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DRY DOCKING FOR MERCHANT VESSELS
When sending you ship into drydock or commissioning a survey, Caribex Personnel can provide oversight to protect your finances as well as your ship or yacht. We understand contracts and know how to enforce the terms and keep the yard an or sub-contractors from overcharging. Our fiduciary is to our client -always!
Merchant ships must carry out a special survey every five years, with an intermediate survey being carried out plus or minus three months of the mid point. Dry dockings are held at these times. There is one major exception and that is for very large ships and here the classification society for the ship may exempt the intermediate docking if an underwater inspection is satisfactorily carried out.
According to SOLAS regulation, every sea-going vessel has to undergo two dry docks within a period of 5 years. A ship in dry dock is a ship out of service. Dry dock is a complex process which is both expensive and time consuming. It is a necessary evil which ship owners, operators, and crew members have to go through when the time requires. With two compulsory dry docks within a period of 5 years, it is a stressful task for ship owners and personnel who have to go through a lot of planning and preparation for the dry docking activity.
Planning of dry docking starts several months before the scheduled date. A number of things needs to be arranged starting from the convenient place for dry-docking to arranging spares and on-shore maintenance staff. Moreover, it is often seen that ships have to take a totally different route for a suitable dry dock place as most of the time the desired facility is not available when needed. This is very common with larger vessels.
In order to deal with this situation, all major classifications societies have a special program called the “Extended Dry-Docking” or EDD scheme.
What is Extended Dry-Docking Program?
Under extended dry-docking program, ships have a privilege to extend their dry docking period from 5 to 7.5 years. This means that ships under this special program gets maximum dry dock interval of 7.5 years by replacing certain dry-dockings by in-water surveys (IWS) which are carried out by approved diving companies. A variety of factors are taken into consideration before approving a ship for extended dry-docking.
However, not every ship is allowed for the extended dry-docking program.
One of the major benefits of Extended Dry-docking program is that the ship is allowed to stay in water for a longer time increasing the availability of vessel for business. It also helps operators with increased flexibility in choosing the dry-docking window with properly planned maintenance programs and schedules.
Guidelines and Requirements for Extended Dry-docking Program
The maximum dry docking period is extended by allowing the qualified ships to undergo In-Water Surveys (IWS) which help to increase the period between two dry-docks. However, it is to note that only those ships which produce satisfactory results in these surveys are allowed to continue with the EDD program.
Each classification society has its own requirements to allow a ship under extended dry-docking period to ensure highest levels of quality and safety. Some of the main requirements for a ship to be allowed under this special program are:
– Presently, the extended dry-docking program is available for only container ships, general cargo ships, and multi-purpose dry cargo vessels. This means that ships such as tanker and passenger vessels and those subjected to Enhanced Survey Program (ESP) and Extended Hull Survey Program (EHSR) cannot opt for extended dry-docking.
In accordance with IMO resolution A744 (18), the scheme cannot be applied to Enhanced Survey Programe vessels – most bulk carriers and tankers – and under the SOLAS Convention it cannot be applied to passenger vessels.
– Ships belonging to all flag states cannot apply for the extended dry-docking program. The flag administration first needs to approve the type of vessel and the owner for the extended dry-docking scheme. A ship can apply for the EDD only if its flag state approves of the program.
– Age of the ship plays a major role during acceptance for the EED program. The ideal age for the commencement of Extended Dry Dock Program is between 0-5 years and less than 10 years. However, older ships can be considered for the program depending on the flag state, ship type, classification society and other design and operational factors.
– Inspection of hull and paint coating is one of the most important factors considered for extended dry-docking. The paint manufacturer provides the criteria for which the coating will be valid for 7.5 years. Several factors such as vessel speed, area of operation, vessel utilization, and idle time are taken into consideration while deciding the validity of the coating. High quality hull coating is an important requirement for extended dry docking.
– Anti-Corrosion system (corrosion protection) is an absolute must for EDD. Ships with high quality underwater coating are only allowed for the extended dry-docking. Moreover, sacrificial anodes attached to the hull must be capable for renewal in water and the impressed current corrosion protection system must be monitored for effectiveness. The ballast tanks must also have good coating condition.
– The quality and thickness of coating requirements are different across EDD providers. For e.g. GL has the following requirements for ships allowed for EDD program:
-> As criteria for the implementation of the “Extended Dry-Docking Interval”, at the time of new building, the corrosion prevention system for the bottom shell has to fulfill the following requirements:
-Dry film thickness of coating for 7.5 years has to be an average of 300 μm
-Anodes (Alu/Zinc) prepared for 7.5 years
Alternatively, Impressed current system is to be installed and maintained
– >As criteria for the implementation of the “Extended Dry-Docking Interval”, for ships in service, the corrosion prevention system for the bottom shell has to fulfill the following requirements:
-Dry film thickness of coating for 7.5 years has to be an average of 250 μm
-Anodes (Alu/Zinc) prepared for 7.5 years
Alternatively, If installed, in impressed current system, is to be maintained and documented in the Planned Maintenance Scheme
– The results of the in-water survey play an important role in deciding the next dry-docking schedule for the ship, even if the ship is under Extended Dry Docking Program. If the results of this survey are found unsatisfactory, then the operator is asked to book a dry-dock within one month of the IWS (In water survey).
Summary of Extended Dry-Docking (EED) Scheme
– Dry-docking period extends from 5 to 7.5 years
– Dry-docking is replaced by In-Water Surveys (IWS) from authorized underwater inspection service providers
– Only those ship types and operators approved by Flag administrators are considered for dry-docking survey
– Not all types of ships can apply for EDD
– Generally ships of age not greater than 10 years are considered for EDD
– Special requirements for hull condition and paint coating thickness are required
– Proper ship corrosion protection system is a must
– Results of IWS decides the next dry-docking schedule
-Requirements for a ship to be approved for EDD will vary across EDD service providers
– Special surveys can be assigned to ships if required
– The scheme can be discontinued anytime if the ship doesn’t meet the stated requirements
DNV, one of the providers of Extended Dry-Docking, offer special recommendations to the ship owners who plan to opt for EDD for avoiding unscheduled dry-docking.
This is a method to send ultrasounds to the tested surface and receive the signal of subject flaws by a Normal transducer positioned perpendicular. Tests for Tie rod, Cylinder-cover bolts, Cylinder crown and etc.
Local corrosion occurred on opposite side can be located and the remained wall
thickness can be read by continuous searching.
ex. ; For detection of pitting corrosion and erosion on big size pipes, such
like Cargo Line Pipe, Ballast Pipe, Sea Water Pipe etc., and on small tubes
installed in boiler For locating of local corrosion on tank's bottom under
Bel Mouth.
Ultrasonic transducer inserted into a tube can read the 360 degree wall
thickness via a rotating mirror attached to water turbine that is worked by
pressure water.Sectional drawing for corroded area and longitudinal location of
such corrosion can get visibly on CRT.
ex. ; Applied to Many LNG Carrier's Super-heater Tubes.
IMS method is available instead of IRIS for Thickness gauging of tubes as a substitute, when requested the lower cost.
Share mode ultrasound is sent with specified angle, 45, 60, 70 degree, and
operator received a signal from flaw.
ex. ; Applied to completely- welded penetration for flaw detection. (Not
applicable to fillet weld)
Test is applied on ferromagnetic materials only. A magnified and visible indication that was built up with magnetic particle in magnetic flux leakage can be detected easily. Magnetic field is made by Electric AC Yoke.
