There are six different ways in which ships move in the sea, primarily pitching, heaving and rolling.
Lateral rolling motion represents the greatest challenge for stacks of containers. If containers are to be transported safely on the deck of a container vessel, they must be firmly connected to the ship. This is done with the aid of what are known as twistlocks. These twistlocks are inserted into the corner castings of the containers. These corner castings have elongated holes in which the rotating lug of the twistlock engages, locking the containerstogether. In addition, the bottom two layers of the stacked containers are connected to the ship with lashing rods. Initially, it was common practice to stow stacks of containers on deck in such a way that the individual stacks were connected to each other Continue reading “The securing of containers on deck on a container ship”
Carried in ships’ ballast waters, invasive aquatic species have had a significant economic impact throughout the world. Specific ballast discharge events have been held responsible for disasters such as outbreaks of deadly disease, complete collapse Continue reading “Consistent testing standards are vital to ensure ballast water compliance”
When the Titanic sank in 1912, many crewmembers went down with the ship so that passengers could survive. When the cruise ship Oceanos foundered off the coast of South Africa in August of 1991, most of the crew – including the Master – abandoned the vessel, leaving the passengers to fend for themselves. In 2012, after running his ship onto the rocks, Captain Francesco Schettino of the Costa Concordia gained infamy and imprisonment when he claimed he fell into a lifeboat and lost consciousness, leaving his passengers and most of his crew behind. Continue reading “The Human Side”
Based in the sunshine state of Florida, second generation marine surveyor, Craig Norton, is the President of InspectX. A SAMS® Accredited Marine Surveyor, RYA 200 ton Yachtmaster Offshore and MCA Y3 Chief Engineer, he decided he was fed up of duplicating his work when writing his reports, collecting the evidence in the field only to come home to have to make sense of his scribbled notes so he could write his report. His thought process led him to search for a solution so that a report could be generated whilst doing the survey to save those many hours in front of a laptop once home. The result is InspectX, a programme designed for surveyors by surveyors.
Continue reading “Introducing InspectX – A New Tool for the Old School”
What is the expected life span of an enclosure? There are a lot of variances, and this article is prepared to give you the information needed to determine the life of a given enclosure.
The least expensive of boats will typically have roll vinyl curtains. These are made from a clear pvc material that typically comes 51” wide on a roll and can be .015, .020 or .030 in thickness. It is soft and the life span is very short and unremarkable.
Better boats may have pressed polished sheets. These are made using the roll vinyl Continue reading “The Expected Life Span of Yacht Enclosures”
Nickel ore liquefaction remains a key point of concern for shipowners and charterers, argues Janice Dao Yeung Yeung, Senior Claims Executive, Lawyer, Skuld P&I Club, who has provided a detailed analysis of the regulatory obligations surrounding the nickel ore cargo from the Philippines and Indonesia for masters, charterers, owners, shippers, as well as insurers.
Liquefaction risks of nickel ore cargoes from Indonesia and the Philippines have been a long-standing prominent issue which require constant vigilance and review by shipowners and charterers.
Since 2010, the liquefaction of nickel ore cargoes has caused the capsize of seven vessels. The recent capsize of MV Emerald Star in October 2017 once again demonstrated the importance of strict compliance with the IMSBC Code (2016 edition) and the other relevant international conventions. Continue reading “The risk of liquefaction from nickel ore cargo remains high”