Stellar Daisy was a VLOC that sank with the loss of 22 lives. Only 2 of the crew survived. This article examines the issues concerning bulk carrier safety
This document discusses CFD simulation capabilities for marine and offshore applications. It describes how CFD can help with challenges like fluid resistance minimization, wave impact prediction, propeller cavitation effects, and sloshing in ship tanks. The document outlines CFD capabilities such as sea state generation, seakeeping and maneuverability prediction, propulsion effects simulation, cavitation control, and analysis of fluid resistance, sloshing, wave impact loading, hull slamming, vortex-induced motions, and wind loading on vessels. It also mentions key features for marine and offshore simulations like handling complex geometries and grid adaptation for moving bodies.
The first responders to a marine casualty can greatly affect its outcome. The Rapid Response Damage Assessment (RRDA) program provides comprehensive support during marine casualties by utilizing detailed vessel models and simulation software. RRDA engineers work to simulate remedial options for the vessel in distress and advise salvage decision-makers. Their standard approach involves quickly assembling an expert team, contacting the vessel, running simulations to develop preliminary assessments and recommended responses, and maintaining continuous communication to update the model based on changing conditions.
This document provides an overview of various departments involved in ship design and construction. It discusses the forward design group, electrical and weapons department, outfit department, and structure department. Key points include how ships are launched, stability calculations, damage control assessments, electrical and navigation systems onboard, and outfitting elements like insulation, ladders, anchors, and ventilation. Calculations are performed to predict ship behavior during launch and to ensure stability under various loading conditions.
Capt. Robert C. Koehler Jr. has over 35 years of experience in the maritime industry, including serving as a Port Pilot in Los Angeles and Long Beach for over 30 years where he piloted over 15,000 vessel transits. He is currently working as the Master, Pilot, Engineer and Deckhand in Southern California, piloting tugs and freight barges as well as working aboard ship assist tugs and bunker barges. Capt. Koehler holds numerous licenses and certifications including a First Class Pilot license for the Ports of Los Angeles, Long Beach, and Anaheim Bay as well as a Master of Towing Vessels license for oceans.
PowerLogistics Asia 2014 - Combining Experience, Know - How & Equipment - Jon...PowerLift Events
www.powerlogisticsasia.com is an annual project logistics event which is taking place in Singapore. The event brings together the heavy transport and lifting industry that is catering to the oil, gas, heavy engineering, power, mining and other related industries. It offers a great opportunity for participants to hold up the flag in the South East Asian project cargo market. It comprises of educational workshops, conferences, seminars and an exhibition.
www.powerlogisticsasia.com
This document provides an overview of the different parts of an oil tanker ship through diagrams and descriptions. It discusses areas like the forecastle deck where anchoring and mooring occur, the main deck where manifolds and cranes are located, the accommodation block where the crew lives and works, the engine room that powers the ship, and safety equipment like lifeboats. It also explains how the rudder and propeller enable the ship to move and be steered, and how mooring lines secure the ship safely at berths or buoys. The conclusion warns that if a ship is not properly moored or tied up, surging can damage equipment or cause spills.
This document summarizes the key responsibilities of a naval architect. It discusses how naval architects design ship structures, assess stability, analyze resistance and powering needs, evaluate seakeeping performance, and follow a design process. For each area, it provides a brief example and overview of the technical considerations and calculations involved. The overall message is that while kids may dream of designing grand ships, as a naval architect the work involves both large and small projects, using engineering skills to ensure vessels can float and operate safely.
This document discusses CFD simulation capabilities for marine and offshore applications. It describes how CFD can help with challenges like fluid resistance minimization, wave impact prediction, propeller cavitation effects, and sloshing in ship tanks. The document outlines CFD capabilities such as sea state generation, seakeeping and maneuverability prediction, propulsion effects simulation, cavitation control, and analysis of fluid resistance, sloshing, wave impact loading, hull slamming, vortex-induced motions, and wind loading on vessels. It also mentions key features for marine and offshore simulations like handling complex geometries and grid adaptation for moving bodies.
The first responders to a marine casualty can greatly affect its outcome. The Rapid Response Damage Assessment (RRDA) program provides comprehensive support during marine casualties by utilizing detailed vessel models and simulation software. RRDA engineers work to simulate remedial options for the vessel in distress and advise salvage decision-makers. Their standard approach involves quickly assembling an expert team, contacting the vessel, running simulations to develop preliminary assessments and recommended responses, and maintaining continuous communication to update the model based on changing conditions.
This document provides an overview of various departments involved in ship design and construction. It discusses the forward design group, electrical and weapons department, outfit department, and structure department. Key points include how ships are launched, stability calculations, damage control assessments, electrical and navigation systems onboard, and outfitting elements like insulation, ladders, anchors, and ventilation. Calculations are performed to predict ship behavior during launch and to ensure stability under various loading conditions.
Capt. Robert C. Koehler Jr. has over 35 years of experience in the maritime industry, including serving as a Port Pilot in Los Angeles and Long Beach for over 30 years where he piloted over 15,000 vessel transits. He is currently working as the Master, Pilot, Engineer and Deckhand in Southern California, piloting tugs and freight barges as well as working aboard ship assist tugs and bunker barges. Capt. Koehler holds numerous licenses and certifications including a First Class Pilot license for the Ports of Los Angeles, Long Beach, and Anaheim Bay as well as a Master of Towing Vessels license for oceans.