Invisible fine discontinuity can be detected by a magnified indication with surpass contrast on proper background. ex. ; Applied to Stainless tank of Chemical tankers, Cargo tanks & Liquid line pipes of LNG Carrier and etc.
For this test, the electromagnetic phenomenon is used and any coupling medium is not necessary. Search coil works in tubes without contact and corresponds quickly to the applied test frequency. ; Applied to Cooling tubes of Heat exchanger (Cooler, Condenser and etc.)
Applied to Boiler tubes
The International Convention for the Safety of Life at Sea (SOLAS) is an international maritime safety treaty. It ensures that ships flagged by signatory States comply with minimum safety standards in construction, equipment and operation. The SOLAS Convention in its successive forms is generally regarded as the most important of all international treaties concerning the safety of merchant ships.
The International Convention for the Safety of Life at Sea (SOLAS), 1974, requires flag States to ensure that their ships comply with minimum safety standards in construction, equipment and operation. It includes articles setting out general obligations, etcetera, followed by an annexe divided into twelve chapters. Of these, chapter five (often called 'SOLAS V') is the only one that applies to all vessels on the sea, including private yachts and small craft on local trips as well as to commercial vessels on international passages. Many countries have turned these international requirements into national laws so that anybody on the sea who is in breach of SOLAS V requirements may find themselves subject to legal proceedings.
Chapter I – General Provisions
Surveying the various types of ships and certifying that they meet the requirements of the convention.
Chapter II-1 – Construction – Subdivision and stability, machinery and electrical installations. The subdivision of passenger ships into watertight compartments so that after damage to its hull, a vessel will remain afloat and stable.[1]
Chapter II-2 – Fire protection, fire detection and fire extinction
Fire safety provisions for all ships with detailed measures for passenger ships, cargo ships and tankers.
Chapter III – Life-saving appliances and arrangements
Life-saving appliances and arrangements, including requirements for life boats, rescue boats and life jackets according to type of ship.
Chapter IV – Radio communications
The Global Maritime Distress Safety System (GMDSS) requires passenger and cargo ships on international voyages to carry radio equipment, including satellite Emergency Position Indicating Radio Beacons (EPIRBs) and Search and Rescue Transponders (SARTs).
The Global Maritime Distress and Safety System (GMDSS) is an internationally agreed-upon set of safety procedures, types of equipment, and communication protocols used to increase safety and make it easier to rescue distressed ships, boats and aircraft.
GMDSS consists of several systems, some of which are new, but many of which have been in operation for many years. The system is intended to perform the following functions: alerting (including position determination of the unit in distress), search and rescue coordination, locating (homing), maritime safety information broadcasts, general communications, and bridge-to-bridge communications. Specific radio carriage requirements depend upon the ship's area of operation, rather than its tonnage. The system also provides redundant means of distress alerting, and emergency sources of power.
Recreational vessels do not need to comply with GMDSS radio carriage requirements, but will increasingly use the Digital Selective Calling (DSC) VHF radios. Offshore vessels may elect to equip themselves further. Vessels under 300 Gross tonnage (GT) are not subject to GMDSS requirements.
Chapter V – Safety of navigation
This chapter requires governments to ensure that all vessels are sufficiently and efficiently manned from a safety point of view. It places requirements on all vessels regarding voyage and passage planning, expecting a careful assessment of any proposed voyages by all who put to sea. Every mariner must take account of all potential dangers to navigation, weather forecasts, tidal predictions, the competence of the crew, and all other relevant factors.[6] It also adds an obligation for all vessels' masters to offer assistance to those in distress and controls the use of lifesaving signals with specific requirements regarding danger and distress messages. It is different from the other chapters, which apply to certain classes of commercial shipping, in that these requirements apply to all vessels and their crews, including yachts and private craft, on all voyages and trips including local ones.[1]
Chapter VI – Carriage of Cargoes
Requirements for the stowage and securing of all types of cargo and cargo containers except liquids and gases in bulk.[1]
Chapter VII – Carriage of dangerous goods
Requires the carriage of all kinds of dangerous goods to be in compliance with the International Maritime Dangerous Goods Code (IMDG Code).[1]
Chapter VIII – Nuclear ships
Nuclear powered ships are required, particularly concerning radiation hazards, to conform to the Code of Safety for Nuclear Merchant Ships.[1]
Chapter IX – Management for the Safe Operation of Ships
Requires every shipowner and any person or company that has assumed responsibility for a ship to comply with the International Safety Management Code (ISM).
History for development of ISM Code : On the evening of March 6, 1987, the cross-channel Ro-Ro ferry Herald of Free Enterprise, carrying more than 450 passengers, around 80 crew, more than 80 cars, and close to 50 freight vehicles, left the Belgian port of Zebrügge for the English port of Dover. Soon after the Herald of Free Enterprise passed Zebrügge's breakwater, water flooded into the ferry's lower car deck and destabilized it, causing it to sink in a matter of minutes. 193 lives were lost.
The immediate cause of the accident was that the bow door remained wide open, allowing the great inrush of water as the vessel increased speed, while the fatigued assistant boatswain directly responsible for closing it lay asleep in his cabin. The public inquiry led by Justice Sheen revealed that the assistant boatswain's negligence was simply the last in a long string of actions that laid the groundwork for a major accident. The Sheen Report did not stop at identifying the shortcomings of the ship's master and his crew. The inquiry revealed that the shore management, Townsend Car Ferries Ltd., was just as blameworthy. Numerous memos written by Townsend ship's masters pointing out the need to implement safety-enhancing measures or address serious deficiencies on board their vessels went unheeded (Rasmussen and Svedung, 2000). The Report summed up the management's cavalier attitude towards safety in the following statement: 'From top to bottom the body corporate was infected with the disease of sloppiness'; (Sheen, 1987).
The Herald of Free Enterprise was a modern ferry equipped with advanced technology and manned by a highly qualified crew. Only seven years prior to the accident, it was built in a German shipyard according to international maritime safety regulations. Why did it capsize? The general frustration in the shipping industry following the capsizing of the Herald of Free Enterprise is typical of the kind of accident that precipitated in a paradigm shift in maritime safety administration and the development of the ISM Code.
The ISM Code provides an International standard for the safe management and operation of ships and for pollution prevention.
The purpose of ISM Code is:
· To ensure Safety at Sea
· To prevent human injury or loss of life
· To avoid damage to the environment and to the ship.
SOLAS adopted the ISM Code in 1994 and incorporated it into chapter IX. By 1998 much of the commercial shipping community was required to be in compliance with the ISM code. By 2002 almost all of the international shipping community was required to comply with the ISM Code.
In order to comply with the ISM Code, each ship class must have a working Safety Management System (SMS). Each SMS consists of the following elements:
· Commitment from top management
· A Top Tier Policy Manual
· A Procedures Manual that documents what is done on board the ship, during normal operations and in emergency situations
· Procedures for conducting both internal and external audits to ensure the ship is doing what is documented in the Procedures Manual
· A Designated Person Ashore to serve as the link between the ships and shore staff and to verify the SMS implementation
· A system for identifying where actual practices do not meet those that are documented and for implementing associated corrective action
· Regular management reviews
Another requirement of the ISM Code is for the ship to be maintained in conformity with the provisions of relevant rules and regulations and with any additional requirements which may be established by the Company.
