Abstract
Human civilization in building things always taken similar path across all aspect of life, industries of yesterday have seen concentration in vertical way of building industries, today is all horizontal building methods some that include merging and strong collaboration. The large-scale nature of shipbuilding has created a pathway for associative manufacturing. Ships as well as other industrial maritime structures and related components are an important industry that requires the best and latest scientific/engineering resources in a multitude of different disciplines.
These reports will collect, discuss and analyses of various and historical and statistical data’s of shipbuilding for the last decade and deduce trend in shipbuilding, demand and future direction the industry.
The report will touch the serious difficulties the shipbuilding sector is facing and providing information on trend in commercial practices.
The paper will also discuss:
– The longer term supply and demand analysis for merchant ships;
– General remarks on the nature of shipbuilding contracts and on the underlying
Study work;
– The analysis of the financial sector in South Korea;
– Details of certain investigated shipyards;
– The description of the applied methodology;
Introduction
Shipping is not a primary industry in the sense of agriculture or mining, nor a secondary industry in the sense of steel or chemical production. It is a tertiary or service industry that responds to the needs of the shipping public. As such of that, shipping represents the investment of billions of dollars individual, corporate, commercial and government itself.
From that, the major function of the shipping industry is to close the physical gap between trading nations by allowing the exchange of extra commodities. This activity is performed worldwide and links all parts of the globe in a network of routes, some of which are highly developed and heavily trafficked. Others used occasionally at certain times of the years. So, water borne transport is the cheapest means of moving large quantities of any commodity over long distance although it is in the main far slower than other forms of transport.
Owners do more than respond to the signals of the market. They continually assess the future needs of shippers and charterers investing their resources in terms of manpower and capital, in new ship design, technological improvement and additional ship capacity, realizing profits if they a re right and losses if they are wrong.
Lowering the cost of transportation since World War II has encouraged the specialization of industrial output by shifts in the comparative price advantage of domestic and foreign produced goods and has opened remote sources of raw material. World economies have never been as integrated as they are now. Trade is the most powerful binding force in a world filled with incompatible political systems.
Trends in shipbuilding
According to Lloyd’s Register, the world orderbook for new ships, as measured in gross tons, decreased after June 1998. On June 30, 1999, the world orderbook for merchant vessels 100 gross tons (gt) and over consisted of 2,479 vessels totaling 53.8 million gt. This represents a 7 percent decrease from the 2,668 Vessels on order at the end of June 1998 and a 3 percent decrease in gross tonnage from 55.6 million gt in June 1998. The average size of merchant ships on order increased 4 percent from 20,829 gt at the end of June 1998 to 21,718 gt at the end of June 1999. South Korea jumped ahead of Japan to regain the dominant position in the world merchant shipbuilding market. South Korea accounted for 35 percent of the gross tonnage of merchant ships on order, followed by Japan with 32 percent and the People’s Republic of China with 5 percent of the international commercial shipbuilding orderbook (see Figure 22-1). At the end of June
1999, the United States ranked twelfth among shipbuilding
The world shipbuilding market continues to face serious difficulties, due to an imbalance of supply and demand. Past expansion of shipyards, mainly in Korea, but now increasingly also in China 3, has led to price depression. Year 2000 have been a recovery point due to high level of ordering and increase in price while year 2001 has led to a new reduction in prices.The year 2001 has been very problematic for the maritime industries world-wide: The Recession in the US and the terrorist attacks of 11 September has decreased the demand for sea trade and cruises, respectively. The decline in ordering affected the sectors of Containerships and cruiseships most, leading to a drop in overall market share for Korea and the EU, which are particularly strong in these segments.
The segment Liquified Natural Gas carriers (LNG) saw an increase in absolute order volume, however, this is still a niche market. Korean yards took most of the orders for LNG carriers. They hold 65 % of the relevant world orderbook, and 79 % of the new orders placed in 2001 went to Korean yards, despite the fact that Korea is a relative newcomer in the field and the building yards do not hold patents on the key technologies. Market analysis suggests that Korean yards made inroads in this area due to very low offer prices. Their ability to supply a large number of vessels at an early delivery date may have been important in getting a large amount of orders also.
company in the field and their data is also used by international organizations such as the OECD.
Challenges in technological developments in the shipping and shipbuilding industries over the last few years are summarized here by adding the latest information to what was reported.
1. Energy Saving Technology for Ships
In 1981, successful attempts to develop ships mainly very large ore/ coal carrier, which would consume 40 to 60 percent less fuel than conventional ships of comparable size were announced in quick succession and construction of such ships was started. At the same time, these techniques serve as stepping stones for further technological development in this direction.
2. Study on Technological Strategy
Expert from universities, the Ministry of Transport and the shipping , shipbuilding and ship machinery industries gathered and discussed a technological strategy for the coming years, based on the environment of the shipbuilding industry and the expected future image of the nation. The conclusion s they reached were:
· Social requirements and constraints to be taken into consideration are boiled down to building up a socioeconomic system harmonized with the environment, realization of secure and hazard-free life of high quality, realization of an advanced IT-oriented society and assurance of steady supply of energy, resource and food.
· Focus on energy conservation and human labor saving, themes corresponding to the above-cited general objective include conservation of the global and marine environment, pursuit of greater safety and reliability, application of advanced information technology and enhancement of productivity and reliability and sophistication of shipbuilding technology and creation of new demand to be met by shipbuilders.
3. Conservation of the Global and Marine Environment
Among the themes concerning the conservation of the global environment taken up by the United Nation Environmental Program (UNEP), those having direct relevance to the shipping and shipbuilding industries are the prevention of the marine pollution, the prevention of air pollution and the prevention of global warming.
4. Ship Safety and Reliability
From the second half of the 1980s, bulk carriers were wrecked consecutively, tolling many human lives and large amounts of resources. Safety problems of bulkers have been discussed mainly at the IMO and the International Association of Classification Societies (ICAS) and legislation for greater safety is in the process of development. Therefore, they create some solution for them to follow it, the solution covered;
· Enhanced Hull Inspection and Maintenance
· Fatigue and Corrosion of Hulls
· Monitoring of Hull Strength
· Modernization of Ship and Establishment of Management Systems
5. Application of Advanced Information Technology and Enhancement of Productivity and Reliability
A computer integrated manufacturing system (CIMS) for shipbuilding has been studied as a joint project of the academic community and private industry since year 1987. Realization of the system is an urgent necessity in order to transform the traditional labor intensive shipbuilding sector into a modern industry and eventually solve the immediate problem of labor shortage, especially of skilled worker. Because the reduced physical capacity of shipyards and the double hull requirement for tanker will inevitably reduce the numbers of vessels that can be built annually further improvement in productivity are required. From this CIMS, it introduces;
Design stage
Production planning and production management
Mechanization and automation
6. Advancement of Shipbuilding Technology and Creation of New Demand
Studies are under way focusing on the development of ultra-high speed cargo ships, and on infrastructure improvements including faster and more efficient cargo handling to match the speed of fast marine transport, all with an eye to a modal shift in the key aspect of logistic.
The volume of cargo traffic increase annually and basic physical distribution requirements for ever faster, cheaper and safer transport remain. Overland transport in particular, is beset by problems of congestion, labor shortage an air pollution from exhaust gas, giving rise to demands by society for a modal shift to marine transport.
Research efforts are also made for practical application of gigantic floating structures intended for greater utilization of oceanic space. It is hoped that shipbuilding technology be further advanced so as to create new demand to be met by shipbuilders.
Summary of market share –all ships type
According ships data’s collected from clackson research report, Japan, china (including Hong Kong ) , the republic of Korea , Denmark and Sweden are outstanding among the nations with maritime services for cross trades.
Other major trading nations are major importers or users of shipping services while maintaining a relevant ownership position and to lesser extent a national flags – for example the united stares come into this group. According to UNCTAD report the United States account for 13% of world trade while owned 5.9 % of world tonnage with only about 1/4th of such tonnage flying the national flag. Similarly France account for .5% of world trade and .0 % of tonnage ownership with flag having a share of ½ of this percentage.
Korean yards continue to price ships below cost while others are trying to improve their bottom line. Most major Korean yards managed to show a profit for 2001, due to high sales volume at expense of price.
The source mostly referred to in this report is H. Clarkson Ltd. 11 and its various subsidiaries (in particular Clarkson Research). While Clarkson is a well-recognized
Demands for shipbuilding
Research and development Forecast under analysis of cargo volume and correlation with fleet ownership generated has allows have also been a useful tool for various decision making process to meet market and demands call in maritime industry a swell as increased productivity and cost reduction in the construction of ships. So far, because of the complexity of the maritime industry- maritime structures and maritime transport services are largely interrelated, therefore, demands to meet productivities, efficiency of the construction of ships, Technology and Improvement of competitiveness depends on the following components
Organization
Human factor
In particular, in order to achieve substantial cost reduction, productivity gains, production process simulation under technological and organizational, this along side with other factors of labor and incorporation of new ICT tools for interconnectivity between different systems will be taking into account and incorporated as necessarily.
In addition to this the following factors has also influence the market of sea transport:
World Economy: the world economy with its output and trade is the most important single factor to generate demand for shipping and any crisis in the world economy reflects in the demand for shipping. Ups and downs of shipping demand are also proportionate to world trade. The world economy that may bring about change in the demand for sea transport through:
· The Business Cycle: The business cycle lays the foundation for freight cycles. Fluctuation in the rate of economic growth work through in to the sea borne trade, creating a cycle pattern of demand for ships. For example, two major recessions in shipping business in 1975 and 1981-1983, which co-incited with the recession of the world economy. These economic cycles arise from a combination of external and internal factors. The external factors include events such as wars or sudden changes in commodity prices such as crude oil, which cause a sudden change in demand. Internal factors refer to the dynamic structure of the world economy itself, which it is argued, leads naturally to a cyclical rather than linear growth path. Five of the most common business cycles are-
Concurrently, this make the designing and building of highly complex maritime systems, be it ships, floating factories or fixed structures, requires the best possible multidisciplinary approach that focus on
Simplicity (in lay-out and operation)
Robustness and reliability
Ease of maintenance
Low manning requirements
Inline with contemporary issue of sustainable safe and environmentally friendly ship operation, using
Design Tools.
Design Methods
Production Processes
Production Technologies
Commodities that have share of commodity for sea trade are raw material of agricultural industry, Metal Industry, Forest Product, Other Industrial Material, Other Manufactures.
The most important technical development was the unitization of the liner shipping business. The shipping industry has been so successful at exploiting this technical development that the cost of sea transport has hardly increased- Coal and Oil cost little more to transport.
It is generally considered that maritime capabilities, specifically of the ownership of substantial tonnage are essential for a county trade support and promotion. This report will highlight data’s of major trading countries, the relationships and impact between cargo and tonnage and the flag of registry in the mid 1990s than in 1940s.
Market trend
According to UNCTAD maritime review Japan, Korea’s china has made more than dramatic change that revolutionary’s shipbuilding. It has observed that shipping building and its associated industry is quite conservative, and they are more subjects to government influence and policies. This influence has provided fluctuation trends in the industry and of course the demand and supply for cargo are determinant for demand for new ships.
A summary of the balance of tonnage supply and demand for selected years appears in table - The total surplus tonnage in 2004 was about half that of the previous
year – 6.2 million dwt. This was largely attributable to the high level of vessel scrapping over the last few years and to increased employment of ships.
Supply
Tonnage supply in the oil tanker sector increased in 2004 by 12.3 million dwt to 298.3 million dwt as newbuildings delivered outweighed tonnage scrapped, laid up or lost (see table and. figure). This, combined within increased shipments and extended haulage,
brought down overcapacity to 3.4 million dwt or 1.1 per cent of the total world tanker .eet. In 2004, the total dry bulk. Fleet supply increased by 27.6 million dwt to 325.1 million dwt. Over tonnage for this type of vessel reached 2.1 million dwt, equivalent to 0.6 per cent of the dry bulk .fleet. For the conventional general cargo. Fleet, overcapacity stood at the same level as in the previous year, with supply exceeding demand by only 0.7 million dwt or 1.6 per cent of the world .fleet of this sector. The surplus tonnage of general cargo vessels has been under 1 million dwt for the last four years.
Policy change
Recent years have seen many countries coming up with revitalizing and their shipping building industry, in Nigeria cabotages law and ship financing scheme is recently established to encourage shipbuilding and ship acquisition. The US also introduced the National Shipbuilding and Conversion Act of 1993 and the expanded Title XI Federal Ship Financing Guarantee Program. .the same is introduced in other part
Demand
The correlation between cargo volume generated by different country groups and their fleet ownership is summarized in table 29. Developed market-economy countries generated 48.9 per cent of world seaborne trade in 2004, compared with 53.7 per cent in 1980. Over the same period, the tonnage share of the fleet of developed market-economy countries fell, from about 51 per cent in 1980 to about 27 per cent in 2004.
However, in addition to tonnage under national flags, there is also the tonnage of vessels owned by nationals of particular countries but registered under foreign flags, and the two together bring the share of developed market-economy countries to 65 per cent. The share of developing countries in world cargo turnover has remained at about 40 per cent.
Their tonnage owned and registered under national flags increased from 10 per cent of the world fleet in 1980 to 22.6 per cent at the beginning of 2005, Tonnage beneficially owned by developing countries has expanded to nearly one third of the total beneficially registered tonnage, bringing the total tonnage owned by developing countries to about 36 per cent of the world .fleet. The share of world cargo turnover generated by the countries of Central and Eastern Europe remained at about 3 per cent in 2004, unchanged from the levels of previous years but significantly less than the 4.7 per cent level of 1980.
These countries’ fleet position also declined from 5.5 per cent to less than 2 per cent in 2004. The socialist countries in Asia increased their share in world trade to 8.1 per cent in 2004, while they improved their share in world tonnage from 1.6 per cent in 1980 to 3.7 percent in 2004. In addition, these countries have a small share of their fleet registered in the open registries.
