3.10 The most likely sequence of events 59 4 Conclusions 63 4.1 Conclusions 63 5 References / Bibliography 66 6 Abbreviations 67 A Loading Conditions 68 A.1 Lightship 68 A.2 Estimated Load Condition 69 A.3 Plus 10% Cargo 70 A.4 Plus 15% Cargo 71 A.5 VCG Up 72 A.6 VCG Up plus 10% Cargo 73 A.7 VCG Up plus 15% Cargo 74 A.8 Cargo Shifted Up 75 A.9 Cargo Shifted Down 76 A.10 Tank states for all loading conditions 77 7 Initial distribution list 79 Page 4 COMMERCIAL IN CONFIDENCE COMMERCIAL IN CONFIDENCE List of Figures Figure 2-1 - MV RIVERDANCE track 9 Figure 2-2 - Water Depth 10 Figure 2-3 - Most likely cargo positioning 19 Figure 3-1- Parametric roll in regular head seas. -
Service Operations Vessel 9020 Standard
1. Click with cursor in the blank space above 2. Drag & Drop Picture (16:9 ratio) 3. Optional: add hyperlink to Damen.com product page to the picture SERVICE OPERATIONS VESSEL 9020 STANDARD PICTURE OF SIMILAR VESSEL GENERAL DECK LAY-OUT Basic functions To provide stepless access onto Lift 2 tonne lift connecting 4 access levels (option: 6) for continuous windfarm assets for technicians, tools access between warehouse, weather deck and WTG via optional and parts by access system, crane and gangway. daughter craft. in both Construction Pedestals - for optional crane Support and Service Operations. - for optional gangway system Classification DNV-GL Maritime, notation: Helicopter winch area on foreship, stepless access to warehouse, hospital. Option: X 1A1, Offshore Service Vessel, helideck D-size 21m COMF(C-3, V-3), DYNPOS(AUTR), CTV landing facilities 1 fixed steel landing at stern. Clean, SF, E0, DK(+), SPS, NAUT(OSV- 1 removable alum. landing SB / PS. A), BWM(T), Recyclable, Crane Flag ACCOMMODATION Owner Crew/ special personnel 15-20x crew, 40-45x SP, all single cabins provided with WiFi, LAN, telephone and audio / video entert. (VOD and sat. TV). DIMENSIONS Other facilities up to 6 Offices and 5 meeting/ conference rooms for Charterer’s Length overall 89.65 m use. Beam moulded 20.00 m 2 Recr.-dayrooms, reception, hospital, drying rooms (M/F), Depth moulded 8.00 m changing rooms (M/F), wellness area (gym and sauna). Draught base (u.s. keel) 4.80 (6.30) m Gross Tonnage 6100 GT NAUTICAL AND COMMUNICATION EQUIPMENT Nautical Radar X-band + S-band, ECDIS, Conning, GMDSS Area 1, 2 and CAPACITIES 3. -
MN 20 of 2018 New Building Procedures – Ships and Boats
South African Maritime Safety Authority Ref: SM6/5/2/1 Date: 7 June 2018 Marine Notice No. 20 of 2018 New Building Procedures – Ships and Boats TO SHIP/BOAT BUILDERS, NAVAL ARCHITECTS, VESSEL OWNERS, REGIONAL MANAGERS, PRINCIPAL OFFICERS, REGISTRAR OF SHIPS AND SURVEY STAFF. Summary The following marine notice provides guidance to industry on processes to be followed for plan approval and SAMSA attendance during a new building, of a ship or boat to achieve compliance with the Merchant Shipping Act 57 of 1951 and supporting regulations applicable to Non-SOLAS convention ships (class vessels) and boats (category vessels). 1. INTRODUCTION The Merchant Shipping Act and supporting regulations address vessel construction in a compliance based manner while the process of building a ship/boat is a dynamic one which requires evaluation of all elements and continuous confirmation that the changing of one or more parameters has not affected others negatively. The difference between the two approaches can be represented as follows: Regulatory Compliance-based Approach Ship/boat design process While the design process is meant to be completed before submission of plans to the Authority, it is important to realise that requirements for regulatory changes may affect other elements of the vessel design. It is accordingly important for SAMSA to play a timely role in the plan approval and survey process to avoid requirements for changes late in a project which may cause delays and additional costs or even affect the operational capability of the end product. It is also important for the owner/builder to understand the legislative framework in which he/she is working to allow SAMSA the opportunity to identify area’s of non-compliance at an early stage for the same reasons as those outlined above. -