Each ISM compliant ship is audited, first by the Company (internal audit) and then each 2.5 to 3 years by the Flag State Marine Administration to verify the fulfillment and effectiveness of their Safety Management System. Once SMS is verified and it is working and effectively implemented, the ship is issued with The Safety Management Certificate. Comments from the auditor and/or audit body and from the ship are incorporated into the SMS by headquarters.
The requirements of the ISM Code may be applied to all ships.
The ISM Code was created by the IMO and Ferriby Marine's Capt. Graham Botterill, Specialist Advisor to the House of Lords in the UK on ship safety, among others.
Chapter X – Safety measures for high-speed craft
Makes mandatory the International Code of Safety for High-speed craft (HSC Code).
Chapter XI-1 – Special measures to enhance maritime safety
Requirements relating to organizations responsible for carrying out surveys and inspections, enhanced surveys, the ship identification number scheme, and operational requirements.
Chapter XI-2 – Special measures to enhance maritime security
Includes the International Ship and Port Facility Security Code (ISPS Code). Confirms that the role of the Master in maintaining the security of the ship is not, and cannot be, constrained by the Company, the charterer or any other person. Port facilities must carry out security assessments and develop, implement and review port facility security plans. Controls the delay, detention, restriction, or expulsion of a ship from a port. Requires that ships must have a ship security alert system, as well as detailing other measures and requirements.
The International Ship and Port Facility Security (ISPS) Code is an amendment to the Safety of Life at Sea (SOLAS) Convention (1974/1988) on minimum security arrangements for ships, ports and government agencies. Having come into force in 2004, it prescribes responsibilities to governments, shipping companies, shipboard personnel, and port/facility personnel to "detect security threats and take preventative measures against security incidents affecting ships or port facilities used in international trade
Chapter XII – Additional safety measures for bulk carriers
Specific structural requirements for bulk carriers over 150 metres in length.
Signatories; The SOLAS Convention has 159 contracting States, which flag about 99% of merchant ships around the world in terms of gross tonnage.
Gross tonnage (GT) is a function of the volume of all of a ship's enclosed spaces (from keel to funnel) measured to the outside of the hull framing. The numerical value for a ship's GT is always smaller than the numerical values for both its gross register tonnage and the GRT value expressed equivalently in cubic meters rather than cubic feet (for example, 0.5919 GT = 1 GRT = 2.8316 m3; 200 GT = 274 GRT = 775,88 m3; 500 GT = 665 GRT = 1,883.07 m3; 3,000 GT = 3,776 GRT = 10,692.44 m3), though by how much depends on the vessel's design (volume). There is a sliding-scale factor. Gross tonnage is therefore a kind of capacity-derived index that is used to rank a ship for purposes of determining manning, safety, and other statutory requirements and is expressed simply as GT, which is a unit less entity, even though its derivation is tied to the cubic meter unit of volumetric capacity.
Tonnage measurements are now governed by an IMO Convention (International Convention on Tonnage Measurement of Ships, 1969 (London-Rules)), which applies to all ships built after July 1982. In accordance with the convention, the correct term is now GT, which is a function of the moulded volume of all enclosed spaces of the ship.
GT is calculated by using the formula : GT = K \cdot V , where V = total volume in m3 and K = a figure from 0.22 to 0.32, depending on the ship's size (calculated by : K = 0.2 + 0.02 \cdot\log_{10}V ). For a ship with a total volume of 10,000 m3, the gross tonnage would be 0.28 × 10,000 = 2,800 GT. GT is consequently a measure of the overall size of the ship. For a ship with a total volume of 80,000 m3,the gross tonnage would be 0.2980617 × 80,000 = 23,844.94 GT.
Net tonnage (NT) is based on a calculation of the volume of all cargo spaces of the ship. It indicates a vessel's earning space and is a function of the moulded volume of all cargo spaces of the ship.
A commonly defined measurement system is important, since a ship's registration fee, harbour dues, safety and manning rules, and the like may be based on its gross tonnage (GT) or net tonnage (NT).
Gross register tonnage (GRT) represents the total internal volume of a vessel, where one register ton is equal to a volume of 100 cubic feet (2.83168 m3), a volume that, if filled with fresh water, would weigh around 2,800 kg or 2.8 tonnes. The definition (and calculation) of the internal volume is complex; for instance, a ship's hold may be assessed for bulk grain (accounting for all the air space in the hold) or for bales (omitting the spaces into which bulk, but not baled cargo, would spill). If V stands for the total internal volume in m3, then the GRT equals V / 2.83168, so for a ship of 10,000 m3 total internal volume, the gross register tonnage is 10,000 / 2.83168 = 3531.47 GRT. Gross register tonnage was replaced by gross tonnage in 1994 under the Tonnage Measurement convention of 1969, and is no longer a widely used term in the industry.
Net register tonnage (NRT) is the volume of cargo the vessel can carry—that is, the gross register tonnage less the volume of spaces that do not hold cargo (e.g., engine compartment, helm station, and crew spaces, again with differences depending on which port or country does the calculations). It represents the volume of the ship available for transporting freight or passengers. It was replaced by net tonnage in 1994, under the Tonnage Measurement convention of 1969.
The Panama Canal/Universal Measurement System (PC/UMS) is based on net tonnage, modified for Panama Canal purposes. PC/UMS is based on a mathematical formula to calculate a vessel's total volume; one PC/UMS net ton is equivalent to 100 cubic feet of capacity.
Suez Canal Net Tonnage (SCNT) is derived with a number of modifications from the former net register tonnage of the Moorsom System and was established by the International Commission of Constantinople in its Protocol of 18 December 1873. It is still in use, as amended by the Rules of Navigation of the Suez Canal Authority, and is registered in the Suez Canal Tonnage Certificate.
Thames measurement tonnage is another volumetric system, generally used for small vessels such as yachts; it uses a formula based on the vessel's length and beam.
Weight measurements
While not tonnage in the proper sense, the following methods of ship measurement are often incorrectly referred to as such:
Lightship or lightweight measures the actual weight of the ship with no fuel, passengers, cargo, water, and the like on board.
Deadweight tonnage (often abbreviated as DWT, for deadweight tonnes) is the displacement at any loaded condition minus the lightship weight. It includes the crew, passengers, cargo, fuel, water, and stores. Like displacement, it is often expressed in long tons or in metric tons.
Metric tonnes per centimetre immersion (usually abbreviated to TPC or TPCMI) is the number of metric tonnes (1,000 kg) that need to be loaded on the ship for the salt water draft (draught) to increase by one centimetre. The TPCMI is used to calculate the draft of the vessel with a given deadweight tonnage of cargo loaded. For a typical Panamax bulk carrier with a TPCMI of 80, the ship will sink (i.e., its draft will increase) by one centimetre for every 80 tonnes of cargo loaded.
Imperial tons per inch immersion (usually abbreviated to TPI) is the number of imperial long tons (2,240 lb) that need to be loaded on a vessel for the draft to increase by one inch. Old imperial TPI measurements are still occasionally used within the United States and the Panama Canal. As no ship has been measured by a classification society since the 1950s using imperial measures, modern TPI figures are therefore a conversion from the original metric measurements and should not be relied upon to be accurate.