Information on the fleet ownership of the major trading nations appears in table 30. The major trading nations are also major owners of tonnage, which reflects the fact that in trade-supporting policies maritime transport can be exploited as a complement to trade. Maritime capabilities, specifically ownership of substantial tonnage, are generally considered essential for a country’s trade support and promotion. The table also
highlights the similarities and differences among the shipping services of the leading trading nations. Major trading countries such as Japan, China (including Hong Kong), the Republic of Korea, Denmark and Sweden are outstanding among the nations with
maritime services for cross trades. Other major trading
The information provided by Clarkson Research confirms the general downward
trend in ship prices. This applies to all standard ship types and reflects the generally
negative sentiment in the market, despite rising costs stemming from inflation, wage
increases and higher prices for raw materials priced in USD in all major shipbuilding
regions.
Source - clackson research
In accordance with market developments, Chinese shipbuilders have expressed their intention to aim for a large scale expansion of facilities, quoting South Korea as an example to follow. This is likely to lead to further price decline, unless China herself creates significant additional demand for ships. China being in WTO will equally creat effect in the market.
The index clearly shows the massive drop in prices following the Asian crisis of
1997/98 and the subsequent efforts to increase prices along the ordering boom in
2000. The (not very pronounced) trend towards better prices stopped in late 2000 and
for the year 2001 the trend was reversed as had to be expected with the number of
incoming orders falling. It is noteworthy that 2001 price levels did not keep pace e.g. with inflation.
With very limited ordering expected for 2002, price recovery will be difficult to
Achieve, although yards may be inclined to look for orders in those segments that
have been less affected by price erosion. Past experience has, however, shown that
this behaviour does not improve the financial results of yards, but rather leads to
additional price erosion in the targeted sectors, as long as the market is characterized
by over-supply.
New building
Yards, such as Hyundai (HHI), Hanjin (HHIC) and Samsung (SHI), did not benefited from large scale debt restructuring and which operate comparatively “old” facilities show (slightly) higher production costs under the debt-based methodology, while yards, such as Daewoo (DSME) and Daedong, did benefited from debt reductions and moratoria but operate comparatively “new” facilities show (slightly) higher production costs when basing the investigations on the depreciation approach. The two approaches give very similar results for the other two major Korean yards, Hyundai Mipo and Samho. Of course, results are also influenced by the financing terms of the individual projects investigated.
New ship builders
Source- European union
Prediction for future shipbuilding
If we go through the trend of the shipping and shipbuilding above, we can create and project a new development in next few years’ construction. Here, what I am thinking that influence to the shipping and shipbuilding industries.
1. Justification for Combined Carriers
In order to discuss the need flexible ships on certain of the world’s trade routes, the following section looks at the justification put forward by the shipping industry for the design and operation of combined ore, bulk, oil carrier or ore, oil carrier. These ships are designed to carry either oil or dry bulk on separate voyages at different times and are potentially more productive than pure tanker or bulk carrier.
In making the decision to invest in combined carrier tonnage as opposed to a pure oil carrier or dry bulk carrier, the ship-owner is presented with two possible operating scenarios. He can either combine voyages over a period by carrying dry bulk and oil in a sequence that keeps ballast to minimum or he can switch his ship between the dry bulk and the oil market sector. The independent ship-owner seeks to minimize his earnings by operating ships; therefore he must adapt management performance to combine flexibility with greater earning power.
2. Combined Voyages
The operation of combined voyages seeks to mix short ballast passages with longer loaded ones. It takes a different management style and effort to negotiate a series of contracts that will keep the ship employed to that normally found in bulk shipping company. The use a contract where the ship is not named in the document, but a promise is given to deliver the fixed amounts of cargo in given time periods makes it possible to plan the schedules of a fleet of this type of ships. The problem may be encountered where the cargo owner may offer a lower freight rate than that currently found in the spot market in exchanged for this type of commitment.
3. Spot Market Operation
The basic assumption underlying this philosophy is that the shipping market follows a pattern, which enables the time, when it is advantageous to transfer the combined carrier from oil trading to dry bulk trading to be calculated. This means that when tanker rates are high, the ship is traded in the oil market as a tanker, but when this rate falls there comes a time when the dry bulk rate will be higher it is the profitable to transfer to dry bulk trading.
4. Event Affecting Combined Carrier Utilization
5. Energy
Almost all commercial merchant ships are powered by oil fed plant. However, the oil crisis of the last few years has highlighted the need to research the likely power plant of the future. Amongst the many options, three alternatives to oil seem to have gained the most attention.
· Steam power
· Wind power
· Nuclear power
New project investigations
Since the last shipbuilding report six more orders (all placed in South Korea) were
investigated in detail, in order to establish the actual building costs. The investigated
orders are:
– VLCC, 48 120 cgt, to be built at Samho Heavy Industries;
– LNG carrier (series of 5), 71 850 cgt, to be built at Daewoo Shipbuilding and
Marine Engineering Co. Ltd. (DSME);
– LNG carrier, 69 675 cgt, to be built at Samsung Heavy Industries (SHI);
– LNG carrier (series of 2), 88 500 cgt, to be built at Hyundai Heavy Industries
(HHI);
– Suezmax crude oil tanker (series of 4), 30 800 cgt, to be built at Samho Heavy
Industries;
– 5 762 TEU containership (series of 2), 42 835 cgt, to be built at Samsung
Heavy Industries (SHI);
DSME has become the leading builder of LNG carriers in the world, with sixteen ships on order, giving the yard an economy of scale unseen before. However, the detailed analysis undertaken revealed that for the construction of LNG carriers there are limits to the improvement in efficiency as some yard equipment needs to be duplicated, leading to high up-front investment costs. Furthermore, DSME managed to start as a new company in late 2000, shedding most of the debts of its predecessor.
Therefore DSME can operate a very large state-of-the-art shipyard without the massive initial investment costs being reflected in their product prices. Nevertheless DSME still stands at a debt to equity ratio of 279 % (estimated for 2001), and although it is currently cash rich due to high order intake in 2001, this is likely to be dissipated when those orders need to go into production and the actual building costs begin to be incurred. SHI remains burdened with a comparatively high level of debt (the debt to equity ratio for 2001 is estimated to be still more than 200 %) and this fact is reflected in their cost base. SHI also suffers from a lower productivity than its Korean competitors, leading to higher wage costs. In addition SHI did not manage to attract multiple orders as Daewoo and Hyundai did and this has to show in the unit costs.
After being able to dispose of some non-performing assets stemming from HHI’s previous engagement with other Hyundai subsidiaries, HHI seems now to be heading towards profitability. HHI’s debt to equity ratio is assumed to reach 183 % in 2001, but, as with all Korean yards, an assessment of the yard’s financial situation is difficult to make. Very few meaningful financial figures are given and published accounts are not very recent and have little or no annotations.
SOURCE CLARCKSON RESEARCH
Conclusion
The world shipbuilding market is characterized by a strong imbalance of supply and demand, that over-expansion of shipbuilding capacity in Korea has led to very low offer prices in most market segments and that the resulting losses for Korean yards, in some cases, have been compensated through financial restructuring which.
The world merchant fleet expanded to 895.8 million deadweight tons (dwt) at the beginning of 2005, a 4.5 per cent increase. Newbuilding deliveries increased marginally to 49.4 million dwt, and tonnage broken up and lost was more than halved to 10.6 million
dwt, leaving a net gain of 38.8 million dwt.
The fleets of oil tankers and dry bulk carriers, which together make up 73.3 per cent of the total world .fleet, increased by 6.1 per cent and 4.2 per cent respectively. There was a 8.4 per cent increase from 90.5 to 98.1 million dwt in the container ship .fleet and a
7.6 per cent increase from 20.9 to 22.5 million dwt in the liqufied gas carrier’s .fleet.
The average age of the world fleet dropped marginally to 12.3 years, with almost 27.3 per cent of the .fleet 20 or more years old. General cargo vessels had the highest average age (17.5 years) and container vessels the lowest (9.4 years).
Registration of ships by developed market economy countries and major open-registry countries accounted for 27 and 45.1 per cent of the world .fleet respectively. Open registries increased their tonnage marginally; two thirds of this beneficially owned. Fleet
is owned by market-economy and developing countries. Developing countries’ share reached 22.6 per cent or 202.3 million dwt, of which 155.9 million dwt is registered in Asia.
References:
I. S.R.Tolofari (1989), “Open Registry Shipping, AComparative Study of Costs and Freight Rates”, Gordon and Breach Science Publishers, Amsterdam
II. Roy L. Nersesian (1981), “Ships and Shipping, A comprehensive Guide”, Penwell Books, Oklahoma
III. www.ship4ever.com
IV. www.nautikal4ever.com
V. http://www.clarksons.net/.
VI. http://www.fearnleys.com/.
VII. UNCTAD Review of Maritime Transportation, 2004, Pg 19-53
Appendix
Index reference
Arrangement of work
The merchant fleet statistics are based on Lloyd’s Register-Fairplay data supplied to DfT every quarter.
Vessels
The statistics include all known sea-going ships (and a few non-seagoing vessels) of 100 gross tons (gt) and above. United States reserve fleet (except for mid-year 1998) and Great Lakes fleet are included but most naval vessels are excluded.
Registry
Ships are registered at ports, and registry (or ‘flag’) refers to the country of the port at which a ship is registered. The breakdown of flags and flag groups by country is as follows:
United Kingdom - Great Britain and Northern Ireland.
Crown Dependencies - Isle of Man and the Channel Islands.
Dependent Territories - Anguilla, Bermuda, British Virgin Islands, Cayman Islands, Falkland Islands, Gibraltar, Hong Kong (until 1 July 1997), Montserrat, St Helena, Turks and Caicos Islands.
European Community at 30 April 2004 - United Kingdom (including Isle of Man and the Channel Islands), Austria, Belgium, Denmark (including DIS, Faeroes and Greenland), Finland, France (including French Antarctic Territory, French Guiana, French Polynesia, Guadeloupe, Martinique, Mayotte, New Caledonia, Reunion, St Pierre & Miquelon and Wallis and Futuna Islands), Germany, Greece, Irish Republic, Italy, Luxembourg, Netherlands (including Netherlands Antilles and Aruba), Portugal (including Madeira, MAR, Azores and Macao), Spain (including Canary Islands and CSR) and Sweden.
Countries acceded to EU on 1 May 2004 - Cyprus, Czech Republic, Estonia, Hungary, Latvia, Lithuania, Malta, Poland, Slovak Republic and Slovenia
Canada - Canada (including Great Lakes fleet)
Norway - Norway (including NIS)
USA - USA (including Great Lakes fleet, American Samoa, Virgin Islands of the USA, Northern Mariana Islands, Guam, Puerto Rico and USA reserve fleet (except for mid-year 1998).
UK ownership
UK owned (or directly owned) ships, wherever registered, are those for which the nationality of the owner is United Kingdom (not including the Crown Dependencies). Where a company owns a vessel, its nationality is deemed to be that of the country in which the company is incorporated.
UK parent owned ships are those for which the nationality of the company having the controlling interest in the direct owner is United Kingdom.
Units of measurement
Under the International Convention on the Tonnage Measurement of Ships, 1969, gross tonnage (GT) is defined as the following function of the total volume of all enclosed spaces in the ship (V), in cubic metres:
GT = K1V
Where K1 = 0.2 + 0.02log10V.
Although the Convention is fully in force, the old "gross registered tons" measure is still the measure recorded on Lloyd’s Register-Fairplay World Fleet Database for a substantial proportion of world tonnage. This was directly related to the capacity of the space within the hull, and of the enclosed spaces above the deck, which were available for cargo, stores, passengers and crew, with certain exceptions. In practice, old and new tonnage measures are fairly similar, except for ships with substantial exempt spaces under the old system, such as Ro-Ro vessels.
Deadweight tonnes (dwt) is the weight of cargo, stores, fuel, passengers and crew carried by the ship when loaded to her maximum summer loadline. Up to 1986, statistics were compiled for imperial deadweight but from 1987 metric units are used (one deadweight ton (imperial) = 1.016 deadweight tonnes).
TEU (twenty-foot equivalent units) is a measure of the container-carrying capacity of certain types of ships, being the number of standard twenty-foot containers, which the vessel could carry.
Trading vessels
Trading vessels are those, which carry cargo or passengers for commercial purposes. Certain vessel types, for example dredgers and fishing vessels, are therefore deemed to be ‘non-trading’. Other vessels, whilst constructed for ‘trading’ purposes, are also deemed to be non-trading because they have been converted for a non-trading use, for example storage or a floating restaurant, or because they are non-seagoing.
Ship prices (Table 7.5)
These figures, which are priced in US dollars, are taken from the annual Reviews published by Fearnleys of Oslo, Norway.
Index reference
Vessel and registry groupings used in the Review of Maritime Transport
As in the previous year’s Review, .ve vessel groupings have been used throughout most shipping tables in this year’s edition. The cut-off point for all tables, based on data from Lloyd’s Register – Fairplay, is 100 gross registered tons (grt), except those tables dealing with ownership, where the cut-off level is 1,000 grt. The groups aggregate 20 principal types of vessel category, as noted below.
Review group Constituent ship types
Oil tankers Oil tankers
Bulk carriers Ore and bulk carriers, ore/bulk/oil carriers
General cargo Refrigerated cargo, specialized cargo, ro-ro cargo, general cargo (single- and multi-deck), general cargo/passenger
Container ships fully cellular
Other ships Oil/chemical tankers, chemical tankers, other tankers, liquefied gas carriers, passenger ro-ro, passenger, tank barges, general cargo barges, .spying, offshore supply, and all other types
Total all ships Includes all the above-mentioned vessel types The following guidelines are offered by Lloyd’s Register – Fairplay for the tables in this year’s Review relating tofleet development.