International Convention on Tonnage Measurement of Ships, 1969
No. 21264 MULTILATERAL International Convention on tonnage measurement of ships, 1969 (with annexes, official translations of the Convention in the Russian and Spanish languages and Final Act of the Conference). Concluded at London on 23 June 1969 Authentic texts: English and French. Authentic texts of the Final Act: English, French, Russian and Spanish. Registered by the International Maritime Organization on 28 September 1982. MULTILAT RAL Convention internationale de 1969 sur le jaugeage des navires (avec annexes, traductions officielles de la Convention en russe et en espagnol et Acte final de la Conf rence). Conclue Londres le 23 juin 1969 Textes authentiques : anglais et fran ais. Textes authentiques de l©Acte final: anglais, fran ais, russe et espagnol. Enregistr e par l©Organisation maritime internationale le 28 septembre 1982. Vol. 1291, 1-21264 4_____ United Nations — Treaty Series Nations Unies — Recueil des TVait s 1982 INTERNATIONAL CONVENTION © ON TONNAGE MEASURE MENT OF SHIPS, 1969 The Contracting Governments, Desiring to establish uniform principles and rules with respect to the determination of tonnage of ships engaged on international voyages; Considering that this end may best be achieved by the conclusion of a Convention; Have agreed as follows: Article 1. GENERAL OBLIGATION UNDER THE CONVENTION The Contracting Governments undertake to give effect to the provisions of the present Convention and the annexes hereto which shall constitute an integral part of the present Convention. Every reference to the present Convention constitutes at the same time a reference to the annexes. Article 2. DEFINITIONS For the purpose of the present Convention, unless expressly provided otherwise: (1) "Regulations" means the Regulations annexed to the present Convention; (2) "Administration" means the Government of the State whose flag the ship is flying; (3) "International voyage" means a sea voyage from a country to which the present Convention applies to a port outside such country, or conversely. -
Glossary of Nautical Terms: English – Japanese
Glossary of Nautical Terms: English – Japanese 2 Approved and Released by: Dal Bailey, DIR-IdC United States Coast Guard Auxiliary Interpreter Corps http://icdept.cgaux.org/ 6/29/2012 3 Index Glossary of Nautical Terms: English ‐ Japanese A…………………………………………………………………………………………………………………………………...…..pages 4 ‐ 6 B……………………………………………………………………………………………………………………………….……. pages 7 ‐ 18 C………………………………………………………………………………………………………………………….………...pages 19 ‐ 26 D……………………………………………………………………………………………..……………………………………..pages 27 ‐ 32 E……………………………………………………………………………………………….……………………….…………. pages 33 ‐ 35 F……………………………………………………………………………………………………….…………….………..……pages 36 ‐ 41 G……………………………………………………………………………………………….………………………...…………pages 42 ‐ 43 H……………………………………………………………………………………………………………….….………………..pages 49 ‐ 48 I…………………………………………………………………………………………..……………………….……….……... pages 49 ‐ 50 J…………………………….……..…………………………………………………………………………………………….………... page 51 K…………………………………………………………………………………………………….….…………..………………………page 52 L…………………………………………………………………………………………………..………………………….……..pages 53 ‐ 58 M…………………………………………………………………………………………….……………………………....….. pages 59 ‐ 62 N……………….........................................................................…………………………………..…….. pages 63 ‐ 64 O……………………………………..........................................................................…………….…….. pages 65 ‐ 67 P……………………….............................................................................................................. pages 68 ‐ 74 Q………………………………………………………………………………………………………..…………………….……...…… page 75 R………………………………………………………………………………………………..…………………….………….. -
International Convention on Tonnage Measurement of Ships, 1969