PowerLogistics Asia 2014 - Combining Experience, Know - How & Equipment - Jon...PowerLift Events
www.powerlogisticsasia.com is an annual project logistics event which is taking place in Singapore. The event brings together the heavy transport and lifting industry that is catering to the oil, gas, heavy engineering, power, mining and other related industries. It offers a great opportunity for participants to hold up the flag in the South East Asian project cargo market. It comprises of educational workshops, conferences, seminars and an exhibition.
www.powerlogisticsasia.com
This document provides an overview of the different parts of an oil tanker ship through diagrams and descriptions. It discusses areas like the forecastle deck where anchoring and mooring occur, the main deck where manifolds and cranes are located, the accommodation block where the crew lives and works, the engine room that powers the ship, and safety equipment like lifeboats. It also explains how the rudder and propeller enable the ship to move and be steered, and how mooring lines secure the ship safely at berths or buoys. The conclusion warns that if a ship is not properly moored or tied up, surging can damage equipment or cause spills.
This document summarizes the key responsibilities of a naval architect. It discusses how naval architects design ship structures, assess stability, analyze resistance and powering needs, evaluate seakeeping performance, and follow a design process. For each area, it provides a brief example and overview of the technical considerations and calculations involved. The overall message is that while kids may dream of designing grand ships, as a naval architect the work involves both large and small projects, using engineering skills to ensure vessels can float and operate safely.
The document answers frequently asked questions about changes to the deadline for sailors to submit conversion requests to the Enlisted Retention Board. The new deadline is August 15, 2011 to allow more time for sailors to complete necessary tests and submit full applications. Sailors eligible for conversion review include those not subject to separation under Perform to Serve rules, regardless of end of service date. Conversion requests will now be reviewed after the retention board chooses sailors for separation or retention in their current roles.
This document provides definitions and explanations of basic ship structure, compartmentation, and material conditions of readiness. It defines key ship structure terms like hull, frames, decks, bulkheads, and compartments. It explains how compartments are numbered and defined. It also outlines the different material conditions of readiness like X-ray, Yoke, Zebra, and William and what purposes they serve like damage control and chemical/biological protection.
This document defines and explains key ship dimensions and terms used to describe a ship's size and design. It discusses measurements like length between perpendiculars, molded beam, draft, sheer, and freeboard. It also defines tonnage measurements including displacement tonnage, lightweight tonnage, deadweight tonnage, gross tonnage, and net tonnage. Finally, it describes the load line mark used to indicate a ship's assigned summer freeboard.
The document defines and describes various parts of a ship. It identifies the bow and stern as the front and back of the ship. It explains that the hull is the part that is partly in the water and carries cargo in holds, while the freeboard is the part above the water and the draught is the part below. It also outlines key features like the propeller that propels the ship forward, the rudder that controls turning, lifeboats for emergency evacuation, and the bridge that serves as the ship's control center.
The document defines and provides typical values for several coefficients used to measure ship design characteristics:
Block Co-efficient measures the fullness of a ship's form and ranges from 0.5-0.65 for very fast ships to 0.75-0.85 for slow cargo ships. Prismatic Co-efficient is the ratio of a ship's displacement volume to its midship volume and ranges from 0.55-0.85. Midship Section Co-efficient is the ratio of a ship's midship area to its rectangular area and ranges from 0.85-0.99. Waterplane Area Co-efficient is the ratio of a ship's waterplane area to its rectangular area and ranges from 0.70
The document discusses ship construction and design. It describes the process of designing a ship including determining dimensions and purposes. It then explains how a ship is constructed through building units that are welded together and outfitted. The document also covers principles of ship strength, loads on the hull, and primary, secondary and tertiary structural analysis of bending in the hull.
This document defines key terms and dimensions used to describe ships and their specifications. It includes definitions for length overall, length between perpendiculars, beam, draught, trim, coefficients, tonnages and more. Diagrams are provided to illustrate terms like block coefficient that describe the shape of a ship's underwater body. The document is intended as an introduction to the main particulars and dimensions used in marine technology to specify ships and analyze their properties.
1. The document provides information on ship construction, including definitions of key ship design terminology and descriptions of basic ship types and designs.
2. It discusses the three main stages of initial ship design - concept, preliminary, and contract design. Key ship dimensions and specifications that are determined at each stage are outlined.
3. Ship types covered include liquid cargo ships, dry cargo ships, passenger ships, offshore vessels, fishing vessels, and naval vessels. The evolution of cargo ship designs over time is summarized.
Common nautical terms used aboard ships include:
- Knot - a unit of speed equal to one nautical mile per hour. A knot is also a method of fastening line or rope.
- Draft - the depth of a ship below the waterline. Draft marks show the draft on the stern and stem.
- Berth - a mooring space for a vessel. Lines like head lines and spring lines are used to secure a ship in its berth.
- Bearing - a compass direction from one point to another, in degrees or compass points. Navigation relies on taking and plotting bearings.