Non-maritime usage of the term tonnage
Tonnage can refer to the quantity of a mineral or the mineral ore extracted from a mine. It may refer to the production of any commodity that is normally expressed in tons or tonnes. The term can also apply to the total weight drawn by a railway locomotive, or the total weight of freight passing over a railway line or road.
The tonnage may be expressed in short tons (2,000 lb), metric tons or tonnes (1,000 kg), or in long tons (2,240 lb). Often this distinction is not of any importance, however sometimes it is critical to define the exact units in which the tonnage is expressed.
Historically, tonnage was the tax on tuns (casks) of wine that held 954 litres (252 gallons) of wine and weighed 1016 kilograms (2,240 pounds). This suggests that the unit of weight measurement, the long ton (1,016 kg or 2,240 lb), and tonnage share the same etymology. The confusion between weight-based terms (deadweight and displacement) stems from this common source and the eventual decision to assess dues based on a ship's deadweight rather than counting the tuns of wine. In 1720 the Builder's Old Measurement Rule was adopted to estimate deadweight from the length of keel and maximum breadth or beam of a ship. This overly simplistic system was replaced by the Moorsom System in 1854 and calculated internal volume, not weight. This system evolved into the current set of internationally accepted rules and regulations.
When steamships came into being, they could carry less cargo, size for size, than could sailing ships. In addition to spaces taken up by boilers and steam engines, steamships carried extra fresh water for the boilers and coal for the engines. Thus, to move the same volume of cargo as a sailing ship, a steamship would be considerably larger than a sailing ship.
Harbor dues are based on tonnage. In order to prevent steamships operating at a disadvantage, various tonnage calculations were established to minimize the disadvantage presented by the extra space requirements of steamships. Rather than charging by length, displacement, or the like, charges were calculated based on the viable cargo space. As commercial cargo sailing ships are now largely extinct, gross tonnage is becoming the universal method of calculating ships' dues, and is also a more straightforward and transparent method of assessment.
ABS: The American Bureau of Shipping is a U.S. classification society that certifies if a ship is in compliance with standard rules of construction and maintenance.
anchorage: Port charge relating to a vessel moored at approved anchorage site in a harbor.
apron: The area immediately in front of or behind a wharf shed on which cargo is lifted. On the "front apron," cargo is unloaded from or loaded onto a ship. Behind the shed, cargo moves over the "rear apron" into and out of railroad cars.
Backhaul: To haul a shipment back over part of a route which it has already traveled; a marine transportation carrier’s return movement of cargo, usually opposite from the direction of its primary cargo distribution.
barge: A large, flat-bottomed boat used to carry cargo from a port to shallow-draft waterways. Barges have no locomotion and are pushed by towboats. A single, standard barge can hold 1,500 tons of cargo or as much as either 15 railroad cars or 60 trucks can carry. A barge is 200 feet long, 35 feet wide and has a draft of 9 feet. Barges carry dry bulk (grain, coal, lumber, gravel, etc.) and liquid bulk (petroleum, vegetable oils, molasses, etc.).
berth: (verb) To bring a ship to a berth. (noun) The wharf space at which a ship docks. A wharf may have two or three berths, depending on the length of incoming ships.
bill of lading: A contract between a shipper and carrier listing the terms for moving freight between specified points.
Board of Commissioners: The members of the governing board of a port authority are called commissioners. Members of a Board of Commissioners can be elected or appointed and usually serve for several years.
bollard: A line-securing device on a wharf around which mooring and berthing lines are fastened.
bonded warehouse: A building designated by U.S. Customs authorities for storage of goods without payment of duties to Customs until goods are removed.
Box: Slang term for a container.
breakbulk cargo: Non-containerized general cargo stored in boxes, bales, pallets or other units to be loaded onto or discharged from ships or other forms of transportation. (See also: bulk and container.) Examples include iron, steel, machinery, linerboard and woodpulp.
bulk cargo: Loose cargo (dry or liquid) that is loaded (shoveled, scooped, forked, mechanically conveyed or pumped) in volume directly into a ship’s hold; e.g., grain, coal and oil.
bulkhead: A structure used to protect against shifting cargo and/or to separate the load.
Buoys: Floats that warn of hazards such as rocks or shallow ground, to help ships maneuver through unfamiliar harbors.
cabotage: Shipment of cargo between a nation’s ports is also called coastwise trade. The U.S. and some other countries require such trade to be carried on domestic ships only.
capacity: The available space for, or ability to handle, freight.
captive cargo port: When most of a port’s inbound cargoes are being shipped short distances and most of its export products come from nearby areas, the port is called a captive cargo port. (Contrast with a transit port.)
cargo: The freight (goods, products) carried by a ship, barge, train, truck or plane.
Carrier: An individual, partnership or corporation engaged in the business of transporting goods or passengers (See also: ocean carrier.)
cartage: Originally the process of transporting by cart. Today, the term is used for trucking or trucking fees.
chandlers: Like a hotel at sea, a ship needs many supplies to operate and serve its crew-- groceries; paper products; engine parts; electronics; hardware; etc. A chandler sells these supplies to the ship’s agent. Originally, chandlers (candle makers) provided illumination to ships. Over time they expanded the variety of products they could provide to ships.
channels of distribution: The routes by which products are transported from origin to destination. This includes the physical routes, as well as the different companies involved in ultimately delivering the goods to buyers.
checkers: See clerks.
chock: A piece of wood or other material put next to cargo to prevent it from shifting.
civil service: Some U.S., state, city and parish government jobs are protected under civil service systems which are designed to provide a degree of security to employees and to deter nepotism, political patronage and arbitrary treatment of workers.
clerks: When cargo is unloaded from a ship, a clerk checks the actual count of the goods (number of boxes, drums, bundles, pipes, etc.) versus the amount listed on the ship’s manifest. He will note shortages, overages or damage. This is used to make claims if needed.
common carrier: Trucking, railroad or barge lines that are licensed to transport goods or people nationwide are called common carriers.
Conference rate: Rates arrived at by conference of carriers applicable to water transportation.
consignment: A shipment of goods. The buyer of this shipment is called the consignee; the seller of the goods is called the consignor.
Consolidated Freight Station or Container Freight Station (CFS)- Location on terminal grounds where stuffing and stripping of containers is conducted.
consolidator: The person or firm that consolidates (combines) cargo from a number of shippers into a container that will deliver the goods to several buyers.
container: A box made of aluminum, steel or fiberglass used to transport cargo by ship, rail, truck or barge. Common dimensions are 20' x 8’ x 8' (called a TEU or twenty-foot equivalent unit) or 40' x 8' x 8', called an FEU. Variations are collapsible containers, tank containers (for liquids) and "rag tops" (open-topped containers covered by a tarpaulin for cargo that sticks above the top of a closed box). In the container industry, containers are usually simply called boxes.
container freight station: The facility for stuffing and stripping a container of its cargo, especially for movement by railroad.
container chassis: A piece of equipment specifically designed for the movement of containers by highway to and from container terminals.
container crane: Usually, a rail-mounted gantry crane located on a wharf for the purpose of loading and unloading containers on vessels.
container terminal: A specialized facility where ocean container vessels dock to discharge and load containers, equipped with cranes with a safe lifting capacity of 35-40 tons, with booms having an outreach of up to 120 feet in order to reach the outside cells of vessels. Most such cranes operate on rail tracks and have articulating rail trucks on each of their four legs, enabling them to traverse along the terminal and work various bays on the vessel and for more than one crane to work a single vessel simultaneously. Most terminals have direct rail access and container storage areas, and are served by highway carriers.
containerization: The technique of using a container to store, protect and handle cargo while it is in transit. This shipping method has both greatly expedited the speed at which cargo is moved from origin to destination and lowered shipping costs.
