DubaiMaritimeCity's state-of-the-art development will act as a nucleus for maritime businesses from six core sectors viz. Maritime Services, Marine Management, Marine Product Marketing, Marine Research and Education and Ship Design and Manufacturing.
The announcement of Dhs 650 Million Dubai Maritime City, another landmark project of Dubai, well designed to become an enduring symbol of progress, convenience and magnificence, by engineering a perfect integration of every aspect of marine industry in Dubai, early this month, adds one more The 25 million square feet man made peninsula, situated between Port Rashid and Dubai Dry Dock will be the first Maritime Development of its kind, providing every element of infrastructure for key marine related industries in the worldbrilliant chapter in Dubai's incredible success story. "DubaiMaritimeCity is a visible manifestation of H.H. Sheikh Mohammad Bin Rashid Al Maktoum's vision of creating a global maritime hub in Dubai," said Sultan Ahmad Bin Sulayem, executive chairman of the Ports, Customs and Free Zone Corporation on the occasion of this historic announcement.
The city will feature an integrated and modern set of facilities to serve maritime institutions including offices, warehouses, showrooms, exhibition halls, dry docks, museum, marine academy with an oceanographic research center etc.
DubaiMaritimeCity has the potential to host an array of Marine Service Companies ranging from ship classification, safety standard verification, onshore and offshore ship catering and supply services and ship repair and maintenance services. Nearly 5000 major regional maritime companies are operating in Dubai at present.
Marine Management Services companies in Dubai Maritime City will range from cargo vessels & life insurance agencies to legal businesses specializing in consultation, legal advice and marine domain lawyers, ship registration and global inspection houses, safety and damage assessment firms and various other similar entities are all but a fraction of the enormous marine management market.
Marine Product Marketing sector includes marine exhibitions, trade shows and media information groups, international trade seminars, ship shows and more.
A drydock is a narrow basin or vessel that can be flooded to allow a load to be floated in, then drained to allow that load to come to rest on a dry platform. Drydocks are used for the construction, maintenance, and repair of ships, boats, and other watercraft. A floating drydock is a type of pontoon for dry docking ships, possessing floodable buyoncyychambers and a "U" shaped cross-section. The walls are used to give the drydock stability when the floor is below the water level. When valves are opened the chambers are filled with water, the dry dock floats lower in the water, allowing a ship to be moved into position inside. When the water is pumped out of the chambers, the drydock rises and the deck is cleared of water, allowing work to proceed on the ship's hull.
Shipyards operate floating drydocks, among other means of hauling or docking vessels. The advantage of floating drydocks is that they can be moved all over the world and also can be sold second-hand. During world war 11 the us nave used such (floating) drydocks extensively to provide maintenance in remote locations. One of these, the 850-foot afdb-3 saw action in Guam, was mothballed near Norfolkvirgina, and was eventually towed to,Portland Maine, to become part of bat iron work' repair facilities.
Crews normally sign on to work and live aboard the ship an extended period of time (2 - 6 weeks or more). This is followed by an extended period of time off, often 2-4 weeks depending on the company. Work details on platform supply vessels, like many ships, are organized into shifts of up to 12 hours.
Living aboard the ship, each crew member and worker will have a shift, lasting some portion of a 24 hour day. Most supply vessels are provided with a "bridge" area for navigating and operating the ship, machinery spaces, living quarters, and an area for cooking and eating. Some have built in work areas, and common areas for entertainment. The large main deck area is sometimes utilized for portable housing.
Living quarters consist of a bunk area, lockers, and spaces for storing personal items. Living areas are provided with wash basins, showers and toilets. Officers living quarters are sometimes outfitted with a small work desk, private sinks, showers and toilets.
The "galley" or cooking and eating areas aboard ship will be stocked with enough grocery items to last for the intended voyage. A walk-in size cooler and freezer, a commercial stove and oven, deep sinks, storage and counterspace will be available for the persons doing the cooking. The eating area will have coffee makers, toasters, microwave ovens, cafeteria style seating, and other amenities needed to feed a hard working crew.
A Platform supply vessel (often abbreviated as PSV) is a ship specially designed to supply offshore oil platform. These ships range from 65 to 350 feet in length and accomplish a variety of tasks. The primary function for most of these vessels is transportation of goods and persoA primary function of a platform supply vessel is to transport supplies to the oil platform and return other cargoes to shore. Cargo tanks for drilling mud, pulverized cement, diesel fuel, potable and non-potable water, and chemicals used in the drilling process comprise the bulk of the cargo spaces. Fuel, water, and chemicals are almost always required by oil platforms. Certain other chemicals must be returned to shore for proper recycling or disposal, however, crude oil product from the rig is usually not a supply vessel cargo.
Common and specialty tools are carried on the large decks of these vessels. Most carry a combination of deck cargoes and bulk cargo in tanks below deck. Many ships are constructed (or re-fitted) to accomplish a particular job. Some of these vessels are equipped with a firefighting capability and fire monitors for fighting platform fires. Some vessels are equipped with oil containment and recovery equipment to assist in the cleanup of a spill at sea. Other vessels are equipped with tools, chemicals and personnel to "work-over" existing oil wells for the purpose of increasing the wells' production.