The document defines key ship dimensions and terms used to describe a ship's size and structure. It explains measurements like length overall, length between perpendiculars, beam, draft, depth, and definitions of areas like the bow, stern, port, and starboard. It also summarizes tonnage measurements including displacement tonnage, lightweight tonnage, deadweight tonnage, gross tonnage, and net tonnage. Load line markings and their purpose are briefly described as well.
This document provides an overview of training modules for marine engineering at the management level. It covers 4 modules: 1) manage the operation of propulsion plant machinery, 2) plan and schedule operations, 3) operation surveillance and safety, and 4) manage fuel and ballast operations. The specific section summarized discusses concepts of naval architecture and ship construction, including stability and trim. It defines terms like center of gravity, center of buoyancy, metacenter, and metacentric height and explains their impact on stability. It also covers effects of trim, free surface, and tank soundings.
The document discusses the International Convention on Load Lines of 1966 adopted by IMO. It establishes limitations on ship draft through requirements for freeboard assignments. This ensures adequate stability and avoids hull stress from overloading. Freeboards consider subdivision and damage stability calculations. The convention applies to cargo and passenger ships on international voyages, with exemptions. It specifies surveys and certificates to verify ships meet requirements and markings to indicate assigned freeboard.
This document discusses multi-hull vessels, including their history, features, new advancements, and potential drawbacks. It notes that multi-hull vessels originated to provide stability while maintaining a high length-to-beam ratio for speed. Today, many ferries and smaller vessels use catamaran and trimaran designs for their efficiency. New developments include wave-piercing trimarans that can achieve very high speeds and semi-planing mono-hulls with foils for improved seakeeping. However, multi-hull designs also face challenges with docking, construction costs, and applicability in ice.
This document discusses watertight integrity and weather tightness on ships. It covers requirements for openings in watertight bulkheads, doors to maintain watertight integrity, access doors and hatches, watertight doors or ramps to internally subdivide cargo spaces, and other closing appliances to ensure watertight integrity. Specific topics covered include requirements for sliding watertight doors, indicators to show if doors are open or closed, reinforcement around openings in bulkheads, and testing of watertight doors.
1. The document discusses the need to update the US Coast Guard's bridge permitting guidelines to account for projected sea level rise of 2 feet by 2050 and 6.6 feet by 2100 in order to ensure the safe passage of vessels and sustain the lifespan of bridges.
2. Currently, the guidelines only recommend considering potential sea level rise as a side factor, but with nearly 2,300 miles of tidal shoreline in Florida, failing to incorporate projected increases could severely limit navigation in vulnerable waterways and cost billions in economic impacts.
3. Updating permitting to proactively require higher bridges based on sea level rise projections would reduce reactive alteration costs and prevent bridges from becoming obstacles much sooner than anticipated under current standards.
The document provides vocabulary definitions for chapters 1-2 of the book "The Wreckers". It defines nautical and other terms related to sailing ships, weather, navigation, and shipwrecks. Some key terms defined include brig, topsail, barometer, chart, league, helmsman, bowsprit, ballast, jib, kelp, manacle, barrel stave, splice, geyser, flotsam, block house and supine.
Kleijweg - Resistance Prediction for High Performance Sailing Yachts Niels Kleijweg
- The document discusses improving the velocity prediction of modern high performance sailing yachts through developing a new systematic series of contemporary hull designs and deriving regression formulas for predicting bare hull resistance based on hydrostatic parameters.
- A new systematic series was created using a TP52 design as the parent model, containing 21 hull variations representative of today's designs. Computational fluid dynamics was used to determine the resistance of models in the series at various speeds and trim conditions.
- Regressions were derived from the resistance data that can predict minimum resistance for a full crew or resistance for different crew configurations. The regressions provide accurate predictions for models in the series and, to some extent, for models outside the series parameters. The regress
“Common damage defects that may occur on watertight transverse bulkheads situ...HANNAMARECAIPANG
The document discusses common defects that can occur on transverse bulkheads of bulk carriers, including fractures, buckling, and corrosion. It notes key areas that are vulnerable like connections to other structures. Improper cargo handling can also cause damage if cargo is overloaded or trimmed improperly. Assessing defects and damage to cargo spaces is important, as corrosion or physical damage from cargo operations can weaken the ship's structure over time if not addressed. Protective coatings in cargo holds need maintenance to prevent accelerated corrosion.
This document discusses ship operation and management. It covers factors to consider in planning sailing schedules, including ship availability, traffic volume and characteristics, maintenance needs, crew availability and costs, climatic conditions, competition, port duties, voyage time, ship types and sizes, political factors, and more. It also discusses fleet planning, focusing on meeting business objectives, market forecasts, ship investments, voyage planning, and operating costs. Key factors that influence fleet planning decisions are also outlined, such as vessel size and capacity, schedule flexibility, demand trends, and trade routes. The document also covers ship productivity, cargo flow, manning of vessels including duties of officers and departments, and crew engagement and discharge procedures.