Major open-registry countries
Ships in this group fly the flag of the Bahamas, Bermuda, Cyprus, Liberia, Malta or Panama.
Approximate vessel size groups referred to in the Review of Maritime Transport, according to generally used shipping terminology
Crude oil tankers
ULCC 300,000+ dwt
VLCC 150,000–299,999 dwt
Suezmax 100,000–149,999 dwt
Aframax 50,000– 99,999 dwt
Dry bulk carriers
Cape-size 80,000 dwt plus
Panamax 50,000–79,999 dwt
Handymax 35,000–49,999 dwt
Handy-size 20,000–34,999 dwt
Source: Lloyd’s Register – Fairplay.
Tuesday, May 27, 2008
MARINE TECHNICAL PAPER REVIEW BY OLADOKUN SULAIMAN
Overview
Civilization in maritime industry has been built and through seriousness on talk relating to relating to caring and establishing near absolute resolution for accident and disaster that has been happening from one reason or the other. For years various resolution and regulation has been formulated through resolution proposal and recommendation conferences and of course other information-sharing forum.
The core of these papers under review is about information safety, reality stories and, survey and recommendation do and relating them together in order to serve a purpose to satisfy IMO visions .of safety of life and Cleaner Ocean. The review report will present views in order the papers are arranged above. For purpose of integrating discussed ideas.
AMSA marine notice _The marine notice on operations and maintenance procedure with great degree of seriousness presented recent accident and their causes. The papers reiterated on the relationship between personal and use of equipment, ship owners and procurement and providing and guide for equipment, operators and assessment or recommendations on limit definitions,, manufacturers and standards and familiarization training on the use of the equipments
Thus in the report Mr. Chive did not specifically specify the role of parties concerned in this report, but his collusive recommendation emphasized on to all concerned the following in the name of safety and associated consequences:
q For operator’s owners to pay serious attention to safe working load and stresses of requirement taking various conditions of operations into consideration in order to define necessary limit.
q For owners make necessary measure of standards and to the manufactures test certification
q For owners and operators to make provision for familiarization program, references and all time avail is guide for use of equipment for personnel.
The notice is quite informative and the sad stories of the incident are well presented, however we think that variation is limited to effect of overload and overstress accidental and their causal – but of this is a focus based notice, we assume it to be perfect.
TSB safety studies – the issu of safety, their cause and recommendation from the above pares allow logic to link to safety studies done by the transportation board of Canada.
The fact that various studies made in the past about accident and their cause proved that human factor contribute the largest share is approve that human remain the best recourses in any aspect of human endeavor. From statistical to building computer models, various analysis has been made in the fast, but he truth about this exercise made by TSB is that behavioral human reliability test can only be undertaking through completion of matrix questionnaire that can reach and sample large demographic and vast number of profession concerned in the studies areas- in this case safe navigation ship associated cooperation, their cooperation and information sharing.
According to the 20 questions given to number of pilots, masters and officer of watch, and the statistics generated from the responses, During the process of the statistical survey, issue relating to cooperation and, planning, briefing, definition of responsibilities, attitude,, arrogant , negligence ., overconfidence , diversity of perception and hostile atmosphere assumption , grudges about legislation ,pointing fingers all of which are vices to lost of conscience to maintain the spirit of teamwork , control , friendly environment were deducted from comments and numerical data’s.
TSB then made the following recommendations by summing the above described problems under the following general areas o that have been bringing friction to safe navigation and that has lead to unnecessary lost of life and damages:
Hand over briefing- under these problem areas TSB emphasized that maintaining interpersonal relationships remain humanistic part of our life anywhere in order to maintain peace and stability – we are just human and we must interact and share information the we can know and make our environment a better place to perform our functions. TSB commend that standardizing handover briefing will result into a natural norms and this help eliminate dangerous vices of assumption, wrong perception and of course naturally bring naturally bring communication and information sharing into the scene –sometime it is true that people of different background find it hard to break the ice, yet we can’t afford to assume in a safety demanding nature of bringing ships into a port-
Language- this has been a long-standing issue, since it is clear to all that shipping and its nature and associated work is too international in nature and the only way to facilitate this is defining a language of operations. The report did not say much about this since IMO has already solved through STCW 95, and IMO way s of doing business is clear, rub peoples mind together on issue the moment, pass agreed regulation and mandate local maritime administration to enforce it, if they don’t then port state control should and it hey don’t then concerned ship risk blacklisting – who don’t want good name. - This hence bring a resolution point to matter relating to communication and language.
Teamwork-cumulative of issue relating to grudges over legistalation, on who takes responsibilities if there is failure, arrogant of who is in charge and realizing who we really are, getting lost in technical aspect of our life has lead many to forget our humanistic part of we to respect one another and provide environmental friendly condition that will naturally bring team work in doing business together- tow head are definitely better than one. TSB conclusion boiling down everything to humanity knowledge and need for trainee is too true and it is a perfect ideas, recommendation to parties coordinating all parties to establish bridge resources management and incorporation same training in licensee scheme for bridge and pilot licensee scheme will definitely compromise many elements that has been affecting cooperation on board.
Again the survey is great, we believe that IMO has a HRA guideline under cirular1073- MEPC 392.doc FSA. Incorporating this studies into other studies made through other methods will definitely be a good complete to that procedure it will give a better result that will give open door to further recommendation and completely validate this report. More so, presenting the above in IMO MSC conference for resolution and approval and passing it to other as formal circular will help a great deal to resolved issue emanated form this exercise.
Canadian coast guard recommendation – discussion on this paper apparently link to the resolved from result of previous studies and make the recommendation made an implementation point through enforcement nature of the coast guard activities. Thus, recommendation has touched more areas of specialization in the manning of ship relating to deck and radio officer, nothing was mentioned regarding engine watch except reference to the reference guidebook.
Recommendation defined clearly responsibilities of watch keepers, masters, their associated equipment, their associated rules, regulations and procedures, various environment and conditions and link between them and the equipment and other external people that directly or indirectly involve in ship and shore activities to fulfill ships mission and sustain safety and teamwork, and of course information exchange to keep all connected.
The defined task ands of person working on board are summarized as follows:
q Basic principles to be observed in keeping navigation watch- regulations under this heading emphasized on responsibilities relating to watch arrangement, fitness for duty, navigation, navigation al equipment Navigational duties and responsibilities, look out, navigation with pilot embarked protection of marine environment.
q Recommendation on operations guidance for officers in charge of a navigation watch – here responsibilities of officers of watch were clarified under issues of taking over the navigational watch, periodic checks of navigational equipment., automatic pilot, electronics navigational aids, radars, navigation in coastal waters, clear water, restricted visibility , calling the masters, navigation with pilot embarked watch keeping personnel, ships at anchor.
q Basic principle requirements for watch in port on ships carrying hazardous cargo-this part detailed watch relating to ship in moored and anchors position, mandatory minimum requirements for watch imports on ships carrying hazardous cargo, and making reference to “recommendation on principle and operations guidance for deck officers in charge of a watch in port” and the “standard for engineering watch keeping on ships “TP4071 AND 7017 as adopted in STCW 78.
q Recommendation on principle s and operational guidance for deck officers in charge of a watch port- this part break down responsibilities in the area of watch arrangement, taking over the watch, and keeping the watch.
q Recommendation on basic guidelines and operational guidance relating to safety radio watch keeping for radiotelephone operators-responsibilities are clearly described under watch keeping duties, action to be taken in cases of distress, urgency and safety , log keeping , maintenance .
International activities report: this report show the how IMO has been using the doctrine of consensus from different proposal government, non-government and interest group and watchdogs to validate his work and regulations through creation of various committee and working to work on specific issue under coordination of MSC, and implementing them through FSI good to and all regulations throughout the years.
In this IMO convention the focus group examined are:
q Maritime safety committee (MSC)-here issue relating to SOLAS adoption amendments, and reorganization, STCW white list, report of subcommittee on bulk liquid and gases ,report of subcommittee on safety of navigation ,, subcommittee on stability , load line and fishing vessel safety are discussed, mandatory application of IMDG code, crime of piracy and armed rubbery at sea, flag state self assessment , NAV 46 ,no anchorage areas amendment proposal , DE 46 life saving appliances , report and WIG, flag state implementation (FSI), technical assistance subcomeetee on maritime safety ,report of subcomeetee on ship design and equipmenet DE43,consider CSD7 relating to UN commission on sustainable development,large passenger ship safety , bulk carrier safety,
q Sub committee on fire protection (FP)-matters discussed here are regulations relation to design of high speed craft ,guidance on simplified means to calculate fire load , guidance on use and installation of carbon dioxide ,UN concern about aerosol fire extinguisher,
q Subcommittee on standards of training and watch keeping (STW)-issues discussed here are validation of model training, training certificate of marine pilots and revision resolution, , follow up action to the 1995 conference to amend 1978 STCW, lawful practice of certificate of competency, casualty analysis, development of guidance on training use of ECDIS,SMPC, development for training in ballast management , development of guidance for ship operating in ice covered waters.
q Subcommittee on bulk liquid and gases (BLG) I items disused under this committee are methodology for oil outflow analysis, MARPOL 73/78 annex and 1 and 2, hazardous material, electrical installation on bulk carrier chemical and gas carrier, MARPOL and floating storage units, IMO green house gas emission.
q Subcommittee on flag state implementation (FSI) measure flag state compliance, self assessment of flag state performance, implication of vessel loosing right o fly a flag, regional operations on port state control, reporting procedure for detention, mandatory report on pollution ,use of Spanish language in certification and SOLAS , illegal fishing
Thus position of the American coast guard continues to be vaguely defined in IMO and the Spanish language proposal also seems to be off the hook considering the definition of STCW language of operations. Thus in human n set up, such unusual complex issues are likely to be expected. Likewise the long-standing issue of fishing vessel remains a marinated issue IMO need to incorporate into his safety program. Sharing information with FAO is fine.
Civilization in maritime industry has been built and through seriousness on talk relating to relating to caring and establishing near absolute resolution for accident and disaster that has been happening from one reason or the other. For years various resolution and regulation has been formulated through resolution proposal and recommendation conferences and of course other information-sharing forum.
The core of these papers under review is about information safety, reality stories and, survey and recommendation do and relating them together in order to serve a purpose to satisfy IMO visions .of safety of life and Cleaner Ocean. The review report will present views in order the papers are arranged above. For purpose of integrating discussed ideas.
AMSA marine notice _The marine notice on operations and maintenance procedure with great degree of seriousness presented recent accident and their causes. The papers reiterated on the relationship between personal and use of equipment, ship owners and procurement and providing and guide for equipment, operators and assessment or recommendations on limit definitions,, manufacturers and standards and familiarization training on the use of the equipments
Thus in the report Mr. Chive did not specifically specify the role of parties concerned in this report, but his collusive recommendation emphasized on to all concerned the following in the name of safety and associated consequences:
q For operator’s owners to pay serious attention to safe working load and stresses of requirement taking various conditions of operations into consideration in order to define necessary limit.
q For owners make necessary measure of standards and to the manufactures test certification
q For owners and operators to make provision for familiarization program, references and all time avail is guide for use of equipment for personnel.
The notice is quite informative and the sad stories of the incident are well presented, however we think that variation is limited to effect of overload and overstress accidental and their causal – but of this is a focus based notice, we assume it to be perfect.
TSB safety studies – the issu of safety, their cause and recommendation from the above pares allow logic to link to safety studies done by the transportation board of Canada.
The fact that various studies made in the past about accident and their cause proved that human factor contribute the largest share is approve that human remain the best recourses in any aspect of human endeavor. From statistical to building computer models, various analysis has been made in the fast, but he truth about this exercise made by TSB is that behavioral human reliability test can only be undertaking through completion of matrix questionnaire that can reach and sample large demographic and vast number of profession concerned in the studies areas- in this case safe navigation ship associated cooperation, their cooperation and information sharing.
According to the 20 questions given to number of pilots, masters and officer of watch, and the statistics generated from the responses, During the process of the statistical survey, issue relating to cooperation and, planning, briefing, definition of responsibilities, attitude,, arrogant , negligence ., overconfidence , diversity of perception and hostile atmosphere assumption , grudges about legislation ,pointing fingers all of which are vices to lost of conscience to maintain the spirit of teamwork , control , friendly environment were deducted from comments and numerical data’s.
TSB then made the following recommendations by summing the above described problems under the following general areas o that have been bringing friction to safe navigation and that has lead to unnecessary lost of life and damages:
Hand over briefing- under these problem areas TSB emphasized that maintaining interpersonal relationships remain humanistic part of our life anywhere in order to maintain peace and stability – we are just human and we must interact and share information the we can know and make our environment a better place to perform our functions. TSB commend that standardizing handover briefing will result into a natural norms and this help eliminate dangerous vices of assumption, wrong perception and of course naturally bring naturally bring communication and information sharing into the scene –sometime it is true that people of different background find it hard to break the ice, yet we can’t afford to assume in a safety demanding nature of bringing ships into a port-
Language- this has been a long-standing issue, since it is clear to all that shipping and its nature and associated work is too international in nature and the only way to facilitate this is defining a language of operations. The report did not say much about this since IMO has already solved through STCW 95, and IMO way s of doing business is clear, rub peoples mind together on issue the moment, pass agreed regulation and mandate local maritime administration to enforce it, if they don’t then port state control should and it hey don’t then concerned ship risk blacklisting – who don’t want good name. - This hence bring a resolution point to matter relating to communication and language.
Teamwork-cumulative of issue relating to grudges over legistalation, on who takes responsibilities if there is failure, arrogant of who is in charge and realizing who we really are, getting lost in technical aspect of our life has lead many to forget our humanistic part of we to respect one another and provide environmental friendly condition that will naturally bring team work in doing business together- tow head are definitely better than one. TSB conclusion boiling down everything to humanity knowledge and need for trainee is too true and it is a perfect ideas, recommendation to parties coordinating all parties to establish bridge resources management and incorporation same training in licensee scheme for bridge and pilot licensee scheme will definitely compromise many elements that has been affecting cooperation on board.