Container on Flat Car (COFC)- A container placed directly on a railroad flatcar without chassis.
contraband: Goods prohibited in trade (such as weapons going to Iran, anything to Cuba). Smuggled goods.
Corps of Engineers: This department of the U. S. Army is responsible for flood protection and providing safe navigation channels. The Corps builds and maintains the levees, flood walls and spillways that keep major rivers out of low lying communities. The Corps is vital to keeping navigation channels open by dredging sand, silt and gravel that accumulate on river and harbor bottoms.
craft: A boat, ship or airplane.
customs: A duty or tax on imported goods. These fees are a major bonus to the economy. In 1999, for example, the U. S. Customs Department collected over $22 billion in fees nationally, which went into the U.S. Treasury. The Customs Department also works to prevent the importation of illegal drugs and contraband.
customs broker: This person prepares the needed documentation for importing goods (just as a freight forwarder does for exports). The broker is licensed by the Treasury Department to clear goods through U.S. Customs. Performs duties related to documentation, cargo clearance, coordination of inland and ocean transportation, dockside inspection of cargo, etc. (Also known as a customhouse broker.)
Dead Weight Tonnage (DWT): Maximum weight of a vessel including the vessel, cargo and ballast.
deadhead: When a truck returning from a delivery has no return freight on the back haul, it is said to be in deadhead.
deck barge: Transports heavy or oversize cargoes mounted to its top deck instead of inside a hold. Machinery, appliances, project cargoes and even recreational vehicles move on deck barges.
demurrage: A penalty fee assessed when cargo isn’t moved off a wharf before the free time allowance ends.
dock: (verb) - To bring in a vessel to tie up at a wharf berth. (One parks a car, but docks a ship.) (noun) - A dock is a structure built along, or at an angle from, a navigable waterway so that vessels may lie alongside to receive or discharge cargo. Sometimes, the whole wharf is informally called a dock.
dockage: A charge by a port authority for the length of water frontage used by a vessel tied up at a wharf.
draft: The depth of a loaded vessel in the water taken from the level of the waterline to the lowest point of the hull of the vessel; depth of water, or distance between the bottom of the ship and waterline.
drayage: Transport by truck for short distances; e.g. from wharf to warehouse..
dredge: (noun) A waterborne machine that removes unwanted silt accumulations from the bottom of a waterway. (verb) The process of removing sediment from harbor or river bottoms for safety purposes and to allow for deeper vessels.
dry bulk: Minerals or grains stored in loose piles moving without mark or count.
Examples are potash, industrial sands, wheat, soybeans and peanuts.
dunnage: Wood or other material used in stowing ship cargo to prevent its movement.
duty: A government tax on imported merchandise.
Electronic Data Interchange (EDI): The exchange of information through an electronic format. Electronic commerce has been under intensive development in the transportation industry to achieve a competitive advantage in international markets.
elevator: A complex including storage facilities, computerized loading; inspection rooms and docks to load and unload dry bulk cargo such as grain or green coffee.
export packers: Firms that securely pack export products into a container to crate to protect the cargo from damage during an ocean voyage.
feeder service: Ocean transport system involving use of centralized ports to assemble and disseminate cargo to and from ports within a geographic area. Commodities are transported between major ports, then transferred to feeder vessels for further transport to a number of additional ports.
fender piles: The wooden or plastic pilings on the outer edge of the wharf function like the fenders on a car. They are there to absorb the shock of a ship as it docks at the wharf and to protect the structural pilings that actually support the wharf. Fender piles are also called sacrifice piles since they are designed to be discarded after they are broken.
fleeting: The area at which barges, towboats and tugs are berthed until needed. The operation of building or dismantling barge tows.
Foreign Trade Zone (FTZ) - Known in some countries as a free zone, a foreign trade zone (FTZ) is a site within the USA (in or near a U.S. Customs port of entry) where foreign and domestic goods are held until they ready to be released into international commerce. If the final product is imported into the U.S., duties and taxes are not due until the goods are release into the U.S. market. Merchandise may enter a FTZ without a formal Customs entry or the payment of Customs duties or government excise taxes. In the zone, goods may be: stored; tested; sampled; repackaged or relabeled; cleaned; combined with other products; repaired or assembled, etc.
freight: Merchandise hauled by transportation lines.
freight forwarder: An individual or company that prepares the documentation and coordinates the movement and storage of export cargoes. See also Customs house broker.
gantry crane: Track-mounted, shoreside crane utilized in the loading and unloading of breakbulk cargo, containers and heavy lift cargo.
general cargo: Consists of both containerized and breakbulk goods, in contrast to bulk cargo. See: breakbulk, container, bulk, dry bulk). General cargo operations produce more jobs than bulk handling.
Grain elevator: Facility at which bulk grain is unloaded, weighed, cleaned, blended and exported.
gross tonnage: The sum of container, breakbulk and bulk tonnage.
harbor: A port of haven where ships may anchor.
heavy hauler: A truck equipped to transport unusually heavy cargoes (steel slabs, bulldozers, transformers, boats, heavy machinery, etc.)
heavy lift: Very heavy cargoes that require specialized equipment to move the products to and from ship/truck/rail/barge and terminals. This "heavy lift" machinery may be installed aboard a ship designed just for such transport. Shore cranes, floating cranes and lift trucks may also adapted for such heavy lifts.
Home port: Port from which a cruise ship loads passengers and begins its itinerary, and to which it returns to disembark passengers upon conclusion of voyage. Sometimes referred to as "embarkation port" and "turn around port."
hopper car: A freight car used for handling dry bulks, with an openable top and one or more openings on the bottom through which the cargo is dumped.
Hostler (or hustler): A tractor, usually unlicensed, for moving containers within a yard. An employees who drives a tractor for the purpose of moving cargo within a container yard.
interchange: Point of entry/exit for trucks delivering and picking up containerized cargo. Point where pickups and deposits of containers in storage area or yard are assigned.
I.L.A. - International Longshoremen’s Association, which operates on the East and Gulf Coasts. See labor unions and longshoremen.
I.L.W.U.- International Longshore and Warehouse Union, which operates on the West Coast. See labor unions and longshoremen.
intermodal shipment: When more than one mode of transportation is used to ship cargo from origin to destination, it is called intermodal transportation. For example, boxes of hot sauce from Louisiana are stuffed into metal boxes called containers at the factory. That container is put onto a truck chassis (or a railroad flat car) and moved to a port. There the container is lifted off the vehicle and lifted onto a ship. At the receiving port, the process is reversed. Intermodal transportation uses few laborers and speeds up the delivery time.
IMX: This is transportation shorthand for intermodal exchange. In an IMX yard, containers can be lifted from truck chassis to rail intermodal cars or vice versa.
ISO: International Organization for Standardization. Worldwide organization formed to promote development of standards to facilitate the international carriage and exchange of goods and services. Governs construction specifications for ISO containers.