The document provides information on dry docking procedures for ships, including statutory regulations requiring dry docking at certain intervals. It details the process before, during, and after dry docking, including notifying the dock manager, creating work lists, ensuring stability and draft, connecting services, safety precautions during work, standard and optional repair items, and procedures for entering, working in, and leaving the dry dock. Key steps include surveys; cleaning, painting and inspecting the hull; and overhauling items like anchors, propellers, rudders and valves.
The document answers frequently asked questions about changes to the deadline for sailors to submit conversion requests to the Enlisted Retention Board. The new deadline is August 15, 2011 to allow more time for sailors to complete necessary tests and submit full applications. Sailors eligible for conversion review include those not subject to separation under Perform to Serve rules, regardless of end of service date. Conversion requests will now be reviewed after the retention board chooses sailors for separation or retention in their current roles.
This document provides definitions and explanations of basic ship structure, compartmentation, and material conditions of readiness. It defines key ship structure terms like hull, frames, decks, bulkheads, and compartments. It explains how compartments are numbered and defined. It also outlines the different material conditions of readiness like X-ray, Yoke, Zebra, and William and what purposes they serve like damage control and chemical/biological protection.
This document defines and explains key ship dimensions and terms used to describe a ship's size and design. It discusses measurements like length between perpendiculars, molded beam, draft, sheer, and freeboard. It also defines tonnage measurements including displacement tonnage, lightweight tonnage, deadweight tonnage, gross tonnage, and net tonnage. Finally, it describes the load line mark used to indicate a ship's assigned summer freeboard.
The document defines and describes various parts of a ship. It identifies the bow and stern as the front and back of the ship. It explains that the hull is the part that is partly in the water and carries cargo in holds, while the freeboard is the part above the water and the draught is the part below. It also outlines key features like the propeller that propels the ship forward, the rudder that controls turning, lifeboats for emergency evacuation, and the bridge that serves as the ship's control center.
The document defines and provides typical values for several coefficients used to measure ship design characteristics:
Block Co-efficient measures the fullness of a ship's form and ranges from 0.5-0.65 for very fast ships to 0.75-0.85 for slow cargo ships. Prismatic Co-efficient is the ratio of a ship's displacement volume to its midship volume and ranges from 0.55-0.85. Midship Section Co-efficient is the ratio of a ship's midship area to its rectangular area and ranges from 0.85-0.99. Waterplane Area Co-efficient is the ratio of a ship's waterplane area to its rectangular area and ranges from 0.70
The document discusses ship construction and design. It describes the process of designing a ship including determining dimensions and purposes. It then explains how a ship is constructed through building units that are welded together and outfitted. The document also covers principles of ship strength, loads on the hull, and primary, secondary and tertiary structural analysis of bending in the hull.
This document defines key terms and dimensions used to describe ships and their specifications. It includes definitions for length overall, length between perpendiculars, beam, draught, trim, coefficients, tonnages and more. Diagrams are provided to illustrate terms like block coefficient that describe the shape of a ship's underwater body. The document is intended as an introduction to the main particulars and dimensions used in marine technology to specify ships and analyze their properties.
1. The document provides information on ship construction, including definitions of key ship design terminology and descriptions of basic ship types and designs.
2. It discusses the three main stages of initial ship design - concept, preliminary, and contract design. Key ship dimensions and specifications that are determined at each stage are outlined.
3. Ship types covered include liquid cargo ships, dry cargo ships, passenger ships, offshore vessels, fishing vessels, and naval vessels. The evolution of cargo ship designs over time is summarized.
Common nautical terms used aboard ships include:
- Knot - a unit of speed equal to one nautical mile per hour. A knot is also a method of fastening line or rope.
- Draft - the depth of a ship below the waterline. Draft marks show the draft on the stern and stem.
- Berth - a mooring space for a vessel. Lines like head lines and spring lines are used to secure a ship in its berth.
- Bearing - a compass direction from one point to another, in degrees or compass points. Navigation relies on taking and plotting bearings.
The document defines key ship dimensions and terms used to describe a ship's size and structure. It explains measurements like length overall, length between perpendiculars, beam, draft, depth, and definitions of areas like the bow, stern, port, and starboard. It also summarizes tonnage measurements including displacement tonnage, lightweight tonnage, deadweight tonnage, gross tonnage, and net tonnage. Load line markings and their purpose are briefly described as well.
This document provides an overview of training modules for marine engineering at the management level. It covers 4 modules: 1) manage the operation of propulsion plant machinery, 2) plan and schedule operations, 3) operation surveillance and safety, and 4) manage fuel and ballast operations. The specific section summarized discusses concepts of naval architecture and ship construction, including stability and trim. It defines terms like center of gravity, center of buoyancy, metacenter, and metacentric height and explains their impact on stability. It also covers effects of trim, free surface, and tank soundings.
The document discusses the International Convention on Load Lines of 1966 adopted by IMO. It establishes limitations on ship draft through requirements for freeboard assignments. This ensures adequate stability and avoids hull stress from overloading. Freeboards consider subdivision and damage stability calculations. The convention applies to cargo and passenger ships on international voyages, with exemptions. It specifies surveys and certificates to verify ships meet requirements and markings to indicate assigned freeboard.