Again the survey is great, we believe that IMO has a HRA guideline under cirular1073- MEPC 392.doc FSA. Incorporating this studies into other studies made through other methods will definitely be a good complete to that procedure it will give a better result that will give open door to further recommendation and completely validate this report. More so, presenting the above in IMO MSC conference for resolution and approval and passing it to other as formal circular will help a great deal to resolved issue emanated form this exercise.
Canadian coast guard recommendation – discussion on this paper apparently link to the resolved from result of previous studies and make the recommendation made an implementation point through enforcement nature of the coast guard activities. Thus, recommendation has touched more areas of specialization in the manning of ship relating to deck and radio officer, nothing was mentioned regarding engine watch except reference to the reference guidebook.
Recommendation defined clearly responsibilities of watch keepers, masters, their associated equipment, their associated rules, regulations and procedures, various environment and conditions and link between them and the equipment and other external people that directly or indirectly involve in ship and shore activities to fulfill ships mission and sustain safety and teamwork, and of course information exchange to keep all connected.
The defined task ands of person working on board are summarized as follows:
q Basic principles to be observed in keeping navigation watch- regulations under this heading emphasized on responsibilities relating to watch arrangement, fitness for duty, navigation, navigation al equipment Navigational duties and responsibilities, look out, navigation with pilot embarked protection of marine environment.
q Recommendation on operations guidance for officers in charge of a navigation watch – here responsibilities of officers of watch were clarified under issues of taking over the navigational watch, periodic checks of navigational equipment., automatic pilot, electronics navigational aids, radars, navigation in coastal waters, clear water, restricted visibility , calling the masters, navigation with pilot embarked watch keeping personnel, ships at anchor.
q Basic principle requirements for watch in port on ships carrying hazardous cargo-this part detailed watch relating to ship in moored and anchors position, mandatory minimum requirements for watch imports on ships carrying hazardous cargo, and making reference to “recommendation on principle and operations guidance for deck officers in charge of a watch in port” and the “standard for engineering watch keeping on ships “TP4071 AND 7017 as adopted in STCW 78.
q Recommendation on principle s and operational guidance for deck officers in charge of a watch port- this part break down responsibilities in the area of watch arrangement, taking over the watch, and keeping the watch.
q Recommendation on basic guidelines and operational guidance relating to safety radio watch keeping for radiotelephone operators-responsibilities are clearly described under watch keeping duties, action to be taken in cases of distress, urgency and safety , log keeping , maintenance .
International activities report: this report show the how IMO has been using the doctrine of consensus from different proposal government, non-government and interest group and watchdogs to validate his work and regulations through creation of various committee and working to work on specific issue under coordination of MSC, and implementing them through FSI good to and all regulations throughout the years.
In this IMO convention the focus group examined are:
q Maritime safety committee (MSC)-here issue relating to SOLAS adoption amendments, and reorganization, STCW white list, report of subcommittee on bulk liquid and gases ,report of subcommittee on safety of navigation ,, subcommittee on stability , load line and fishing vessel safety are discussed, mandatory application of IMDG code, crime of piracy and armed rubbery at sea, flag state self assessment , NAV 46 ,no anchorage areas amendment proposal , DE 46 life saving appliances , report and WIG, flag state implementation (FSI), technical assistance subcomeetee on maritime safety ,report of subcomeetee on ship design and equipmenet DE43,consider CSD7 relating to UN commission on sustainable development,large passenger ship safety , bulk carrier safety,
q Sub committee on fire protection (FP)-matters discussed here are regulations relation to design of high speed craft ,guidance on simplified means to calculate fire load , guidance on use and installation of carbon dioxide ,UN concern about aerosol fire extinguisher,
q Subcommittee on standards of training and watch keeping (STW)-issues discussed here are validation of model training, training certificate of marine pilots and revision resolution, , follow up action to the 1995 conference to amend 1978 STCW, lawful practice of certificate of competency, casualty analysis, development of guidance on training use of ECDIS,SMPC, development for training in ballast management , development of guidance for ship operating in ice covered waters.
q Subcommittee on bulk liquid and gases (BLG) I items disused under this committee are methodology for oil outflow analysis, MARPOL 73/78 annex and 1 and 2, hazardous material, electrical installation on bulk carrier chemical and gas carrier, MARPOL and floating storage units, IMO green house gas emission.
q Subcommittee on flag state implementation (FSI) measure flag state compliance, self assessment of flag state performance, implication of vessel loosing right o fly a flag, regional operations on port state control, reporting procedure for detention, mandatory report on pollution ,use of Spanish language in certification and SOLAS , illegal fishing
Thus position of the American coast guard continues to be vaguely defined in IMO and the Spanish language proposal also seems to be off the hook considering the definition of STCW language of operations. Thus in human n set up, such unusual complex issues are likely to be expected. Likewise the long-standing issue of fishing vessel remains a marinated issue IMO need to incorporate into his safety program. Sharing information with FAO is fine.
SUNY Maritime Students Take the Solemn Oath of the Engineer
The Maritime Watch
SUNY Maritime Students Take the Solemn Oath of the Engineer
With reverence, each candidate recited in crisp, calm diction, “I am an Engineer. In my profession, I take great pride. To it, I owe solemn obligation…” After reciting the “Obligation of an Engineer,” 24 State University of New York Maritime College graduating engineering students joined the Order of the Engineer during an induction ceremony held Thursday, March 6 in the Lecture Hall of the S & E Building. The new members of the Order are: Giovanni Cardone, Matthew Cole, Richard DeJacquant, Patrick Gensch, Crawford Green, Sean Hickey, Joshua Karalitzky, Joshua Kohl, Brian Kopka, Justin Litterine, Timothy Michels, Daniel Murphy, David Nowak, James O’Leary, Richard Pusatere, Jeffrey Robert, Kenneth Romney, James Ruppert, Stephen Shea, Oladokun Sulaiman, Michael Tombolillo, Winston Williams, Peter Wocial, and Christopher Yakuboff. “On behalf of the Maritime College administration and campus community, I congratulate each student on a job well done,” said Vice Admiral John R. Ryan, USN (Ret.), President. “Their accomplishment is most deserving of this most venerable occasion.” The Order of the Engineer is the roster of engineers in the United States who have participated in an Engineers' Ring Ceremony and who have accepted in public the "Obligation of an Engineer". The solemn obligation of engineers is "to uphold devotion to the standards and the dignity of (the engineering) profession." It is an obligation to turn to, "practical use, the principles of science and the means of technology...to serve humanity by making the best use of earth's precious wealth." The Order is patterned after the Canadian Ritual of the Calling of the Engineer, which is a fellowship of engineers who are dedicated to the practice, teaching or administration of their profession. Its purpose is to stimulate formal public recognition by engineers in the United States of two basic principles. These principles are that (1) the primary purpose of engineering is service to the public, and (2) all members of the engineering profession share a common bond. The Engineer's Ring in the United States is a stainless steel ring, worn on the fifth finger of the working hand by engineers who have accepted the Obligation of an Engineer in a Ring Ceremony. In Canada, the Engineer's Ring is a wrought iron ring accepted by engineers inducted into the Ritual of the Calling of an Engineer in a secret ceremony. Any engineer is eligible to participate if he or she has graduated from an ABET- (or ECPD-) accredited engineering program or holds a license as a Professional Engineer. Students enrolled in an ABET-accredited engineering degree programs are eligible if they are within four months of graduation. Other candidates may be considered eligible because of equivalent credentials, subject to the approval of the National Board of Governors. The Order is governed at the national level by a National Board of Governors, composed of as many as 21 engineers who serve three-year terms. The officers are a chairman, a vice-chairman, and a secretary-treasurer. The National Board establishes policy, directs the national office, and charters local "links" governed by local boards of governors. Such "Links" are granted the right to conduct Ring Ceremonies. There is no formal connection between the Order of the Engineer and other organizations; it is independent. However, the Order recognizes ABET's accreditation of engineering programs as a primary measurement of educational credentials for an engineer in the United States. The National Board of Governors has contracted with ABET to house and staff the national office of the Order of the Engineer since August 1987. In addition, Links of the Order have been charted to various local components of Tau Beta Pi, NSPE, and other engineering societies.
Navigation
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Articles
Ryan, Balboni Appear on FOX NEWS LIVE re: NY Maritime & Port Security Center
$1.5 Million Launches First-In-Nation Program at SUNY Maritime
ICSA Championship
Maritime Welcomes Largest Incoming Class in School History
From Norfolk, VA to St. Georges, Bermuda Maritime College Cadets Experience the World During Summer Sea Term
New Leaders of SUNY Maritime Foundation to Make it a Platform for Stability, Growth
Industry Supports Maritime Cadet Scholarships, Honors Maritime Lawyer Constantine P. Georgiopoulos
Expansion Continues with Groundbreaking for a 4-Story, 303-Bed Residence Hall
It's No Surprise: SUNY Maritime is a Great College
SUNY Maritime's Expansion in Maritime Training Technology Continues with Addition of New Diesel Engine Simulator Lab
Maritime Student Joel Knippel Receives SUNY Chancellor’s Award of Excellence
Riesenberg Gymnasium Aquatic Center Upgraded with Olympic Class Timing System
Maritime's Athletic Field Has a New Look
New Program for Students Focuses on Leadership Training and Skill-Building
Maritime to Host Intercollegiate Sailing Championships
Dr. Wosk Named to Statewide Humanities Speakers Bureau
Expansions and Renovations Continue at SUNY Maritime
Exhibit Celebrates Women's Role In the Armed Forces, Relationship with the Machine
New AD Aims to Strengthen Privateers Athletics
SUNY Maritime Students Take the Solemn Oath of the Engineer
The Center for Simulation and Marine Operations: Maritime's Other Training Ship
SUNY Maritime Professor Published in Prestigious Physics Journal
President's Update
Vice Admiral Ryan's 2003 Winter Commencement Address
Continuing Education Launches Certificate Program In Emergency Management
Maritime’s Dr. Wosk Presented Chancellor's Research Recognition Award
SUNY Maritime, NROTC Help Make Thanksgiving Day Parade Memorable
Bridge Simulator At SUNY Maritime Prepares Students For Navigation Of Marine Vessels
Dr. Warkentine Presented SUNY Chancellor’s Research Recognition Award
Sen. Velella, SUNY Maritime College Join Forces to Protect Home and Family
Metro Area Yacht Racing Leader Named Executive Director Of SUNY Maritime’s Sailing Foundation
And Now For An Update On The World’s Weather, Brought To You By SUNY Maritime Graduates
A Year After 9/11, Enrollment at New York City’s Only Naval Rotc Reaches All-Time High
Exhibition of Ocean Liners at War Will Dazzle and Drab “Ya”
SUNY Maritime Expands Program for Small Vessel Operations
Homecoming 2002 Highlights
Study Reports A Thriving Bronx River
SUNY Maritime College Launches Cadet Appointment Program
U.S. Navy Designates Maritime College As Host School For Nuclear Training Program
SUNY Maritime Students Take the Solemn Oath of the Engineer
With reverence, each candidate recited in crisp, calm diction, “I am an Engineer. In my profession, I take great pride. To it, I owe solemn obligation…” After reciting the “Obligation of an Engineer,” 24 State University of New York Maritime College graduating engineering students joined the Order of the Engineer during an induction ceremony held Thursday, March 6 in the Lecture Hall of the S & E Building. The new members of the Order are: Giovanni Cardone, Matthew Cole, Richard DeJacquant, Patrick Gensch, Crawford Green, Sean Hickey, Joshua Karalitzky, Joshua Kohl, Brian Kopka, Justin Litterine, Timothy Michels, Daniel Murphy, David Nowak, James O’Leary, Richard Pusatere, Jeffrey Robert, Kenneth Romney, James Ruppert, Stephen Shea, Oladokun Sulaiman, Michael Tombolillo, Winston Williams, Peter Wocial, and Christopher Yakuboff. “On behalf of the Maritime College administration and campus community, I congratulate each student on a job well done,” said Vice Admiral John R. Ryan, USN (Ret.), President. “Their accomplishment is most deserving of this most venerable occasion.” The Order of the Engineer is the roster of engineers in the United States who have participated in an Engineers' Ring Ceremony and who have accepted in public the "Obligation of an Engineer". The solemn obligation of engineers is "to uphold devotion to the standards and the dignity of (the engineering) profession." It is an obligation to turn to, "practical use, the principles of science and the means of technology...to serve humanity by making the best use of earth's precious wealth." The Order is patterned after the Canadian Ritual of the Calling of the Engineer, which is a fellowship of engineers who are dedicated to the practice, teaching or administration of their profession. Its purpose is to stimulate formal public recognition by engineers in the United States of two basic principles. These principles are that (1) the primary purpose of engineering is service to the public, and (2) all members of the engineering profession share a common bond. The Engineer's Ring in the United States is a stainless steel ring, worn on the fifth finger of the working hand by engineers who have accepted the Obligation of an Engineer in a Ring Ceremony. In Canada, the Engineer's Ring is a wrought iron ring accepted by engineers inducted into the Ritual of the Calling of an Engineer in a secret ceremony. Any engineer is eligible to participate if he or she has graduated from an ABET- (or ECPD-) accredited engineering program or holds a license as a Professional Engineer. Students enrolled in an ABET-accredited engineering degree programs are eligible if they are within four months of graduation. Other candidates may be considered eligible because of equivalent credentials, subject to the approval of the National Board of Governors. The Order is governed at the national level by a National Board of Governors, composed of as many as 21 engineers who serve three-year terms. The officers are a chairman, a vice-chairman, and a secretary-treasurer. The National Board establishes policy, directs the national office, and charters local "links" governed by local boards of governors. Such "Links" are granted the right to conduct Ring Ceremonies. There is no formal connection between the Order of the Engineer and other organizations; it is independent. However, the Order recognizes ABET's accreditation of engineering programs as a primary measurement of educational credentials for an engineer in the United States. The National Board of Governors has contracted with ABET to house and staff the national office of the Order of the Engineer since August 1987. In addition, Links of the Order have been charted to various local components of Tau Beta Pi, NSPE, and other engineering societies.