JIT: The abbreviation for "just in time," which is a way to minimize warehousing costs by having cargo shipped to arrive just in time for its use. This inventory control method depends on extremely reliable transportation.
labor union: An organization of workers formed to serve members’ collective interests with regard to wages and working conditions. The maritime unions within ports can include locals of the larger union, such as the General Longshore Workers; Clerks and Checkers; Sack-sewers, Sweepers, Water boys and Coopers; Dock Loaders and Unloaders of Freight Cars and Barges; Dray Clerks, Weighers and Samplers; plus the Seafarer’s International Union; the National Maritime Union; the Marine Engineers’ Beneficial Association and the Teamsters. Some laborers don’t belong to a union.
landlord port: At a landlord port, the port authority builds the wharves, which it then rents or leases to a terminal operator (usually a stevedoring company). The operator invests in cargo-handling equipment (forklifts, cranes, etc), hires longshore laborers to operate such lift machinery and negotiates contracts with ocean carriers (steamship services) to handle the unloading and loading of ship cargoes. (See also: operating port.)
LASH: These 900-foot-long ships carry small barges inside the vessel. LASH stands for Lighter Aboard Ship. Just as cargo is transported by barge from the shallower parts of the Mississippi River to the Port of New Orleans for export aboard ocean-going ships, LASH barges are lifted into these unusual ships. Overseas, the ship can discharge clusters of barges in the open waters. Then several towboats will assemble the barges into tows bound for various ports and inland waterways, without the ship having to spend time traveling to each port.
launch service: Companies that offer "water-taxi" service to ships at anchor.
LCL: The acronym for "less than container load." It refers to a partial container load that is usually consolidated with other goods to fill a container.
Length Overall (LOA): Linear measurement of a vessel from bow to stern.
Lift On-Lift Off (LO/LO): Cargo handling technique involving transfer of commodities to and from the ship using shoreside cranes or ship's gear.
LTL: Means a shipment that is "less than truckload". Cargoes from different sources are usually consolidated to save costs.
long ton: A long ton equals 2240 pounds.
longshoremen: Dock workers who load and unload ships, or perform administrative tasks associated with the loading or unloading of cargo. They may or may not be members of labor unions. Longshore gangs are hired by stevedoring firms to work the ships. Longshoremen are also called stevedores.
manifest: The ship captain’s list of individual goods that make up the ship’s cargo.
marine surveyor: Person who inspects a ship hull or its cargo for damage or quality.
master: The officer in charge of the ship. "Captain" is a courtesy title often given to a master.
maritime: (adjective) Located on or near the sea. Commerce or navigation by sea. The maritime industry includes people working for transportation (ship, rail, truck and towboat/barge) companies, freight forwarders and customs brokers; stevedoring companies; labor unions; chandlers; warehouses; ship building and repair firms; importers/exporters; pilot associations, etc.
marshaling yard: This is a container parking lot, or any open area where containers are stored in a precise order according to the ship loading plan. Containers terminals may use a grounded or wheeled layout. If the cargo box is placed directly on the ground, it is called a grounded operation. If the box is on a chassis/trailer, it is a wheeled operation.
mean low water (MLW): Lowest average level water reaches on an outgoing tide.
mean high water (MHW): Highest average level water reaches on an outgoing tide.
mooring dolphin: A cluster of pilings to which a boat or barge ties up.
motor ship (MS) or motor vessel (MV): A ship propelled by internal-combustion engines.
NVOCC: A non-vessel-owning common carrier that buys space aboard a ship to get a lower volume rate. An NVOCC then sells that space to various small shippers, consolidates their freight, issues bills of lading and books space aboard a ship.
neo-bulk cargo: Uniformly packaged goods, such as wood pulp bales, which stow as solidly as bulk, but are handled as general cargoes.
ocean carrier: Diesel-fueled vessels have replaced the old steamships of the past, although many people still refer to modern diesel ships as steamships. Likewise, the person who represents the ship in port is still often called a steamship agent. (See: steamship agent)
on-dock rail: Direct shipside rail service. Includes the ability to load and unload containers/breakbulk directly from rail car to vessel.
on-terminal rail: Rail service and trackage provided by a railroad within a designated terminal area.
operating port: At an operational port like Charleston, South Carolina, the port authority builds the wharves, owns the cranes and cargo-handling equipment and hires the labor to move cargo in the sheds and yards. A stevedore hires longshore labor to lift cargo between the ship and the dock, where the port’s laborers pick it up and bring it to the storage site. (See landlord port.)
pallet: A short wooden, metal or plastic platform on which package cargo is placed, then handled by a forklift truck.
Pier: A structure which just out into a waterway from the shore, for mooring vessels and cargo handling. Sometimes called a finger pier.
Piggyback: A rail transport mode where a loaded truck trailer is shipped on a rail flatcar.
pilot: A licensed navigational guide with thorough knowledge of a particular section of a waterway whose occupation is to steep ships along a coast or into and out of a harbor. Local pilots board the ship to advise the captain and navigator of local navigation conditions (difficult currents; hidden wrecks, etc.).
port: This term is used both for the harbor area where ships are docked and for the agency (port authority), which administers use of public wharves and port properties.
port-of-call: Port at which cruise ship makes a stop along its itinerary. Calls may range from five to 24 hours. Sometimes referred to as "transit port" and "destination port." (See also: home port)
project cargo: The materials and equipment to assemble a special project overseas, such as a factory or highway.
quay: A wharf, which parallels the waterline.
railhead: End of the railroad line or point in the area of operations at which cargo is loaded and unloaded.
railyard: A rail terminal at which occur traditional railroad activities for sorting and redistribution of railcars and cargo.
reefer: A container with refrigeration for transporting frozen foods (meat, ice cream, fruit, etc.)
refrigeration or reefer units: The protective cooling of perishable freight by ice, liquid nitrogen, or mechanical devices
ro/ro: Short for roll on/roll/off . A ro/ro ship is designed with ramps that can be lowered to the dock so cars, buses, trucks or other vehicles can drive into the belly of the ship, rather than be lifted aboard. A ro/ro ship, like a container ship, has a quick turnaround time of about 12 hours.
Rubber-Tired Gantry (RTG): Traveling crane used for the movement and positioning of containers in a container field. RTG's may also be used for loading and unloading containers from rail cars.
sheddage: Regardless of the length of stay, a vessel is charged a one-time fee for use of shed space and/or marginal (waterside) rail track space. The charge is based on the length of a vessel.
short ton: A short ton equals 2,000. Lifting capacity and cargo measurements are designated in short tons.
Spreader: a device for lifting containers by their corner posts. The spreader bar on a container crane is telescopic to allow lifting various length containers.
steamship: Today, ships that transport cargo overseas are powered by diesel fuel instead of steam. Many people still use the term "steamship," but the more modern term for the service is "ocean carrier" and for the ship itself, "motor vessel."
steamship agent: The local representative who acts as a liaison among ship owners, local port authorities, terminals and supply/service companies. An agent handles all details for getting the ship into port; having it unloaded and loaded; inspected and out to sea quickly. An agent arranges for pilots; tug services; stevedores; inspections, etc., as well as, seeing that a ship is supplied with food, water, mail, medical services, etc. A steamship agency does not own the ship.
steamship company: A business that owns ships that operate in international trade .
steamship line: A steamship (ocean carrier) service running on a particular international route. Examples: NSCSA (National Shipping Company of Saudi Arabia), American President Lines (APL), Maersk Sealand, Evergreen, etc.
stevedores: Labor management companies that provide equipment and hire workers to transfer cargo between ships and docks. Stevedore companies may also serve as terminal operators. The laborers hired by the stevedoring firms are called stevedores or longshoremen.
straddle carrier: Container terminal equipment, which is motorized and runs on rubber tires. It can straddle a single row of containers and is primarily used to move containers around the terminal, but also to transport containers to and from the transtainer and load/unload containers from truck chassis.
stripping: The process of removing cargo from a container.
stuffing: The process of packing a container with loose cargo prior to inland or ocean shipment.