This document discusses multi-hull vessels, including their history, features, new advancements, and potential drawbacks. It notes that multi-hull vessels originated to provide stability while maintaining a high length-to-beam ratio for speed. Today, many ferries and smaller vessels use catamaran and trimaran designs for their efficiency. New developments include wave-piercing trimarans that can achieve very high speeds and semi-planing mono-hulls with foils for improved seakeeping. However, multi-hull designs also face challenges with docking, construction costs, and applicability in ice.
This document discusses watertight integrity and weather tightness on ships. It covers requirements for openings in watertight bulkheads, doors to maintain watertight integrity, access doors and hatches, watertight doors or ramps to internally subdivide cargo spaces, and other closing appliances to ensure watertight integrity. Specific topics covered include requirements for sliding watertight doors, indicators to show if doors are open or closed, reinforcement around openings in bulkheads, and testing of watertight doors.
1. The document discusses the need to update the US Coast Guard's bridge permitting guidelines to account for projected sea level rise of 2 feet by 2050 and 6.6 feet by 2100 in order to ensure the safe passage of vessels and sustain the lifespan of bridges.
2. Currently, the guidelines only recommend considering potential sea level rise as a side factor, but with nearly 2,300 miles of tidal shoreline in Florida, failing to incorporate projected increases could severely limit navigation in vulnerable waterways and cost billions in economic impacts.
3. Updating permitting to proactively require higher bridges based on sea level rise projections would reduce reactive alteration costs and prevent bridges from becoming obstacles much sooner than anticipated under current standards.
The document provides vocabulary definitions for chapters 1-2 of the book "The Wreckers". It defines nautical and other terms related to sailing ships, weather, navigation, and shipwrecks. Some key terms defined include brig, topsail, barometer, chart, league, helmsman, bowsprit, ballast, jib, kelp, manacle, barrel stave, splice, geyser, flotsam, block house and supine.
Kleijweg - Resistance Prediction for High Performance Sailing Yachts Niels Kleijweg
- The document discusses improving the velocity prediction of modern high performance sailing yachts through developing a new systematic series of contemporary hull designs and deriving regression formulas for predicting bare hull resistance based on hydrostatic parameters.
- A new systematic series was created using a TP52 design as the parent model, containing 21 hull variations representative of today's designs. Computational fluid dynamics was used to determine the resistance of models in the series at various speeds and trim conditions.
- Regressions were derived from the resistance data that can predict minimum resistance for a full crew or resistance for different crew configurations. The regressions provide accurate predictions for models in the series and, to some extent, for models outside the series parameters. The regress
“Common damage defects that may occur on watertight transverse bulkheads situ...HANNAMARECAIPANG
The document discusses common defects that can occur on transverse bulkheads of bulk carriers, including fractures, buckling, and corrosion. It notes key areas that are vulnerable like connections to other structures. Improper cargo handling can also cause damage if cargo is overloaded or trimmed improperly. Assessing defects and damage to cargo spaces is important, as corrosion or physical damage from cargo operations can weaken the ship's structure over time if not addressed. Protective coatings in cargo holds need maintenance to prevent accelerated corrosion.
This document discusses ship operation and management. It covers factors to consider in planning sailing schedules, including ship availability, traffic volume and characteristics, maintenance needs, crew availability and costs, climatic conditions, competition, port duties, voyage time, ship types and sizes, political factors, and more. It also discusses fleet planning, focusing on meeting business objectives, market forecasts, ship investments, voyage planning, and operating costs. Key factors that influence fleet planning decisions are also outlined, such as vessel size and capacity, schedule flexibility, demand trends, and trade routes. The document also covers ship productivity, cargo flow, manning of vessels including duties of officers and departments, and crew engagement and discharge procedures.
The document provides information on dry docking procedures for ships, including statutory regulations requiring dry docking at certain intervals. It details the process before, during, and after dry docking, including notifying the dock manager, creating work lists, ensuring stability and draft, connecting services, safety precautions during work, standard and optional repair items, and procedures for entering, working in, and leaving the dry dock. Key steps include surveys; cleaning, painting and inspecting the hull; and overhauling items like anchors, propellers, rudders and valves.
This document provides information on liquefaction issues for solid bulk cargoes like mineral ores. It discusses the principles of liquefaction, where cargoes can transition from a solid to fluid state due to compaction from ship motions increasing water pressure between particles. Regulations in SOLAS and the IMSBC Code require shippers to test cargoes that may liquefy and provide certificates stating the moisture content is below the transportable moisture limit to prevent liquefaction. Specific challenges are outlined for unprocessed ores like iron ore fines and nickel ore, which can be very heterogeneous in composition and moisture content. Close adherence to testing and certification requirements is necessary to ensure only safe cargoes are transported.
This document provides guidance on securing cargo containers aboard ships. It begins with an introduction noting that while container ships can now carry containers stacked higher, lashing systems have not developed to secure containers above the third or fourth tier. The failure to properly secure containers has led to increased losses overboard.
It then provides basic advice on best practices for securing containers, such as checking stack weights, using approved lashing plans, inspecting containers and equipment for defects, and adjusting lashings before bad weather. It also lists "do's and don'ts" and dispels common false beliefs about container securing.