Page 1 of 47 Lloyd’s Register Rulefinder 2005 – Version 9.4 Tonnage - International Convention on Tonnage Measurement of Ships, 1969 Tonnage - International Convention on Tonnage Measurement of Ships, 1969 Copyright 2005 Lloyd's Register or International Maritime Organization. All rights reserved. Lloyd's Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the 'Lloyd's Register Group'. The Lloyd's Register Group assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Lloyd's Register Group entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract. file://C:\Documents and Settings\M.Ventura\Local Settings\Temp\~hh4CFD.htm 2009-09-22 Page 2 of 47 Lloyd’s Register Rulefinder 2005 – Version 9.4 Tonnage - International Convention on Tonnage Measurement of Ships, 1969 - Articles of the International Convention on Tonnage Measurement of Ships Articles of the International Convention on Tonnage Measurement of Ships Copyright 2005 Lloyd's Register or International Maritime Organization. All rights reserved. Lloyd's Register, its affiliates and subsidiaries and their respective officers, employees or agents are, individually and collectively, referred to in this clause as the 'Lloyd's Register Group'. The Lloyd's Register Group assumes no responsibility and shall not be liable to any person for any loss, damage or expense caused by reliance on the information or advice in this document or howsoever provided, unless that person has signed a contract with the relevant Lloyd's Register Group entity for the provision of this information or advice and in that case any responsibility or liability is exclusively on the terms and conditions set out in that contract. -
Shipbuilding
Shipbuilding A promising rst half, an uncertain second one 2018 started briskly in the wake of 2017. In the rst half of the year, newbuilding orders were placed at a rate of about 10m dwt per month. However the pace dropped in the second half, as owners grappled with a rise in newbuilding prices and growing uncertainty over the IMO 2020 deadline. Regardless, newbuilding orders rose to 95.5m dwt in 2018 versus 83.1m dwt in 2017. Demand for bulkers, container carriers and specialised ships increased, while for tankers it receded, re ecting low freight rates and poor sentiment. Thanks to this additional demand, shipbuilders succeeded in raising newbuilding prices by about 10%. This enabled them to pass on some of the additional building costs resulting from higher steel prices, new regulations and increased pressure from marine suppliers, who have also been struggling since 2008. VIIKKI LNG-fuelled forest product carrier, 25,600 dwt (B.Delta 25), built in 2018 by China’s Jinling for Finland’s ESL Shipping. 5 Orders Million dwt 300 250 200 150 100 50 SHIPBUILDING SHIPBUILDING KEY POINTS OF 2018 KEY POINTS OF 2018 0 2003 2004 2005 2006 2007 2008 2009 2010 2011 2012 2013 2014 2015 2016 2017 2018 Deliveries vs demolitions Fleet evolution Deliveries Demolitions Fleet KEY POINTS OF 2018 Summary 2017 2018 Million dwt Million dwt Million dwt Million dwt Ships 1,000 1,245 Orders 200 2,000 m dwt 83.1 95.5 180 The three Asian shipbuilding giants, representing almost 95% of the global 1,800 orderbook by deadweight, continued to ght ercely for market share. -
Draft Final Report on Mtcp Tonnage Measurement Study
Tonnage Measurement Study MTCP Work Package 2.1 Quality and Efficiency Final Report Bremen /Brussels, November 2006 Disclaimer: The use of any knowledge, information or data contained in this document shall be at the user's sole risk. The members of the Maritime Transport Coordination Platform accepts no liability or responsibility, in negligence or otherwise, for any loss, damage or expense whatever sustained by any person as a result of the use, in any manner or form, of any knowledge, information or data contained in this document, or due to any inaccuracy, omission or error therein contained. The contents and the views expressed in the document remain the responsibility of the Maritime Transport Coordination Platform. The European Community shall not in any way be