Navigation
News
Events
Archive
Articles
Ryan, Balboni Appear on FOX NEWS LIVE re: NY Maritime & Port Security Center
$1.5 Million Launches First-In-Nation Program at SUNY Maritime
ICSA Championship
Maritime Welcomes Largest Incoming Class in School History
From Norfolk, VA to St. Georges, Bermuda Maritime College Cadets Experience the World During Summer Sea Term
New Leaders of SUNY Maritime Foundation to Make it a Platform for Stability, Growth
Industry Supports Maritime Cadet Scholarships, Honors Maritime Lawyer Constantine P. Georgiopoulos
Expansion Continues with Groundbreaking for a 4-Story, 303-Bed Residence Hall
It's No Surprise: SUNY Maritime is a Great College
SUNY Maritime's Expansion in Maritime Training Technology Continues with Addition of New Diesel Engine Simulator Lab
Maritime Student Joel Knippel Receives SUNY Chancellor’s Award of Excellence
Riesenberg Gymnasium Aquatic Center Upgraded with Olympic Class Timing System
Maritime's Athletic Field Has a New Look
New Program for Students Focuses on Leadership Training and Skill-Building
Maritime to Host Intercollegiate Sailing Championships
Dr. Wosk Named to Statewide Humanities Speakers Bureau
Expansions and Renovations Continue at SUNY Maritime
Exhibit Celebrates Women's Role In the Armed Forces, Relationship with the Machine
New AD Aims to Strengthen Privateers Athletics
SUNY Maritime Students Take the Solemn Oath of the Engineer
The Center for Simulation and Marine Operations: Maritime's Other Training Ship
SUNY Maritime Professor Published in Prestigious Physics Journal
President's Update
Vice Admiral Ryan's 2003 Winter Commencement Address
Continuing Education Launches Certificate Program In Emergency Management
Maritime’s Dr. Wosk Presented Chancellor's Research Recognition Award
SUNY Maritime, NROTC Help Make Thanksgiving Day Parade Memorable
Bridge Simulator At SUNY Maritime Prepares Students For Navigation Of Marine Vessels
Dr. Warkentine Presented SUNY Chancellor’s Research Recognition Award
Sen. Velella, SUNY Maritime College Join Forces to Protect Home and Family
Metro Area Yacht Racing Leader Named Executive Director Of SUNY Maritime’s Sailing Foundation
And Now For An Update On The World’s Weather, Brought To You By SUNY Maritime Graduates
A Year After 9/11, Enrollment at New York City’s Only Naval Rotc Reaches All-Time High
Exhibition of Ocean Liners at War Will Dazzle and Drab “Ya”
SUNY Maritime Expands Program for Small Vessel Operations
Homecoming 2002 Highlights
Study Reports A Thriving Bronx River
SUNY Maritime College Launches Cadet Appointment Program
U.S. Navy Designates Maritime College As Host School For Nuclear Training Program
Saturday, May 24, 2008
PLANET EARTH BY OLADOKUN SULAIMAN
tate of the planet2 - Marine environmental polution
"It does not matter where on Earth you live; everyone is utterly dependent on the existence of that lovely, living saltwater soup. There’s plenty of water in the universe without life, but nowhere is there life without water. The living ocean drives planetary chemistry, governs climate and weather, and otherwise provides the cornerstone of the life-support system for all creatures on our planet, from deep-sea starfish to desert sagebrush. That’s why the ocean matters. If the sea is sick, we’ll feel it. If it dies, we die. Our future and the state of the oceans are one."
• Sea Change A Message of the Oceans
Sylvia Earle, 19
In the beginning it was all water ,Human civilization itself start along all coat of the world , be it river , lake, ocean – and all of the world are linked to the ocean –not only linked together but also almost everything we use eventually get in touched with the water- under cycle water in the ecosystem - all activities we do on land eventually get washed buy the rain and pass through the ground and have encounter with the water table that merge to the inland water which then run into the ocean- the ocean get evaporated , for cloud which eventually turn to rain – all In the name of supporting human
yfla.wrap("This multimedia content requires Flash version 9 and above.", "Upgrade Now.", "http:\/\/www.adobe.com\/shockwave\/download\/download.cgi?P1_Prod_Version=ShockwaveFlash", " Human benefit from marine and coastal ecosystem and activities \u2022 Coastal tourism =161 billion American dollars \u2022 Trade and shipping =155 billion American dollars \u2022 Offshore oil and gas = 132 billion American dollars \u2022 Fisheries = 80 billion American dollars Therefore it is important to be careful and maintain balance in dealing our activities The popular media attention is concentrated on loss of life and property. There is little prospect for preventing many of the disasters from occurring although much could be done to reduce their severity. Many impacts could be mitigated through better vulnerability and risk assessment, predictive modeling, information dissemination, and policy development. Major source of pollution are: \u2013 air pollution \u2013 dredge disposal and contaminated sediments . \u2013 endangered and threatened species \u2013 habitat \u2013 landbased water pollution \u2013 landscaping\/beautification \u2013 oil pollution \u2013 regulatory compliance \u2013 ship\/port generated waste \u2013 partnerships Effect from industry and household that run of into the river \u2022 Oil pollution \u2022 Chemical pollution \u2022 Harmful substances in package form \u2022 Sewage \u2022 Ballast water \u2022 Garbage \u2022 emission \u2022 Dumping of wastes liquid,solid) Main source of marine pollution: Marine Pollution I -Point form polution - Oil Pollution \u2022 ,Toxic Contaminants ,\u2022 Marine Debris \u2022 Mining and Dumping \u2022 Marine Pollution II - Nonpoint Pollution, \u2022 Sewage ,\u2022 Alien Species \u2022 Watershed Issues Main source from ships is in form of: \u2022Operational \u2013 Through socio - economic impacts to marine ecology, habitat, and coastal infrastructures are affected though operational activities that results from: Oil spill, Emission, Ballast Water, Garbage, contamination, Antifouling Dredging activities. \u2022 Accidental risk \u2013 marine accident that could result to oil spills which then, end up degrading our environment about 400-300 thousands of oil entered the world ocean, collision with marine mammal, which then cause propeller injuries through : Grounding ,Stranding, Loss of oil, Hazardous cargo, Noxious liquid, collision with marine mammals. \u2022 Design - Risk associated with environmental issue n ship and in ship designing are : In the context of ship design the impacts areas are: Shipping Trends, Channel Design Criteria, Ship Maneuverability, Ship Controllability, and Use of Simulators in Channel Studies. Since world II many nations built port but forget about maintaining them while shipyard continues to build larger ships. Physical dimension and ratio of ships to channel has got impact in today\u2019s ship controllability. Discharge could be: \u2022 Intentional and unintentional discharge (oil, garbage, antifouling paint, air emission, on indigenous species from ballast water \u2022 Environmental damage and pollution due to port activities \u2022 Disturbance of marine environmental (collision and noise) \u2022 Emission from scraping of ships at the end of their life cycle Direct Discharges \u2022 Direct discharges are defined here to include releases from vessels, discharges of municipal and industrial wastewater via pipelines, and dumping of waste materials, such as dredged material, into ocean waters Indirect discharge \u2022 One to two-thirds of pollutants contributing to the degradation of coastal and marine waters are from indirect sources, and include sediments, nutrients, pathogens, and toxic compounds. Pollutants from agricultural and pasture lands include sediments, fertilizers, pesticides, herbicides, and animal wastes which contain bacteria and nutrients Accidental Releases- \u2022 Oil spill and bunkering fuel, Emmsion)Sox,Nox,CFC &VoC,Antifouling toxins,Ballast water discharges,Noise,Watse disposal at sea,Dredging @dispersal of soil Impacts \u2022 Habitat Destruction (overview) \u2022 Loss of Wetlands \u2022 Tourism and Recreation \u2022 Deforestation \u2022 Fresh Water Alterations \u2022 Fishing Issues (overview) \u2022 Over fishing \u2022 Ecosystem Changes \u2022 Bombs, Poison, Scrapes \u2022 By catch \u2022 Global Change Climate Change \u2022 Ozone Depletion \u2022 Coastal Development \u2022 Population Other impacts are \u2013 the introduction of pathogens to coastal waters \u2013 alteration of water tables \u2013 modification of nutrient cycles or soil fertility \u2013 increased erosion \u2013 interference with navigation \u2013 a reduction in sport and commercial fishing yields \u2013 negative impacts on recreational boating and beach use . The introduction of non-indigenous species often results in unexpected ecological, economic, and social impacts to the coastal and marine environment. Predation and competition by non-indigenous species has resulted in the eradication of some native populations and the drastic reduction of others, thereby altering local food webs. This process is often compounded by the exploitation of commercial fish. Overpopulation of some non-indigenous species has resulted in the degradation and loss of wetland vegetation and other submerged aquatic vegetation as a result of overgrazing. Because industrialized society depends on petroleum products to maintain its accustomed standard of living, large volumes of petroleum are transported each day in the coastal and marine environment. Spills and leaks cause the formation of tar balls, oil slicks, and tar mats, and can impact the micro-layer, the benthos, the coast, and marine life. Sustainability Sustainability capacity building, efficiency optimization of development, practice and operations that meets the needs of the present generation without compromising the ability of future generation to meet their need Good environmental quality is essential for sustaining coastal and marine ecosystems, commercial and recreational fisheries, and economic growth in coastal communities. It is also an important means of providing natural protection against rising sea levels and storm damage. The health of coastal and marine ecosystems is affected by water quality, and in turn, water quality is dependent upon ecosystem health. If one is impaired, the other is threatened. Despite their value and the programs designed to protect them, many coastal waters are being degraded at an alarming rate in addition to this, other advantages are: \u2022 compliance with all applicable environmental laws and regulations; \u2022 No significant adverse environmental impacts; \u2022 Wastes treated or destroyed on board to the extent practicable; \u2022 No inappropriate dependence on shore facilities for waste off-load and disposal; \u2022 Minimal energy consumption; \u2022 Minimal logistical costs for waste management; and \u2022 Minimal use of hazardousmaterials. Good practice \u2022 Low exhaust emission diesel engine achieves a 25% reduction in air emissions \u2022 Expected to result in reduced maintenance, better engine performance, and decreased fuel consumption \u2022 Hull of boat was coated with a Teflon-based coat that contains no toxic chemicals \u2022 Holding tank for waste prevents discharges \u2022 Port\u2019s attempt to reduce emissions from marine vessel engines. \u2022 Particular features of existing tug engines were modified to keep combustion temperatures as low as possible; this optimizes engine efficiency and produces fewer emissions. \u2022 With a Teflon coat, hulls are easy to clean, contain no toxics, and no longer need to be painted, reducing pollution from waste products generated during painting. \u2022 Surface sediments contaminated with metals, PAHs, PCB, and other organics \u2022 All clean material deposited in Mass Bay Disposal Site \u2013 innovation\/uncommon others \u2013 transferable \u2013 response to EPA or government initiative \u2013 significance and breadth of benefits \u2013 effectiveness and results \u2013 acknowledgement by others \u2013 Beneficial disposal of dredged material \u2013 Treating waste as resources and put them under recycling Strategies for shipboard control \u2022 Shipboard and waste emission outline \u2013treatment and elimination - Pollution Prevention (P2) or Pollution Control-this is backbone of the thrust in achieving clean ship. Pollution Prevention Use fewer environmentally harmful substances and generate less waste on board. Pollution Control: Increase treatment, processing, or destruction of wastes on board. The basic P2 principles follow: Eliminating the use of environmentally harmful chemicals, such as ozone-depleting substance (ODSs), toxic antifoulant hull coatings, and other hazardous materials, may be the best approach for some potential of : \u2022 Sulfur reduction in bunker fuel \u2022 Nitrogen reduction to choice of propulsion system \u2022 On board Cataleptics system like charlatanic converter, water injection, emulsion \u2022 Operationally sped reduction and use of shore power connection has been implemented What is expected from you We\u2019re all responsible for this mess, and it will take all of us to stop it from getting worse. It\u2019s time to completely rethink how we as a society use (or abuse) plastic. Here are some things that you can do right now: Every time you see litter, pick it up and dispose of it properly. Reduce, Reuse, Recycle \u2013 you\u2019ve heard it before, but now you know what happens when you don\u2019t. Be conscious of all that you buy, and be sure to avoid products with excessive packaging, especially in disposable products. Demand more and better recycling facilities in your area. Take part in local stream, river and beach cleanups - or organize one yourself. Though these don't solve the problem, they are very effective at drawing attention to the greater problem offshore. If you live near the ocean, or a river that drains into it, your storm drains are probably washing garbage right out to sea. Be conscious of this and any other potential sources of marine litter in your area. Demand that these are eliminated. Be very conscious of your ecological footprint. Encourage change though your decisions and do no accept the current paradigm of use and waste. Feature environmental technology - Ozone safe substances- 200-Ton Air-Conditioning Plant Conversion Kit -The CG-47and DDG-51 plants have been successfully converted to the ozone-friendly refrigerant HFC- 236fa conversion kit . -Solid waste - Solid-Waste Pulpers -The pulper (especially the large pulper) is the machine into which you dump tremendous quantities of paper, cardboard, or food waste.The waste mixes with seawater to form slurry, which is then discharged overboard. Studies show an immediate 100,000-to-1 dilution when discharged into the wake of a ship. Ships equipped with a pulper can dispose off their paper, cardboard, and food waste just about anywhere and at anytime\u2014at sea including MARPOL areas. Liquid waste - OWS and Bilge water Polishers: Many bilge cleaners the Navy uses today contain long-lasting emulsifying agents, which produce stable oil-in-water emulsions that shipboard OWSs cannot effectively process. The popular media attention is concentrated on loss of life and property. There is little prospect for preventing many of the disasters from occurring although much could be done to reduce their severity. Many impacts could be mitigated through better vulnerability and risk assessment, predictive modeling, information dissemination, and policy developmeent . \"... [M]an\u2019s fingerprint is found everywhere in the oceans. Chemical contamination and litter can be observed from the poles to the tropics and from beaches to abyssal depths...But conditions in the marine environment vary widely. The open sea is still relatively clean...In contrast to the open ocean, the margins of the sea are affected by man almost everywhere, and encroachment on coastal areas continues worldwide...If unchecked, this trend will lead to global deterioration in the quality and productivity of the marine environment.\" The State of the Marine Environment, 1989; Group of Experts on the Scientific Aspects of Marine Poll comments will appreciated - It will be considered as your community contribution to issue of polution ---luv ");
Function VBGetSwfVer(i)
on error resume next
Dim swControl, swVersion
swVersion = 0
set swControl = CreateObject("ShockwaveFlash.ShockwaveFlash." + CStr(i))
if (IsObject(swControl)) then
swVersion = swControl.GetVariable("$version")
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End Function
Human benefit from marine and coastal ecosystem and activities
• Coastal tourism =161 billion American dollars
• Trade and shipping =155 billion American dollars
• Offshore oil and gas = 132 billion American dollars
• Fisheries = 80 billion American dollars
Therefore it is important to be careful and maintain balance in dealing our activities The popular media attention is concentrated on loss of life and property. There is little prospect for preventing many of the disasters from occurring although much could be done to reduce their severity. Many impacts could be mitigated through better vulnerability and risk assessment, predictive modeling, information dissemination, and policy development.