The document discusses different lashing systems, ship types suitable for container carriage, and safety practices for working with containers
The document summarizes the International Maritime Solid Bulk Cargo Code (IMSBC Code) which provides regulations for the safe carriage of solid bulk cargoes by sea. It outlines the various risks associated with carrying solid bulk cargoes including cargo liquefaction, fires, explosions, and damage to ship structures. The code contains 12 sections that specify provisions for loading/unloading procedures, personnel and ship safety, cargo assessment, trimming procedures, determining cargo properties like angle of repose, testing liquifiable cargoes, hazardous materials, and more. It includes cargo schedules in appendices that describe individual cargo properties and handling requirements.
This document provides information on cargo work including loading, discharging, and stowing cargo. It discusses the responsibilities of the master and crew to deliver cargo in good condition. Various types of cargo are described like general cargo, refrigerated cargo, timber, paper, and pipes. Considerations for safe stowage include securing cargo to prevent shifting and protecting different cargoes from damaging each other. Cargo stowage plans show the layout and location of all cargo aboard the ship.
Cargo liquefaction poses a serious danger for ships carrying certain bulk cargoes like iron ore and nickel ore. When such cargoes have a moisture content exceeding their transportable moisture limit (TML), the agitation of the voyage can cause the particles to separate, resulting in a sudden loss of strength and causing the cargo to behave like a liquid. This can severely compromise the ship's stability and potentially lead to capsizing. The International Maritime Solid Bulk Cargoes (IMSBC) Code provides categorization and testing methods to determine a cargo's TML, below which it would be safe to carry. However, several ships have been lost due to liquefaction accidents in recent years, highlighting the importance of the ship
This document provides guidance on conducting an accurate draft survey to determine the amount of cargo on a vessel. It explains that draft surveys involve taking draft readings and using calculations to find displacement and deadweight, which then allows determining the cargo weight. It outlines the key steps, which include measuring drafts, sampling water density, sounding tanks, and establishing weights of oils and ballast water on board. Care needs to be taken to account for factors like trim, currents, and water density that can impact readings.
The document discusses the International Convention on Load Lines of 1966 which establishes uniform principles and rules regarding load lines on ships involved in international voyages. It outlines the requirements for assigning freeboards based on zones and seasons, surveying and certifying ships, marking load lines on ships, and other provisions to ensure ships are properly loaded for safety and stability in various weather conditions around the world. The convention aims to determine safe limits of load lines for ships to maintain adequate freeboard and prevent overloading.
In view of the desire to prevent vessel grounding at port and channel entry thus, maintaining
ship’s continued trading, this research work presents how Maximum squats and the remaining under-keel
clearances can be predictedfor two vessel categories (Container and General Cargo) along two prominent
channels (BONNY ACCESS and the BONNY TO ONNE JUNCTION) in Nigeria using empirical models
developed for maximum squat in the open water and confined channels conditions. The results obtained show
that maximum squat increase with increasing vessel speed as the ratio of water depth to vessel draft (H/T)
reduces for any particular channel or vessel. However, an opposite trend was observed with the remaining
under-keel-clearances as they zero up and even cross to negatives, indicating vessel grounding; both of which
agree with the results of previous researchers. Further analysis revealed that for optimal vessel safety the
cruising speed within these channels should be between 0.5 knots to 5knots for the open water conditions,(H/T
between1.10 -1.40),investigated. Hence, if pilots should cruise at the speed limit for the critical H/T ratio where
the remaining under-keel clearance is not lower than the channel designed minimum, safety is guaranteed along
either channel even with changing depths.
Ship To Ship Transfer Operations
This document discusses ship to ship (STS) transfer operations, which involve transferring oil between two ships while anchored or underway. STS operations are increasing globally and allow flexible cargo transfers with minimal infrastructure. However, they also entail high risks that have led to many incidents, especially in areas like West Africa, South America, and Indonesia where standards are poorer. To manage these risks, the company discussed implements stringent vetting of daughter vessels and ensures proper risk mitigation measures like tugs and mooring masters. While avoiding risky areas could reduce incidents, the company aims to support new business opportunities through good risk management. Improving crew training and STS provider standards, especially in developing areas, will help achieve
A Comparative Analysis for Predicting Ship Squat in Shallow WaterIRJET Journal
This document discusses ship squat, which is the phenomenon where a ship sinks deeper in the water and alters its trim as it increases speed. It provides an overview of ship squat, compares different empirical formulas for predicting squat values, and analyzes how factors like ship speed, block coefficient, boundary layer thickness, and shear stress affect squat. The analysis shows that squat generally increases significantly with ship speed and is more pronounced for ships with higher block coefficients. It also demonstrates that different empirical formulas can produce varying squat predictions, so more conservative formulas are preferable for ensuring safe navigation. Boundary layer thickness and shear stress are also found to grow with distance from the ship's bow and increase at higher speeds.
This document provides guidance on conducting accurate draught surveys to measure bulk cargoes. It outlines best practices for reading draught marks, accounting for vessel trim, water density, ballast levels, and other factors. Key steps include taking multiple water samples at various depths, using calibrated equipment, and sounding all tanks to minimize cumulative errors. Following the procedures can achieve an accuracy of +/- 0.5% when measuring cargo quantities. Close cooperation with vessel officers and accounting for weather conditions are also emphasized.