Tank barges: Used for transporting bulk liquids, such as petroleum, chemicals, molasses, vegetable oils and liquefied gases.
tariff: Schedule, system of duties imposed by a government on the import/export of goods; also, the charges, rates and rules of a transportation company as listed in published industry tables.
terminal: The place where cargo is handled is called a terminal (or a wharf).
terminal operator: The company that operates cargo handling activities on a wharf . A terminal operator oversees unloading cargo from ship to dock, checking the quantity of cargoes versus the ship’s manifest (list of goods), transferring of the cargo into the shed, checking documents authorizing a trucker to pick up cargo, overseeing the loading/unloading of railroad cars, etc.
toplift: A piece of equipment similar to a forklift that lifts from above rather than below. Used to handle containers in the storage yard to and from storage stacks, trucks and railcars.
towboat: A snub-nosed boat with push knees used for pushing barges. A small towboat (called a push boat) may push one or two barges around the harbor. A large towboat is used to push from 5 to 40 barges in a tow is called a line boat. From the Port of New Orleans, line boats deliver cargo to Mid-America via the 14,500-mile waterway system flowing through the Crescent City.
(See also tug boat)
tractor-trailer: Some trucks are a solid unit, such as a van, but many have three main units. The front section where the driver sits is called the cab or the tractor (because it pulls a load). Cargo is loaded into the metal box (container), which is loaded onto the wheel base called a chassis or a trailer. These big trucks are often also called 18-wheelers.
Trailer On Flat Car (TOFC): A container placed on a chassis that is in turn placed on a railroad car.
tramp: A ship operating with no fixed route or published schedule.
transit port: When the majority of cargoes moving through a port aren’t coming from or destined for the local market, the port is called a transit (or through) port.
transit shed: The shed on a wharf is designed to protect cargoes from weather damage and is used only for short-term storage. Warehouses operated by private firms house goods for longer periods.
transshipment: The unloading of cargo at a port or point where it is then reloaded, sometimes into another mode of transportation, for transfer to a final destination.
Transtainer: A type of crane used in the handling of containers, which is motorized, mounted on rubber tires and can straddle at least four railway tracks, some up to six, with a lifting capacity of 35 tons for loading and unloading containers to and from railway cards.
trucks: Heavy automotive vehicles used to transport cargo. In the maritime industry, cargo is often carried by tractor-trailers. The tractor is the front part of the vehicle, also called a cab. The trailer is the detachable wheeled chassis behind the tractor, on which containers or other cargoes are placed. (See: common carrier; heavy hauler; drayage)
tugboat: Strong v-hull shaped boat used for maneuvering ships into and out of port and to carry supplies. A ship is too powerful to pull up to the wharf on its own. It cuts power and lets the tug nudge it in. Generally barges are pushed by towboats, not tugs.
Twenty Foot Equivalent Unit (TEU): A unit of measurement equal to the space occupied by a standard twenty foot container. Used in stating the capacity of container vessel or storage area. One 40 ft. Container is equal to two TEU's.
U. S. Army Corps of Engineers: See Corps of Engineers.
U. S. Customs: See Customs.
vessel: A ship or large boat.
vessel operator: A firm that charters vessels for its service requirements, which are handled by their own offices or appointed agents at ports of call. Vessel operators also handle the operation of vessels on behalf of owners.
warehouse: A place in which goods or merchandise is stored.
way bill: The document used to identify the shipper and consignee, present the routing, describe the goods, present the applicable rate, show the weight of the shipment, and make other useful information notations.
wharf: The place at which ships tie up to unload and load cargo. The wharf typically has front and rear loading docks (aprons), a transit shed, open (unshielded) storage areas, truck bays, and rail tracks.
wharfage fee: A charge assessed by a pier or wharf owner for handling incoming or outgoing cargo.
yard: a system of tracks within a certain area used for making up trains, storing cars, placing cars to be loaded or unloaded, etc.
SHIP CONSTRUCTION & TERMINOLOGY
Lifetime of a modern vessel is about 25 – 30 years and when the idea of ordering a new ship is born, a number of steps and people that gets involved will follow, that acts to support the truly international business of shipping.
Whether it’s the lawyer checking the contracts, the financier delivering the capital, the seafarer crewing the ship, the port worker handling the cargo, the broker arranging insurance, the pilot charting a safe course, the haulier trucking the goods, the police officer maintaining a secure port, or the chaplain supporting seafarers, the shipping industry is alive with activity 24 hours a day, seven days a week
The Initial Planning
At this stage the shipowner will start planning for the new ship involving naval architects for the design. Usually previous designs are considered however new and modern technology will be incorporated that meets today's tougher environmental regulations. A list of preferred suppliers is established based on technology, quality and previous experience (Makers List). All information will be package in to specification that is used as basis for as yards for a quotation. When requesting a quotation a ship broker may be involved.
Ordering
Ordering of modern vessels requires huge amount of capital (a VLCC is priced at $ 120 million) which means that the shipowner needs to secure ship financing. A negotiation between ship owner and ship yard takes place and it may involve a ship broker to work through the contract supporting the process. Once the contract is signed, engine builders & equipment manufacturers will be involved. At this stage ship owner and ship yard makers lists will be discussed and it will be decided on which equipment makers that will be invited to bid. It will also be decided what classifications society that will certify the vessel.
Ship Building
1. Signing of Contract – When signing the contract a ceremony usually will be held at the shipyard and this is a starting point for the shipyard to begin its process for building the ship. Normally the first payment is done when the contract is signed. The ship is also officially given a hull number and an IMO number which is unique identity that will follow the ship through out its lifetime.
The IMO number is made of the three letters ‘IMO’followed by the seven-digit number assigned to all ships by IHS Fairplay when constructed. This is a unique seven digit number that is assigned to propelled, sea-going merchant ships of 100 GT and above. It serves to identify ships and is not changed when the ship’s owner, country of registry or name changes.” This number makes tracking ships, via AIS and other means, over long periods of time practical.
While most mariners can tell you the significance of a ship’s IMO number, few know how the number is chosen. One of the mathematicians over at teppovuori.fi thinks he’s figured it out:
IMO Numbers are made up of the letters IMO and seven decimal digits (Six information digits followed by a seventh check digit concatenated into a seven digit number)
1. The six information digits to be checked are weighted from left to right by 7, 6, 5, 4, 3 and 2.
2. Products are added up.
3. The sum is divided by 10. The remainder is the check digit.
Example: IMO 9074729 (Pacific Frontier, Hong Kong)
9 0 7 4 7 2 9
7 6 5 4 3 2
63 0 35 16 21 4 = 139 -> 9
The method could also be described by saying that the weighting factors are 7..2 from left to right, and the check digit is the digit that you need to subtract from the sum to make it evenly divisible by 10.