Major source of pollution are:
– air pollution
– dredge disposal and contaminated sediments .
– endangered and threatened species
– habitat
– landbased water pollution
– landscaping/beautification
– oil pollution – regulatory compliance
– ship/port generated waste – partnerships
Effect from industry and household that run of into the river • Oil pollution • Chemical pollution • Harmful substances in package form • Sewage • Ballast water • Garbage • emission • Dumping of wastes liquid,solid)
Main source of marine pollution:
Marine Pollution I -Point form polution - Oil Pollution • ,Toxic Contaminants ,• Marine Debris • Mining and Dumping •
Marine Pollution II - Nonpoint Pollution, • Sewage ,• Alien Species • Watershed Issues
Main source from ships is in form of:
•Operational – Through socio - economic impacts to marine ecology, habitat, and coastal infrastructures are affected though operational activities that results from: Oil spill, Emission, Ballast Water, Garbage, contamination, Antifouling Dredging activities.
• Accidental risk – marine accident that could result to oil spills which then, end up degrading our environment about 400-300 thousands of oil entered the world ocean, collision with marine mammal, which then cause propeller injuries through : Grounding ,Stranding, Loss of oil, Hazardous cargo, Noxious liquid, collision with marine mammals.
• Design - Risk associated with environmental issue n ship and in ship designing are : In the context of ship design the impacts areas are: Shipping Trends, Channel Design Criteria, Ship Maneuverability, Ship Controllability, and Use of Simulators in Channel Studies. Since world II many nations built port but forget about maintaining them while shipyard continues to build larger ships. Physical dimension and ratio of ships to channel has got impact in today’s ship controllability.
Discharge could be:
• Intentional and unintentional discharge (oil, garbage, antifouling paint, air emission, on indigenous species from ballast water • Environmental damage and pollution due to port activities • Disturbance of marine environmental (collision and noise) • Emission from scraping of ships at the end of their life cycle Direct Discharges • Direct discharges are defined here to include releases from vessels, discharges of municipal and industrial wastewater via pipelines, and dumping of waste materials, such as dredged material, into ocean waters
Indirect discharge • One to two-thirds of pollutants contributing to the degradation of coastal and marine waters are from indirect sources, and include sediments, nutrients, pathogens, and toxic compounds. Pollutants from agricultural and pasture lands include sediments, fertilizers, pesticides, herbicides, and animal wastes which contain bacteria and nutrients
Accidental Releases- • Oil spill and bunkering fuel, Emmsion)Sox,Nox,CFC &VoC,Antifouling toxins,Ballast water discharges,Noise,Watse disposal at sea,Dredging @dispersal of soil Impacts • Habitat Destruction (overview) • Loss of Wetlands • Tourism and Recreation • Deforestation • Fresh Water Alterations • Fishing Issues (overview) • Over fishing • Ecosystem Changes • Bombs, Poison, Scrapes • By catch • Global Change Climate Change • Ozone Depletion • Coastal Development • Population
Other impacts are –
the introduction of pathogens to coastal waters – alteration of water tables – modification of nutrient cycles or soil fertility – increased erosion – interference with navigation – a reduction in sport and commercial fishing yields – negative impacts on recreational boating and beach use .
The introduction of non-indigenous species often results in unexpected ecological, economic, and social impacts to the coastal and marine environment. Predation and competition by non-indigenous species has resulted in the eradication of some native populations and the drastic reduction of others, thereby altering local food webs. This process is often compounded by the exploitation of commercial fish. Overpopulation of some non-indigenous species has resulted in the degradation and loss of wetland vegetation and other submerged aquatic vegetation as a result of overgrazing.
Because industrialized society depends on petroleum products to maintain its accustomed standard of living, large volumes of petroleum are transported each day in the coastal and marine environment. Spills and leaks cause the formation of tar balls, oil slicks, and tar mats, and can impact the micro-layer, the benthos, the coast, and marine life.
Sustainability
Sustainability capacity building, efficiency optimization of development, practice and operations that meets the needs of the present generation without compromising the ability of future generation to meet their need
Good environmental quality is essential for sustaining coastal and marine ecosystems, commercial and recreational fisheries, and economic growth in coastal communities.
It is also an important means of providing natural protection against rising sea levels and storm damage. The health of coastal and marine ecosystems is affected by water quality, and in turn, water quality is dependent upon ecosystem health. If one is impaired, the other is threatened.
Despite their value and the programs designed to protect them, many coastal waters are being degraded at an alarming rate in addition to this, other advantages are: • compliance with all applicable environmental laws and regulations; • No significant adverse environmental impacts; • Wastes treated or destroyed on board to the extent practicable; • No inappropriate dependence on shore facilities for waste off-load and disposal; • Minimal energy consumption; • Minimal logistical costs for waste management; and • Minimal use of hazardousmaterials.
Good practice
• Low exhaust emission diesel engine achieves a 25% reduction in air emissions
• Expected to result in reduced maintenance, better engine performance, and decreased fuel consumption
• Hull of boat was coated with a Teflon-based coat that contains no toxic chemicals • Holding tank for waste prevents discharges
• Port’s attempt to reduce emissions from marine vessel engines.
• Particular features of existing tug engines were modified to keep combustion temperatures as low as possible; this optimizes engine efficiency and produces fewer emissions.
• With a Teflon coat, hulls are easy to clean, contain no toxics, and no longer need to be painted, reducing pollution from waste products generated during painting.
• Surface sediments contaminated with metals, PAHs, PCB, and other organics
• All clean material deposited in Mass Bay Disposal Site – innovation/uncommon
others – transferable – response to EPA or government initiative – significance and breadth of benefits – effectiveness and results – acknowledgement by others – Beneficial disposal of dredged material – Treating waste as resources and put them under recycling
Strategies for shipboard control
• Shipboard and waste emission outline –treatment and elimination - Pollution Prevention (P2) or Pollution Control-this is backbone of the thrust in achieving clean ship. Pollution Prevention Use fewer environmentally harmful substances and generate less waste on board.
Pollution Control: Increase treatment, processing, or destruction of wastes on board. The basic P2 principles follow:
Eliminating the use of environmentally harmful chemicals, such as ozone-depleting substance (ODSs), toxic antifoulant hull coatings, and other hazardous materials, may be the best approach for some potential of :
• Sulfur reduction in bunker fuel
• Nitrogen reduction to choice of propulsion system
• On board Cataleptics system like charlatanic converter, water injection, emulsion
• Operationally sped reduction and use of shore power connection has
been implemented
What is expected from youWe’re all responsible for this mess, and it will take all of us to stop it from getting worse. It’s time to completely rethink how we as a society use (or abuse) plastic. Here are some things that you can do right now:
Every time you see litter, pick it up and dispose of it properly.
Reduce, Reuse, Recycle – you’ve heard it before, but now you know what happens when you don’t. Be conscious of all that you buy, and be sure to avoid products with excessive packaging, especially in disposable products.
Demand more and better recycling facilities in your area.
Take part in local stream, river and beach cleanups - or organize one yourself. Though these don't solve the problem, they are very effective at drawing attention to the greater problem offshore.
If you live near the ocean, or a river that drains into it, your storm drains are probably washing garbage right out to sea. Be conscious of this and any other potential sources of marine litter in your area. Demand that these are eliminated.
Be very conscious of your ecological footprint. Encourage change though your decisions and do no accept the current paradigm of use and waste.
Feature environmental technology
- Ozone safe substances- 200-Ton Air-Conditioning Plant Conversion Kit -The CG-47and DDG-51 plants have been successfully converted to the ozone-friendly refrigerant HFC- 236fa conversion kit .
-Solid waste - Solid-Waste Pulpers -The pulper (especially the large pulper) is the machine into which you dump tremendous quantities of paper, cardboard, or food waste.The waste mixes with seawater to form slurry, which is then discharged overboard. Studies show an immediate 100,000-to-1 dilution when discharged into the wake of a ship. Ships equipped with a pulper can dispose off their paper, cardboard, and food waste just about anywhere and at anytime—at sea including MARPOL areas.
Liquid waste - OWS and Bilge water Polishers: Many bilge cleaners the Navy uses today contain long-lasting emulsifying agents, which produce stable oil-in-water emulsions that shipboard OWSs cannot effectively process. The popular media attention is concentrated on loss of life and property.
There is little prospect for preventing many of the disasters from occurring although much could be done to reduce their severity. Many impacts could be mitigated through better vulnerability and risk assessment, predictive modeling, information dissemination, and policy developmeent .
"... [M]an’s fingerprint is found everywhere in the oceans. Chemical contamination and litter can be observed from the poles to the tropics and from beaches to abyssal depths...But conditions in the marine environment vary widely. The open sea is still relatively clean...In contrast to the open ocean, the margins of the sea are affected by man almost everywhere, and encroachment on coastal areas continues worldwide...If unchecked, this trend will lead to global deterioration in the quality and productivity of the marine environment." The State of the Marine Environment, 1989; Group of Experts on the Scientific Aspects of Marine Poll comments will appreciated -
OLADOKUN SULAIMAN
"It does not matter where on Earth you live; everyone is utterly dependent on the existence of that lovely, living saltwater soup. There’s plenty of water in the universe without life, but nowhere is there life without water. The living ocean drives planetary chemistry, governs climate and weather, and otherwise provides the cornerstone of the life-support system for all creatures on our planet, from deep-sea starfish to desert sagebrush. That’s why the ocean matters. If the sea is sick, we’ll feel it. If it dies, we die. Our future and the state of the oceans are one."