The document provides information about major ports, non-major ports, and the Indian maritime coastline and ports. It notes that India has 12 major ports, over 200 non-major ports, 111 notified ports, and a total coastline of over 7,500 km. It also discusses various types of berths at ports, including Ro/Ro berths, passenger berths, dry bulk carrier berths, and tanker berths.
MEC401 Directed Studies In Mechanical Engineering.docxstirlingvwriters
This document discusses challenges related to ship repair and maintenance during the COVID-19 pandemic. Key challenges include working with a multicultural workforce with different communication styles, language barriers, and decision-making norms. Management challenges involve project planning, arranging service engineers, using third-party contractors, and minimizing meetings. Ensuring environmental compliance for ballast water management requires exchange at least 50-200 nautical miles from land and at depths of at least 200 meters. Ballast water management plans must document ship details and diagrams, safety considerations, and environmental conditions. Dry dock surveys require draining water to fully inspect the vessel.
The Norwegian Lifeboat Project was a 4-year investigation of the 16 types of freefall lifeboats used on the Norwegian Continental Shelf initiated after structural weaknesses were discovered in 2005. The project included over 20,000 model tests and 1.5 million simulations to evaluate the lifeboats' structural strength, impact on occupants from accelerations, and ability to gain headway after water entry up to 100-year weather conditions. The findings revealed design and testing standards from the International Maritime Organization were inadequate. As a result, 140 lifeboats were reinforced and new seats with 5-point belts developed. The project reports make recommendations to improve safety for existing and future freefall lifeboats operating in offshore areas worldwide.
Final report Ship Handling and Manuevering 05-13-22.pptxNieLReSpiCiO
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Similar a Stellar daisy - we are back to square one (20)
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TrustArc Webinar - 2024 Global Privacy SurveyTrustArc
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Monitoring and Managing Anomaly Detection on OpenShift
Overview
Dive into the world of anomaly detection on edge devices with our comprehensive hands-on tutorial. This SlideShare presentation will guide you through the entire process, from data collection and model training to edge deployment and real-time monitoring. Perfect for those looking to implement robust anomaly detection systems on resource-constrained IoT/edge devices.
Key Topics Covered
1. Introduction to Anomaly Detection
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2. Understanding Edge (IoT)
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3. What is ArgoCD?
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4. Deployment Using ArgoCD for Edge Devices
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5. Introduction to Apache Kafka and S3
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7. What is Prometheus?
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11. What is a Jupyter Notebook?
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12. Jupyter Notebooks with Code Examples
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Generating privacy-protected synthetic data using Secludy and MilvusZilliz
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5th LF Energy Power Grid Model Meet-up SlidesDanBrown980551
5th Power Grid Model Meet-up
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Power Grid Model
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The original Czech 🇨🇿 version of the presentation can be found here: https://www.slideshare.net/slideshow/hlavni-novinky-souvisejici-s-ccs-tsi-2023-2023-1695/269688092 .
The videorecording (in Czech) from the presentation is available here: https://youtu.be/WzjJWm4IyPk?si=SImb06tuXGb30BEH .
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Webinar Recording: https://www.panagenda.com/webinars/hcl-notes-und-domino-lizenzkostenreduzierung-in-der-welt-von-dlau/
DLAU und die Lizenzen nach dem CCB- und CCX-Modell sind für viele in der HCL-Community seit letztem Jahr ein heißes Thema. Als Notes- oder Domino-Kunde haben Sie vielleicht mit unerwartet hohen Benutzerzahlen und Lizenzgebühren zu kämpfen. Sie fragen sich vielleicht, wie diese neue Art der Lizenzierung funktioniert und welchen Nutzen sie Ihnen bringt. Vor allem wollen Sie sicherlich Ihr Budget einhalten und Kosten sparen, wo immer möglich. Das verstehen wir und wir möchten Ihnen dabei helfen!
Wir erklären Ihnen, wie Sie häufige Konfigurationsprobleme lösen können, die dazu führen können, dass mehr Benutzer gezählt werden als nötig, und wie Sie überflüssige oder ungenutzte Konten identifizieren und entfernen können, um Geld zu sparen. Es gibt auch einige Ansätze, die zu unnötigen Ausgaben führen können, z. B. wenn ein Personendokument anstelle eines Mail-Ins für geteilte Mailboxen verwendet wird. Wir zeigen Ihnen solche Fälle und deren Lösungen. Und natürlich erklären wir Ihnen das neue Lizenzmodell.
Nehmen Sie an diesem Webinar teil, bei dem HCL-Ambassador Marc Thomas und Gastredner Franz Walder Ihnen diese neue Welt näherbringen. Es vermittelt Ihnen die Tools und das Know-how, um den Überblick zu bewahren. Sie werden in der Lage sein, Ihre Kosten durch eine optimierte Domino-Konfiguration zu reduzieren und auch in Zukunft gering zu halten.
Diese Themen werden behandelt
- Reduzierung der Lizenzkosten durch Auffinden und Beheben von Fehlkonfigurationen und überflüssigen Konten
- Wie funktionieren CCB- und CCX-Lizenzen wirklich?