So what is an IMO Number anyway? The IMO says: IMO Logo As a result of the attack on the USS Cole, the events of Sept. 11, 2001 and the suicide bombing of the oil tanker Limburg, the IMO held a Diplomatic Conference on Maritime Security in December 2002. At the conference, it adopted a number of measures aimed at enhancing the security of ships and port facilities. In addition to the creation of the well-known ISPS Code, the conference also included a modification to SOLAS Regulation XI-1/3 to require ships’ identification numbers to be permanently marked in a visible place either on the ship’s hull or superstructure.
The IMO Ship Identification Number is a unique seven-digit number assigned to propelled, seagoing vessels of 100 gross tons and above. The number is assigned by Lloyd’s Register – Fairplay Ltd. on behalf of the IMO. It consists of the three letters IMO followed by seven numbers.
It is important to note that this number is separate and different from your official number. The official number is an internal control number issued by your yacht’s flag administration and cannot be used to replace the IMO number.
A vessel’s “IMO Number” is the single best way to track and locate history on a ship since each number is unique and is the only identification that remains with a vessel from shipyard to scrap yard.
2. Production Design – The production design organizes the design information in the detailed plans into respective component information. The production design enables the field staff to meticulously control a large amount of components on site.
3. Material and Equipment Purchase – At this stage yards starts purchase all material and equipment need to complete the vessel. Since a tremendous volume of materials need to be ordered to build a ship, it is vital to manage and supervise the delivery dates of those materials so that the procurement is timely and accurate.
4. Production Plan – The production plan has a critical impact on manufacturing efficiency due to the enormous amount of components and the large number of workers involved on the job site. It is vital, therefore, to plan thoroughly so as to control and supervise the flow of materials, work volume, job assignments and subsequent progress of the shipbuilding process.
5. Steel Cutting – Steel plates are being cut in to the parts that will form the the hull and deck sections of the ship. The process of heating and bending a steel plate into curved shapes is of great importance in shipbuilding, and requiries sophisticated skill and technique. Normally second payment will take place at this stage.
6. Assembly and Mounting of Ship Sections – The cut steel is assembled into smaller blocks that in turn are assembled into larger sections that mounted together to finally become a complete ship.
7. Launching – When all the blocks are mounted and jointed, launching is the next stage. While the launching at a dock simply means filling the dock with water to float the ship, the launching from a building berth is a very impressive and exciting sight to see since the ship slides its way majestically into the sea. This is one of the most thrilling moments for all involved with the shipbuilding process. Third payment will normally take place during launching.
8. Finishing of the Vessel – After launching the vessel is finished up at the quay. Starting with finishing work of accommodation and control sections, every equipment and instrument is checked and re-examined in practice. We are now in the final stretch of shipbuilding.
9. Sea Trial – At sea trial the ship and ship equipment performance is tested and the result is kept as a performance record of the vessel.
10. Delivery – A new ship is born. After the delivery ceremony, the captain, chief engineer and crew embark for the ship’s maiden voyage. Final payment is done at delivery.
11. Warranty – Warranty period of a new ship is usually 12 – 24 months depending on the contract.
Ship Operation
Modern ship operation is a big and sophisticated process that involves a number of people at authorities and different companies. During this period of the ships life it will generate money for the owner who will get his return on the investment.
Ship recyling
After 25 – 30 years of service or when repairs and retrofitting cannot be financial justified the ship is recycled. Normally the ship owner sells the ship to a ship scrap yard for demolition. At the yard all the steel and some of the equipment is reused or sold in the secondhand market. For safety, health and environmental issues in the past the IMO has set up new rules for the process.
WARNING! June 2018: Until Further Notice: Avoid Venezuelan waters; Pirates are attacking and murdering sailors and passengers.
Skipping Suez Would Save Money to Carriers
Circumventing the Suez Canal on Asia-USEC and Asia-North Europe services may save carriers on average USD 235,000 per voyage as they would not need to pay the canal fee. However, opting to sail south of Africa instead of through the Suez and Panama Canals adds more days to the overall voyage.
In its latest analysis SeaIntel’s points to a trend of carriers to do just this on their journeys. Namely, since the end of October 2015, 115 vessels deployed on Asia-USEC and Asia-North Europe services have made the back-haul trip to Asia by sailing south of Africa instead of their routing on the head-haul.There were also plans to switch more Asia-North Europe sailings to the south of Africa routing in the coming weeks.
“While the change of routing of some Asia-North Europe services (back-haul) to south of Africa is a blow to the Suez Canal, it will not become critical until we see more back-haul services being switched and/or the head-haul routing also is changed,” SeaIntel said, adding that their analysis focused on the possibility of carriers switching their head-haul routing to south of Africa.
115 vessels made the back-haul trip sailing south of Africa
The vessels currently using the route south of Africa on the back-haul have mostly used this option without increasing transit time or dropping intermediate calls, e.g. in the Mediterranean or Middle East, but have simply sped up vessels on the leg that would otherwise have gone through the Suez Canal.
“This is not an option on the head haul, as all services currently sail so fast on the canal leg that roughly extra 3,100 nm cannot be incorporated without increasing the transit time between Asia and North Europe, as most ultra large vessels cannot sail faster than 21-22 knots. We therefore examined the economic viability of the south of Africa routing if 3.5 or 7 days were added to the head haul transit time,” says CEO and Partner in SeaIntel, Alan Murphy.
The extra 3.5 days scenario implies that 3.5 days have also been added to the back haul transit time, making it even more likely that the back haul voyage will also be switched to south of Africa. The 3.5 and 7 days scenarios require that the carriers deploy an extra vessel per service in order to keep weekly intervals.
“Charter prices vary quite a bit, and no efficient market currently exists for vessels above 10,000 TEU, but brokers with whom we were in contact earlier normally assume that a vessel costs roughly 3.5 USD/nominal TEU per day; this covers the building costs, OPEX and the necessary return on invested capital. Thus a 13,000 TEU vessel roughly costs 45,500 USD per day,” the report reads.
“Carriers considering the longer route will be mindful of the potential loss of business as a result of the longer transit times, but it should be remembered that carriers introduced slow-steaming without major opposition from shippers, who seem to value lower freight rates over shorter transit times. Potentially, we may see carriers offering “business class” fast services through economy fare around the south of Africa”, added Murphy.
The analysis shows that 12 of the 19 dedicated Asia-North Europe services could sail south of Africa on the head-haul if 3.5 days was added to the transit time.
Savings would range from USD 7.3 to 19.4 million per year; The potential savings vary from service to service, ranging from 7.3 to 19.4 million USD per year, compared to the current routing through the Suez Canal. On top of this, with the extra 3.5 days transit time on the back-haul carriers could save around 5 million USD per service in fuel savings, if the back-haul routing was rerouted to south of Africa, and this is in addition to the backhaul canal fee savings of approximately 20 million USD/year per service, SeaIntel said.
If instead carriers were to route the vessels through the Suez Canal on the back-haul, the extra 3.5 days of sailing time would not add any significant savings on the back-haul fuel consumption due to the already low sailings speeds.
If seven days were added to the transit time on the head-haul all 19 Asia-North Europe services would be able to make the routing south of Africa. On average the carriers would save around 17.2 million USD per year per service. Combined, cash-strapped carriers could save 275 million USD per year.
SeaIntel also noted that an added benefit would be that both scenarios would soak up 19 ultra-large container vessels, equalling roughly 270,000 TEU. Such a move would be greatly beneficial for the carriers, as it would go a long way towards restoring the supply/demand balance in the market.