liable or responsible for the use of any such knowledge, information or data, or of the consequences thereof. Content 0. Executive Summary............................................................................................1 1 Introduction and Background ............................................................................2 2 Structure of Report..............................................................................................3 3. The London Tonnage Convention (1969) .......................................................4 3.1 Brief History..................................................................................................4 3.2 Purpose and Regulations of the Convention..................................................5 3.3 Definitions......................................................................................................8 -
SIMPLIFIED MEASUREMENT TONNAGE FORMULAS (46 CFR SUBPART E) Prepared by U.S
SIMPLIFIED MEASUREMENT TONNAGE FORMULAS (46 CFR SUBPART E) Prepared by U.S. Coast Guard Marine Safety Center, Washington, DC Phone (202) 366-6441 GROSS TONNAGE NET TONNAGE SAILING HULLS D GROSS = 0.5 LBD SAILING HULLS 100 (PROPELLING MACHINERY IN HULL) NET = 0.9 GROSS SAILING HULLS (KEEL INCLUDED IN D) D GROSS = 0.375 LBD SAILING HULLS 100 (NO PROPELLING MACHINERY IN HULL) NET = GROSS SHIP-SHAPED AND SHIP-SHAPED, PONTOON AND CYLINDRICAL HULLS D D BARGE HULLS GROSS = 0.67 LBD (PROPELLING MACHINERY IN 100 HULL) NET = 0.8 GROSS BARGE-SHAPED HULLS SHIP-SHAPED, PONTOON AND D GROSS = 0.84 LBD BARGE HULLS 100 (NO PROPELLING MACHINERY IN HULL) NET = GROSS 1. DIMENSIONS. The dimensions, L, B and D, are the length, breadth and depth, respectively, of the hull measured in feet to the nearest tenth of a foot. See the conversion table on the back of this form for converting inches to tenths of a foot. LENGTH (L) is the horizontal distance between the outboard side of the foremost part of the stem and the outboard side of the aftermost part of the stern, excluding rudders, outboard motor brackets, and other similar fittings and attachments. BREADTH (B) is the horizontal distance taken at the widest part of the hull, excluding rub rails and deck caps, from the outboard side of the skin (outside planking or plating) on one side of the hull, to the outboard side of the skin on the other side of the hull. DEPTH (D) is the vertical distance taken at or near amidships from a line drawn horizontally through the uppermost edges of the skin (outside planking or plating) at the sides of the hull (excluding the cap rail, trunks, cabins, deck caps, and deckhouses) to the outboard face of the bottom skin of the hull, excluding the keel. -
A Study of the Size of Nuclear Fuel Carriers, the Most Required Ships for Safety : How Large Can Ship's Tonnage Be? Azusa Fukasawa World Maritime University
World Maritime University The Maritime Commons: Digital Repository of the World Maritime University World Maritime University Dissertations Dissertations 2013 A study of the size of nuclear fuel carriers, the most required ships for safety : how large can ship's tonnage be? Azusa Fukasawa World Maritime University Follow this and additional works at: http://commons.wmu.se/all_dissertations Part of the Risk Analysis Commons Recommended Citation Fukasawa, Azusa, "A study of the size of nuclear fuel carriers, the most required ships for safety : how large can ship's tonnage be?" (2013). World Maritime University Dissertations. 228. http://commons.wmu.se/all_dissertations/228 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 A STUDY OF THE SIZE OF NUCLEAR FUEL CARRIERS, THE MOST REQUIRED SHIP FOR SAFETY How large can ship’s tonnage be? By AZUSA FUKASAWA Japan A dissertation submitted to the World Maritime University in partial fulfilment of the requirements for the award of the degree of MASTER OF SCIENCE In MARITIME AFFAIRS (MARITIME SAFETY AND ENVIRONMENTAL ADMINISTRATION) 2013 Copyright Azusa Fukasawa, 2013 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.