- Verstehen des DLAU-Tools und wie man es am besten nutzt
- Tipps für häufige Problembereiche, wie z. B. Team-Postfächer, Funktions-/Testbenutzer usw.
- Praxisbeispiele und Best Practices zum sofortigen Umsetzen
HCL Notes und Domino Lizenzkostenreduzierung in der Welt von DLAU
Stellar daisy - we are back to square one
1. STELLAR DAISY – WE ARE BACK TO SQUARE ONE
The loss of the VLOC Stellar Daisy at sea has brought home a
feeling that as far as bulk carrier safety is concerned, we are
back to square one. A series of well-intentioned and very
detailed regulations and standards were adopted in the last 20
years to improve bulk carrier safety, yet M.V. Stellar Daisy
went down in a copy book fashion, suddenly and caused by a
catastrophic structural failure. Even though bulk carrier safety
is a work in progress, can we, in the absence of any reliable
solution on the horizon, take interim measures to prevent
another sinking?
I assume the readers are well-versed with the keywords below
that are relevant to any discussions on bulk carrier safety.
Age of ship. Annual Surveys. Assessment of ship’s
stability. Asymmetrical cargo distribution. Asymmetrical
ballast distribution. Bending moments. Close-up survey.
Commercial pressure. Condition of Class. Corrosion. Coating
breakdown during discharge. Deformation. Enhanced Survey
Programme. Fatigue cracking. Flexing. High loading rates.
High Density cargo. High Tensile Steel. Hold inspection.
Large hatches. Liquefaction. Loading sequence/
Deballasting plan and execution. Local Strength/ Local
loading criteria. Max cargo allowed in each hold.
Progressive Flooding. Pounding. Panting. Quick capsizing
of bulk carriers. Racking. Residual Stress. Shear Force.
Side shell flexing. Side frame detachment. Structural
damage during discharge. Transverse Bulkhead strength.
Torsional stresses. Twisting of hull girder. Unreported
repairs. Warping of the hull girder. Wave excited hull
vibration. 2 hrly record of SF/BM.
In order to understand the factors affecting bulk carrier
safety, a good document to refer is the IACS publication “Bulk
carriers - Handle with care” since it captures quite well the
shipping industry’s best understanding of the issue. The
publication identifies nine major risks of hull or local
structure overstressing and the consequent weakness (when
loading high density cargoes.)
Deviations from the loading manual.
Shallow draught loading.
High loading rates.
Asymmetric cargo and ballast distribution.
Lack of Effective Ship/shore communication.
Exceeding load line marks.
Partially filled ballast tanks or holds.
2. Inaccurate cargo weight measurement during loading.
Structural Damage
The precautions associated with the above are for the
understanding and compliance of both the ship’s crew as well as
the terminal operators.
Even though the risks listed above are well understood, control
measures are not adequately applied by the operators and other
stake holders with sufficiently rigorous application.
There is a surrender of responsibility usually by the
ship’s crew to the terminal because the terminals’ claim
that they have been loading ships since the beginning of
time, hence they know best. The ship’s crew balk at
stopping the loading if the deballasting is unable to
keep up with the loading. There could hence be short
spells when SF/BM exceed the permissible limits.
During loading, we must move away from ‘keeping within
permissible stress limits’ and move towards ‘keeping to
minimum stress limits’
It is pretty common to see terminals trying to minimise
the number of pours, sometimes even loading a particular
hold to its full load in one pour.
It is not the average loading rate but the max loading
rate for a given time that could induce high local
stresses.
The ship’s crew do not usually conduct a thorough
assessment of structural damage after any discharge
operation, which is mainly because of the small number
of crew and other workload of higher priority.
At the structural level, High risk ships are those that have
all of the three factors:-
bigger than panamaxes
more than 15 year old,
Carry iron ore.
Most vessels generally start their service life as being
adequate to the demands of the sea, but may become inadequate
at some point later due to deterioration with age. Also our
assumptions of the dynamic loads on the hull due to waves and
ship’s motions might be drastically erroneous.
In view of the above, it may be necessary to derate big vessels
progressively, by adjusting their load lines to reduce their
cargo carrying capacity.
3. It is also important to improve compliance with safe working
practices by:
A tougher regime of cargo hold inspection (for structural
damage) between two annual surveys.
A more comprehensive recording of SF/BM during any
loading/discharging operation.
A better training of officers and crew on bulk carriers
regarding the risks associated with high density cargoes.
Insistence on all structural repairs to be reported to the
classification Society.
References:-
IACS publication – “Bulk carriers – Handle with care”
life,
SNAME Transactions, Vol. 106, 1998, pp. 1-40
The Strength and Reliability of Bulk Carrier Structures Subject
to Age and Accidental Flooding
Jeom Kee Paik, Member, Pusan National University, Pusan, and
Anil K. Thayamballi, Life Member,
American Bureau of Shipping, New York
Bureau of Infrastructure, Transport and Regional
Economics (BITRE) ( Australia)
STRUCTURAL FAILURE OF LARGE BULK SHIPS
Report No 85
The Strength and Reliability of Bulk Carrier Structures
Subject to Age and Accidental Flooding