• Sea Change A Message of the Oceans
Sylvia Earle, 19
In the beginning it was all water ,Human civilization itself start along all coat of the world , be it river , lake, ocean – and all of the world are linked to the ocean –not only linked together but also almost everything we use eventually get in touched with the water- under cycle water in the ecosystem - all activities we do on land eventually get washed buy the rain and pass through the ground and have encounter with the water table that merge to the inland water which then run into the ocean- the ocean get evaporated , for cloud which eventually turn to rain – all In the name of supporting human
yfla.wrap("This multimedia content requires Flash version 9 and above.", "Upgrade Now.", "http:\/\/www.adobe.com\/shockwave\/download\/download.cgi?P1_Prod_Version=ShockwaveFlash", " Human benefit from marine and coastal ecosystem and activities \u2022 Coastal tourism =161 billion American dollars \u2022 Trade and shipping =155 billion American dollars \u2022 Offshore oil and gas = 132 billion American dollars \u2022 Fisheries = 80 billion American dollars Therefore it is important to be careful and maintain balance in dealing our activities The popular media attention is concentrated on loss of life and property. There is little prospect for preventing many of the disasters from occurring although much could be done to reduce their severity. Many impacts could be mitigated through better vulnerability and risk assessment, predictive modeling, information dissemination, and policy development. Major source of pollution are: \u2013 air pollution \u2013 dredge disposal and contaminated sediments . \u2013 endangered and threatened species \u2013 habitat \u2013 landbased water pollution \u2013 landscaping\/beautification \u2013 oil pollution \u2013 regulatory compliance \u2013 ship\/port generated waste \u2013 partnerships Effect from industry and household that run of into the river \u2022 Oil pollution \u2022 Chemical pollution \u2022 Harmful substances in package form \u2022 Sewage \u2022 Ballast water \u2022 Garbage \u2022 emission \u2022 Dumping of wastes liquid,solid) Main source of marine pollution: Marine Pollution I -Point form polution - Oil Pollution \u2022 ,Toxic Contaminants ,\u2022 Marine Debris \u2022 Mining and Dumping \u2022 Marine Pollution II - Nonpoint Pollution, \u2022 Sewage ,\u2022 Alien Species \u2022 Watershed Issues Main source from ships is in form of: \u2022Operational \u2013 Through socio - economic impacts to marine ecology, habitat, and coastal infrastructures are affected though operational activities that results from: Oil spill, Emission, Ballast Water, Garbage, contamination, Antifouling Dredging activities. \u2022 Accidental risk \u2013 marine accident that could result to oil spills which then, end up degrading our environment about 400-300 thousands of oil entered the world ocean, collision with marine mammal, which then cause propeller injuries through : Grounding ,Stranding, Loss of oil, Hazardous cargo, Noxious liquid, collision with marine mammals. \u2022 Design - Risk associated with environmental issue n ship and in ship designing are : In the context of ship design the impacts areas are: Shipping Trends, Channel Design Criteria, Ship Maneuverability, Ship Controllability, and Use of Simulators in Channel Studies. Since world II many nations built port but forget about maintaining them while shipyard continues to build larger ships. Physical dimension and ratio of ships to channel has got impact in today\u2019s ship controllability. Discharge could be: \u2022 Intentional and unintentional discharge (oil, garbage, antifouling paint, air emission, on indigenous species from ballast water \u2022 Environmental damage and pollution due to port activities \u2022 Disturbance of marine environmental (collision and noise) \u2022 Emission from scraping of ships at the end of their life cycle Direct Discharges \u2022 Direct discharges are defined here to include releases from vessels, discharges of municipal and industrial wastewater via pipelines, and dumping of waste materials, such as dredged material, into ocean waters Indirect discharge \u2022 One to two-thirds of pollutants contributing to the degradation of coastal and marine waters are from indirect sources, and include sediments, nutrients, pathogens, and toxic compounds. Pollutants from agricultural and pasture lands include sediments, fertilizers, pesticides, herbicides, and animal wastes which contain bacteria and nutrients Accidental Releases- \u2022 Oil spill and bunkering fuel, Emmsion)Sox,Nox,CFC &VoC,Antifouling toxins,Ballast water discharges,Noise,Watse disposal at sea,Dredging @dispersal of soil Impacts \u2022 Habitat Destruction (overview) \u2022 Loss of Wetlands \u2022 Tourism and Recreation \u2022 Deforestation \u2022 Fresh Water Alterations \u2022 Fishing Issues (overview) \u2022 Over fishing \u2022 Ecosystem Changes \u2022 Bombs, Poison, Scrapes \u2022 By catch \u2022 Global Change Climate Change \u2022 Ozone Depletion \u2022 Coastal Development \u2022 Population Other impacts are \u2013 the introduction of pathogens to coastal waters \u2013 alteration of water tables \u2013 modification of nutrient cycles or soil fertility \u2013 increased erosion \u2013 interference with navigation \u2013 a reduction in sport and commercial fishing yields \u2013 negative impacts on recreational boating and beach use . The introduction of non-indigenous species often results in unexpected ecological, economic, and social impacts to the coastal and marine environment. Predation and competition by non-indigenous species has resulted in the eradication of some native populations and the drastic reduction of others, thereby altering local food webs. This process is often compounded by the exploitation of commercial fish. Overpopulation of some non-indigenous species has resulted in the degradation and loss of wetland vegetation and other submerged aquatic vegetation as a result of overgrazing. Because industrialized society depends on petroleum products to maintain its accustomed standard of living, large volumes of petroleum are transported each day in the coastal and marine environment. Spills and leaks cause the formation of tar balls, oil slicks, and tar mats, and can impact the micro-layer, the benthos, the coast, and marine life. Sustainability Sustainability capacity building, efficiency optimization of development, practice and operations that meets the needs of the present generation without compromising the ability of future generation to meet their need Good environmental quality is essential for sustaining coastal and marine ecosystems, commercial and recreational fisheries, and economic growth in coastal communities. It is also an important means of providing natural protection against rising sea levels and storm damage. The health of coastal and marine ecosystems is affected by water quality, and in turn, water quality is dependent upon ecosystem health. If one is impaired, the other is threatened. Despite their value and the programs designed to protect them, many coastal waters are being degraded at an alarming rate in addition to this, other advantages are: \u2022 compliance with all applicable environmental laws and regulations; \u2022 No significant adverse environmental impacts; \u2022 Wastes treated or destroyed on board to the extent practicable; \u2022 No inappropriate dependence on shore facilities for waste off-load and disposal; \u2022 Minimal energy consumption; \u2022 Minimal logistical costs for waste management; and \u2022 Minimal use of hazardousmaterials. Good practice \u2022 Low exhaust emission diesel engine achieves a 25% reduction in air emissions \u2022 Expected to result in reduced maintenance, better engine performance, and decreased fuel consumption \u2022 Hull of boat was coated with a Teflon-based coat that contains no toxic chemicals \u2022 Holding tank for waste prevents discharges \u2022 Port\u2019s attempt to reduce emissions from marine vessel engines. \u2022 Particular features of existing tug engines were modified to keep combustion temperatures as low as possible; this optimizes engine efficiency and produces fewer emissions. \u2022 With a Teflon coat, hulls are easy to clean, contain no toxics, and no longer need to be painted, reducing pollution from waste products generated during painting. \u2022 Surface sediments contaminated with metals, PAHs, PCB, and other organics \u2022 All clean material deposited in Mass Bay Disposal Site \u2013 innovation\/uncommon others \u2013 transferable \u2013 response to EPA or government initiative \u2013 significance and breadth of benefits \u2013 effectiveness and results \u2013 acknowledgement by others \u2013 Beneficial disposal of dredged material \u2013 Treating waste as resources and put them under recycling Strategies for shipboard control \u2022 Shipboard and waste emission outline \u2013treatment and elimination - Pollution Prevention (P2) or Pollution Control-this is backbone of the thrust in achieving clean ship. Pollution Prevention Use fewer environmentally harmful substances and generate less waste on board. Pollution Control: Increase treatment, processing, or destruction of wastes on board. The basic P2 principles follow: Eliminating the use of environmentally harmful chemicals, such as ozone-depleting substance (ODSs), toxic antifoulant hull coatings, and other hazardous materials, may be the best approach for some potential of : \u2022 Sulfur reduction in bunker fuel \u2022 Nitrogen reduction to choice of propulsion system \u2022 On board Cataleptics system like charlatanic converter, water injection, emulsion \u2022 Operationally sped reduction and use of shore power connection has been implemented What is expected from you We\u2019re all responsible for this mess, and it will take all of us to stop it from getting worse. It\u2019s time to completely rethink how we as a society use (or abuse) plastic. Here are some things that you can do right now: Every time you see litter, pick it up and dispose of it properly. Reduce, Reuse, Recycle \u2013 you\u2019ve heard it before, but now you know what happens when you don\u2019t. Be conscious of all that you buy, and be sure to avoid products with excessive packaging, especially in disposable products. Demand more and better recycling facilities in your area. Take part in local stream, river and beach cleanups - or organize one yourself. Though these don't solve the problem, they are very effective at drawing attention to the greater problem offshore. If you live near the ocean, or a river that drains into it, your storm drains are probably washing garbage right out to sea. Be conscious of this and any other potential sources of marine litter in your area. Demand that these are eliminated. Be very conscious of your ecological footprint. Encourage change though your decisions and do no accept the current paradigm of use and waste. Feature environmental technology - Ozone safe substances- 200-Ton Air-Conditioning Plant Conversion Kit -The CG-47and DDG-51 plants have been successfully converted to the ozone-friendly refrigerant HFC- 236fa conversion kit . -Solid waste - Solid-Waste Pulpers -The pulper (especially the large pulper) is the machine into which you dump tremendous quantities of paper, cardboard, or food waste.The waste mixes with seawater to form slurry, which is then discharged overboard. Studies show an immediate 100,000-to-1 dilution when discharged into the wake of a ship. Ships equipped with a pulper can dispose off their paper, cardboard, and food waste just about anywhere and at anytime\u2014at sea including MARPOL areas. Liquid waste - OWS and Bilge water Polishers: Many bilge cleaners the Navy uses today contain long-lasting emulsifying agents, which produce stable oil-in-water emulsions that shipboard OWSs cannot effectively process. The popular media attention is concentrated on loss of life and property. There is little prospect for preventing many of the disasters from occurring although much could be done to reduce their severity. Many impacts could be mitigated through better vulnerability and risk assessment, predictive modeling, information dissemination, and policy developmeent . \"... [M]an\u2019s fingerprint is found everywhere in the oceans. Chemical contamination and litter can be observed from the poles to the tropics and from beaches to abyssal depths...But conditions in the marine environment vary widely. The open sea is still relatively clean...In contrast to the open ocean, the margins of the sea are affected by man almost everywhere, and encroachment on coastal areas continues worldwide...If unchecked, this trend will lead to global deterioration in the quality and productivity of the marine environment.\" The State of the Marine Environment, 1989; Group of Experts on the Scientific Aspects of Marine Poll comments will appreciated - It will be considered as your community contribution to issue of polution ---luv ");
Function VBGetSwfVer(i)
on error resume next
Dim swControl, swVersion
swVersion = 0
set swControl = CreateObject("ShockwaveFlash.ShockwaveFlash." + CStr(i))
if (IsObject(swControl)) then
swVersion = swControl.GetVariable("$version")
end if
VBGetSwfVer = swVersion
End Function
Human benefit from marine and coastal ecosystem and activities
• Coastal tourism =161 billion American dollars
• Trade and shipping =155 billion American dollars
• Offshore oil and gas = 132 billion American dollars
• Fisheries = 80 billion American dollars
Therefore it is important to be careful and maintain balance in dealing our activities The popular media attention is concentrated on loss of life and property. There is little prospect for preventing many of the disasters from occurring although much could be done to reduce their severity. Many impacts could be mitigated through better vulnerability and risk assessment, predictive modeling, information dissemination, and policy development.
Major source of pollution are:
– air pollution
– dredge disposal and contaminated sediments .
– endangered and threatened species
– habitat
– landbased water pollution
– landscaping/beautification
– oil pollution – regulatory compliance
– ship/port generated waste – partnerships
Effect from industry and household that run of into the river • Oil pollution • Chemical pollution • Harmful substances in package form • Sewage • Ballast water • Garbage • emission • Dumping of wastes liquid,solid)
Main source of marine pollution:
Marine Pollution I -Point form polution - Oil Pollution • ,Toxic Contaminants ,• Marine Debris • Mining and Dumping •
Marine Pollution II - Nonpoint Pollution, • Sewage ,• Alien Species • Watershed Issues
Main source from ships is in form of:
•Operational – Through socio - economic impacts to marine ecology, habitat, and coastal infrastructures are affected though operational activities that results from: Oil spill, Emission, Ballast Water, Garbage, contamination, Antifouling Dredging activities.
• Accidental risk – marine accident that could result to oil spills which then, end up degrading our environment about 400-300 thousands of oil entered the world ocean, collision with marine mammal, which then cause propeller injuries through : Grounding ,Stranding, Loss of oil, Hazardous cargo, Noxious liquid, collision with marine mammals.
• Design - Risk associated with environmental issue n ship and in ship designing are : In the context of ship design the impacts areas are: Shipping Trends, Channel Design Criteria, Ship Maneuverability, Ship Controllability, and Use of Simulators in Channel Studies. Since world II many nations built port but forget about maintaining them while shipyard continues to build larger ships. Physical dimension and ratio of ships to channel has got impact in today’s ship controllability.
Discharge could be:
• Intentional and unintentional discharge (oil, garbage, antifouling paint, air emission, on indigenous species from ballast water • Environmental damage and pollution due to port activities • Disturbance of marine environmental (collision and noise) • Emission from scraping of ships at the end of their life cycle Direct Discharges • Direct discharges are defined here to include releases from vessels, discharges of municipal and industrial wastewater via pipelines, and dumping of waste materials, such as dredged material, into ocean waters
Indirect discharge • One to two-thirds of pollutants contributing to the degradation of coastal and marine waters are from indirect sources, and include sediments, nutrients, pathogens, and toxic compounds. Pollutants from agricultural and pasture lands include sediments, fertilizers, pesticides, herbicides, and animal wastes which contain bacteria and nutrients
Accidental Releases- • Oil spill and bunkering fuel, Emmsion)Sox,Nox,CFC &VoC,Antifouling toxins,Ballast water discharges,Noise,Watse disposal at sea,Dredging @dispersal of soil Impacts • Habitat Destruction (overview) • Loss of Wetlands • Tourism and Recreation • Deforestation • Fresh Water Alterations • Fishing Issues (overview) • Over fishing • Ecosystem Changes • Bombs, Poison, Scrapes • By catch • Global Change Climate Change • Ozone Depletion • Coastal Development • Population
Other impacts are –
the introduction of pathogens to coastal waters – alteration of water tables – modification of nutrient cycles or soil fertility – increased erosion – interference with navigation – a reduction in sport and commercial fishing yields – negative impacts on recreational boating and beach use .
The introduction of non-indigenous species often results in unexpected ecological, economic, and social impacts to the coastal and marine environment. Predation and competition by non-indigenous species has resulted in the eradication of some native populations and the drastic reduction of others, thereby altering local food webs. This process is often compounded by the exploitation of commercial fish. Overpopulation of some non-indigenous species has resulted in the degradation and loss of wetland vegetation and other submerged aquatic vegetation as a result of overgrazing.
Because industrialized society depends on petroleum products to maintain its accustomed standard of living, large volumes of petroleum are transported each day in the coastal and marine environment. Spills and leaks cause the formation of tar balls, oil slicks, and tar mats, and can impact the micro-layer, the benthos, the coast, and marine life.
Sustainability
Sustainability capacity building, efficiency optimization of development, practice and operations that meets the needs of the present generation without compromising the ability of future generation to meet their need
Good environmental quality is essential for sustaining coastal and marine ecosystems, commercial and recreational fisheries, and economic growth in coastal communities.
It is also an important means of providing natural protection against rising sea levels and storm damage. The health of coastal and marine ecosystems is affected by water quality, and in turn, water quality is dependent upon ecosystem health. If one is impaired, the other is threatened.
Despite their value and the programs designed to protect them, many coastal waters are being degraded at an alarming rate in addition to this, other advantages are: • compliance with all applicable environmental laws and regulations; • No significant adverse environmental impacts; • Wastes treated or destroyed on board to the extent practicable; • No inappropriate dependence on shore facilities for waste off-load and disposal; • Minimal energy consumption; • Minimal logistical costs for waste management; and • Minimal use of hazardousmaterials.
Good practice
• Low exhaust emission diesel engine achieves a 25% reduction in air emissions
• Expected to result in reduced maintenance, better engine performance, and decreased fuel consumption
• Hull of boat was coated with a Teflon-based coat that contains no toxic chemicals • Holding tank for waste prevents discharges
• Port’s attempt to reduce emissions from marine vessel engines.
• Particular features of existing tug engines were modified to keep combustion temperatures as low as possible; this optimizes engine efficiency and produces fewer emissions.
• With a Teflon coat, hulls are easy to clean, contain no toxics, and no longer need to be painted, reducing pollution from waste products generated during painting.
• Surface sediments contaminated with metals, PAHs, PCB, and other organics
• All clean material deposited in Mass Bay Disposal Site – innovation/uncommon
others – transferable – response to EPA or government initiative – significance and breadth of benefits – effectiveness and results – acknowledgement by others – Beneficial disposal of dredged material – Treating waste as resources and put them under recycling
Strategies for shipboard control
• Shipboard and waste emission outline –treatment and elimination - Pollution Prevention (P2) or Pollution Control-this is backbone of the thrust in achieving clean ship. Pollution Prevention Use fewer environmentally harmful substances and generate less waste on board.
Pollution Control: Increase treatment, processing, or destruction of wastes on board. The basic P2 principles follow:
Eliminating the use of environmentally harmful chemicals, such as ozone-depleting substance (ODSs), toxic antifoulant hull coatings, and other hazardous materials, may be the best approach for some potential of :
• Sulfur reduction in bunker fuel
• Nitrogen reduction to choice of propulsion system
• On board Cataleptics system like charlatanic converter, water injection, emulsion
• Operationally sped reduction and use of shore power connection has
been implemented
What is expected from youWe’re all responsible for this mess, and it will take all of us to stop it from getting worse. It’s time to completely rethink how we as a society use (or abuse) plastic. Here are some things that you can do right now:
Every time you see litter, pick it up and dispose of it properly.
Reduce, Reuse, Recycle – you’ve heard it before, but now you know what happens when you don’t. Be conscious of all that you buy, and be sure to avoid products with excessive packaging, especially in disposable products.
Demand more and better recycling facilities in your area.
Take part in local stream, river and beach cleanups - or organize one yourself. Though these don't solve the problem, they are very effective at drawing attention to the greater problem offshore.
If you live near the ocean, or a river that drains into it, your storm drains are probably washing garbage right out to sea. Be conscious of this and any other potential sources of marine litter in your area. Demand that these are eliminated.
Be very conscious of your ecological footprint. Encourage change though your decisions and do no accept the current paradigm of use and waste.
Feature environmental technology
- Ozone safe substances- 200-Ton Air-Conditioning Plant Conversion Kit -The CG-47and DDG-51 plants have been successfully converted to the ozone-friendly refrigerant HFC- 236fa conversion kit .
-Solid waste - Solid-Waste Pulpers -The pulper (especially the large pulper) is the machine into which you dump tremendous quantities of paper, cardboard, or food waste.The waste mixes with seawater to form slurry, which is then discharged overboard. Studies show an immediate 100,000-to-1 dilution when discharged into the wake of a ship. Ships equipped with a pulper can dispose off their paper, cardboard, and food waste just about anywhere and at anytime—at sea including MARPOL areas.
Liquid waste - OWS and Bilge water Polishers: Many bilge cleaners the Navy uses today contain long-lasting emulsifying agents, which produce stable oil-in-water emulsions that shipboard OWSs cannot effectively process. The popular media attention is concentrated on loss of life and property.
There is little prospect for preventing many of the disasters from occurring although much could be done to reduce their severity. Many impacts could be mitigated through better vulnerability and risk assessment, predictive modeling, information dissemination, and policy developmeent .
"... [M]an’s fingerprint is found everywhere in the oceans. Chemical contamination and litter can be observed from the poles to the tropics and from beaches to abyssal depths...But conditions in the marine environment vary widely. The open sea is still relatively clean...In contrast to the open ocean, the margins of the sea are affected by man almost everywhere, and encroachment on coastal areas continues worldwide...If unchecked, this trend will lead to global deterioration in the quality and productivity of the marine environment." The State of the Marine Environment, 1989; Group of Experts on the Scientific Aspects of Marine Poll comments will appreciated -
OLADOKUN SULAIMAN
Solving life problems - ThroughSence of humour - SOLVING LIFE PROBLEM
Solving life problems - ThroughSence of humour
Life some time seem to be complicated, but in reality critical reflection on things that surround it and us can make it simple, it is beautiful and nice , sometime the difficulties in it really make especially with triumph over them make everything to be like fun – just the like of the bittersweet struggle with go through in a sport complex- We are all survivalist ,everyone know where the shoes pains it is imperative for us not to be so worried about what I'm doing, or what we look like, but to just let ourselves go once in awhile. We should and don’t dabble into doing anything crazy, when I personally remember the shortness of life, I seize feeling lost that or pains that comes my ways. We should thank our start for being alive everyday and feel this with a lot hope, truly when there is life there hope, I have seen miracle happens in life and dream come true- we must remember we are winners and we can all do it – once and we are determine to.
Life is tough, and most of the time we spend our days wondering why things go the way, we don’t need to waste too wastes any time difficult issue, move onto next things change direction with goal to make things and the better. We have very shor time in this planet and we should take as precious time, not waste a damn of it, By attempting to figure out why life goes the way it does, we lose time when we could use to have fun, and make our life better.
Everything has its season , we must choose prority right and do the right thing at the right time.W e should give priority to opportunity, sometime the only knocks at the door once, and if we don't answer it at that particular moment, then you'll never get another chance. Again we are here for a short amount of time. An average of 70-100 years seems long, but it goes faster then we realize. It's so incredibly important to live every day to its fullest potential. When we are 5n we last years and lying on your death bed, do we want to look back and think of things that we wished we had done?I don't know about you but I want to look back and remember all the times when I let myself go, and had fun. I want to remember the times when I actually let myself be open to try new things, and open the door to wonderful opportunities.Life is only wonderful if you leave yourself open to be part of it. And with humour you can actually make things better towards riht direction , but don`t forget humaour comes with perceiverance, patirnce ,prayer and or course knowledge and understanding .Think about it.
Life some time seem to be complicated, but in reality critical reflection on things that surround it and us can make it simple, it is beautiful and nice , sometime the difficulties in it really make especially with triumph over them make everything to be like fun – just the like of the bittersweet struggle with go through in a sport complex- We are all survivalist ,everyone know where the shoes pains it is imperative for us not to be so worried about what I'm doing, or what we look like, but to just let ourselves go once in awhile. We should and don’t dabble into doing anything crazy, when I personally remember the shortness of life, I seize feeling lost that or pains that comes my ways. We should thank our start for being alive everyday and feel this with a lot hope, truly when there is life there hope, I have seen miracle happens in life and dream come true- we must remember we are winners and we can all do it – once and we are determine to.
Life is tough, and most of the time we spend our days wondering why things go the way, we don’t need to waste too wastes any time difficult issue, move onto next things change direction with goal to make things and the better. We have very shor time in this planet and we should take as precious time, not waste a damn of it, By attempting to figure out why life goes the way it does, we lose time when we could use to have fun, and make our life better.
Everything has its season , we must choose prority right and do the right thing at the right time.W e should give priority to opportunity, sometime the only knocks at the door once, and if we don't answer it at that particular moment, then you'll never get another chance. Again we are here for a short amount of time. An average of 70-100 years seems long, but it goes faster then we realize. It's so incredibly important to live every day to its fullest potential. When we are 5n we last years and lying on your death bed, do we want to look back and think of things that we wished we had done?I don't know about you but I want to look back and remember all the times when I let myself go, and had fun. I want to remember the times when I actually let myself be open to try new things, and open the door to wonderful opportunities.Life is only wonderful if you leave yourself open to be part of it. And with humour you can actually make things better towards riht direction , but don`t forget humaour comes with perceiverance, patirnce ,prayer and or course knowledge and understanding .Think about it.
Human is love by God and do we love him back BY OLADOKUN SULAIMAN
Human is love by God and do we love him back
life is perfected only when pendulum of life /love is maintained in two Human is created out of honour , from vast number of creatures that exist, human is the choosen one , delegated to manage this planet, to represent the most merciful creator you can ever imagine- the case of relationship beptween mand and God is unique exemple of problem oflove to day - do we appeciate the gift offered to us out of love , do we offer offer love by doing the right things and makingthe right choice. If you problem with relationship or marriage or with with loves one, why don`t you check yourself if you have actualling swing back the pendulum of life . Reasons why God love human : 1- HE CREATED YOU- if he did not love you HE would have made another sperm out of two billion sperm to fertilize the egg to bring a human being other than you, on top of that he offer you privilege to be called by name and not by number. 2- HE HAS CREATED IN THE BEST SHAPE-There is no doubt that we human are made with the best feature and the best model. 3- HE SELECTED YOU ABOVE ALL CREATURE- HE loves, honor, prefer and select human above many of HIS creature in his universe. 4- HE MADE YOU HIS AMBASADOR- HE loves human so much and selected human as His representative of this planet, just the way countries select heir best citizen to represent them in other countries. Ambassadors are always proud of such mission and they do their best to represent their countries with the higher degree of HONESTY, INTEGRITY and PERFORMANCE. 5- HE ENTRUSTED YOU WITH THEMISSION –HE offer you an unimpossible ,best mission to the planet , the mission of maintaining this planet – the mountains the land, the ocean – it is credit indeed , it is also a big responsibility . 6- HE ASKED YOU DELIVER HIS MESSAGE – HE wants you learn from everything that surround you and share what we gain to maintain, justice, goodwill among people. 7- HE SELECTD YOU TO BE HIS WITNESS- HE gave the ever great gift of choice in this mission and offer you conscience that will be witness , if you abuse the gift or used it wisely . 8- HE REWADS THE BEST –HE inspire us to do the work, rewards, and forgive- HE helped us to invent, to find out solution to life problems. There no one in the universe who can treat us likes this except HIM. Despite the fact that we have limited power, look what we have done to ourselves under evils of racism , religious bigotry, color blindness, hatred, slavery , colonialism, imperialism , status quo. HE is truly merciful, and HIS guidance has continued to function with promotion of happiness. He loves so much, my question is do we actually love HIM back. This neverthelessa apply to relationship between ourselves.
yfla.wrap("This multimedia content requires Flash version 9 and above.", "Upgrade Now.", "http:\/\/www.adobe.com\/shockwave\/download\/download.cgi?P1_Prod_Version=ShockwaveFlash", "");
Function VBGetSwfVer(i)
on error resume next
Dim swControl, swVersion
swVersion = 0
set swControl = CreateObject("ShockwaveFlash.ShockwaveFlash." + CStr(i))
if (IsObject(swControl)) then
swVersion = swControl.GetVariable("$version")
end if
VBGetSwfVer = swVersion
End Function
life is perfected only when pendulum of life /love is maintained in two Human is created out of honour , from vast number of creatures that exist, human is the choosen one , delegated to manage this planet, to represent the most merciful creator you can ever imagine- the case of relationship beptween mand and God is unique exemple of problem oflove to day - do we appeciate the gift offered to us out of love , do we offer offer love by doing the right things and makingthe right choice. If you problem with relationship or marriage or with with loves one, why don`t you check yourself if you have actualling swing back the pendulum of life . Reasons why God love human : 1- HE CREATED YOU- if he did not love you HE would have made another sperm out of two billion sperm to fertilize the egg to bring a human being other than you, on top of that he offer you privilege to be called by name and not by number. 2- HE HAS CREATED IN THE BEST SHAPE-There is no doubt that we human are made with the best feature and the best model. 3- HE SELECTED YOU ABOVE ALL CREATURE- HE loves, honor, prefer and select human above many of HIS creature in his universe. 4- HE MADE YOU HIS AMBASADOR- HE loves human so much and selected human as His representative of this planet, just the way countries select heir best citizen to represent them in other countries. Ambassadors are always proud of such mission and they do their best to represent their countries with the higher degree of HONESTY, INTEGRITY and PERFORMANCE. 5- HE ENTRUSTED YOU WITH THEMISSION –HE offer you an unimpossible ,best mission to the planet , the mission of maintaining this planet – the mountains the land, the ocean – it is credit indeed , it is also a big responsibility . 6- HE ASKED YOU DELIVER HIS MESSAGE – HE wants you learn from everything that surround you and share what we gain to maintain, justice, goodwill among people. 7- HE SELECTD YOU TO BE HIS WITNESS- HE gave the ever great gift of choice in this mission and offer you conscience that will be witness , if you abuse the gift or used it wisely . 8- HE REWADS THE BEST –HE inspire us to do the work, rewards, and forgive- HE helped us to invent, to find out solution to life problems. There no one in the universe who can treat us likes this except HIM. Despite the fact that we have limited power, look what we have done to ourselves under evils of racism , religious bigotry, color blindness, hatred, slavery , colonialism, imperialism , status quo. HE is truly merciful, and HIS guidance has continued to function with promotion of happiness. He loves so much, my question is do we actually love HIM back. This neverthelessa apply to relationship between ourselves.
yfla.wrap("This multimedia content requires Flash version 9 and above.", "Upgrade Now.", "http:\/\/www.adobe.com\/shockwave\/download\/download.cgi?P1_Prod_Version=ShockwaveFlash", "");
Function VBGetSwfVer(i)
on error resume next
Dim swControl, swVersion
swVersion = 0
set swControl = CreateObject("ShockwaveFlash.ShockwaveFlash." + CStr(i))
if (IsObject(swControl)) then
swVersion = swControl.GetVariable("$version")
end if
VBGetSwfVer = swVersion
End Function
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