A tugboat, or tug, is a boatused to maneuver, primarily by towing or pushing, other ships in harbors, over the open sea or through rivers and canals. Tugboats are also used to tow barges, disabled ships, or other equipment like oil platform.Tugboats are quite strong for their size. Early tugboats had steam eingines ; today diesel engines are used. Tugboat engines typically produce 500 to 2,500 kw 680 to 3,400hp, but larger boats (used in deep waters) can have power ratings up to 20,000 kW (~ 27,200 hp) and usually have an extreme pwer tonnage -ratio (normalcargo and passenger ships have a P:T-ratio (in kWgrt) of 0.35 to 1.20, whereas large tugs typically are 2.20 to 4.50 and small harbour-tugs 4.0 to 9.5). The engines are often the same as those used in railroadlocomotive, but typically drive the propellor mechanically instead of converting the engine output to power electric motors, as is common for railroad engines. For safety, tugboats' engines often feature two of each critical part for redundancy.]
A tugboat's power is typically stated by its engine's horsepower and its overall .Tugboats are highly maneuverable, and various propulsion systems have been developed to increase maneuverability and increase safety. The earliest tugs were fitted with paddle wheels, but these were soon replaced by propeller-driven tugs. Kort nozzleshave been added to increase thrust per kW/hp. This was followed by the nozzle-rudder, which omitted the need for a conventional rudder. A new type of tugboat has been invented in the holland. The so-called carousel tug consists of a design wherein the flexibility and effectiveness of the tugboat's maneuvers is determined not by the propulsion system, but by a steel construction on deck, consisting of two steel rings. The inner ring is fixed to the ship, and the second ring rotates freely and carries a hook orwinch. The ship can therefore maneuver freely and independently of the towed ship, and since the towing point rotates towards the point nearest to the towed ship, the tug can capsize only with difficulty. One prototype exists presently, but the first new tugs are expected to sail in spring 2007.
The Gulf of Mexico, you can have access to cost-effective and reliable voice, data, video, computer networks and Internet through Stratos' state-of-the-art digital microwave system. Our digital microwave network reaches from Port Mansfield, Texas to the coast of Alabama and southward into deepwater sites in the Gulf of Mexico.
By offering you a range of last mile solutions, Stratos makes it easy to connect your rigs or platforms with our digital microwave infrastructure. We have further enhanced reliability by using nested-ring configurations, ATM (asynchronous transfer mode) technology, and innovative systems that enable remote monitoring from several onshore offices across the GulfCoast.
Stratos uses ATM and SONET digital microwave to cover nearly all "on the shelf" producing regions throughout the Gulf of Mexico. For microwave projects, we offer the following engineering services:
AmosConnect from Stratos integrates e-mail, fax, telex and GSM text into a single messaging system. This user-friendly and yet highly sophisticated solution can be tailored to meet your needs for mobile connectivity from small yachts to large fleets of commercial vessels. Stratos offers an AmosConnect Basic version with which you can enjoy many of the benefits of AmosConnect at no charge. You always have the option to upgrade to the Full version if and when your e-mail needs change. Whichever package you choose, AmosConnect offers significant savings in time, money and administration.Please follow the link below to the Stratos FTP site and download the file AC-7.4.X.ZIP (X is the latest build number). It contains the AmosConnect software for both the Basic version and the Full version. tratosConsole is a web-based monitoring system that allows customers to proactively monitor the status of their remote sites 24/7. An enhanced SNMP (Simple Network Management Protocol) tool, StratosConsole allows clients, from any web browser, to measure, record, and monitor the performance of traffic flowing through various active devices at a remote site. These devices typically include modems, routers, switches, and other terminal equipment. StratosConsole is available globally
Dock and harbor designs are found throughout Alaska and along the U.S. West Coast. They have been built in some of the world's most severe wave and ice environments and typically utilize a combination of research and practical experience. PND is also involved in the design of such floating and fixed off shore structures as navigation buoys, mooring dolphins, and transmission line supports. Using its innovative foundation systems, PND develops socks, piers, bulkheads, deepwater buoy systems and trestles that exceed the capacity of conventional designs while complying with today's strict seismic codes. PND has also been involved with the reburial of exposed submarine pipelines in Alaska's unique, aggHarbour Mastery was founded in 2003 to develop a new generation of interoperable IT solutions that address the need for new approaches to both management and security among maritime industries.ressive Cook Inlet
Many people are very fascinated with ship wrecks. We are lured to shipwrecks by the dream and romance of divingfor buried treasure. I think everyone, at one time or another, has dreamed of diving for buried treasure; the big adventure that intrigued and romanced us all.I must admit that I do not know a whole lot about ship wrecks but I am very fascinated with them. When doing a search on the net, typing in "Ship Wrecks" does not return many hits. Most of the hits that it does return are more for scuba diving than anything else.
Now let us try typing in "Marine archeology." Wow!!! over 250 hits. But it does not stop there. What type of ship wreck are you looking for. . . Tall ships, military ships, cargo ships, steam ships, civil war ships, paddle ships, Spanish galleons? In what region of the world?
I have prepared a list of links that I hope will keep you interested and fuel your childhood memories once again.A friend of mine is an aviation buff. So just for him I have added a page on planes wrecked at sea. Click here to jump to that page now.I must encourage all readers to remember that the Internet is not regulated so read with a critical eye, know who wrote the article or is providing the information. As always your local library has a wealth of information and best of all it is free.
Insurance sufficient to pay for potential pollution clean up, salvage and wreck removal.
The insurance policy must meet the following requirements:
All recreational ships more than 15 m but less than 35 m in length must have an insurance policy that provides A$250,000 for pollution clean up and A$10,000,000 for salvage and wreck removal.
All commercial ships more than 15 m but less than 35 m in length must have an insurance policy that provides A$500,000 for pollution clean up costs and A$10,000,000 for salvage and wreck removal.
All ships 35 m or more in length must have a policy that provides A$10,000,000 for pollution clean up costs, salvage and wreck removal.
Ships visiting Queensland coastal waters are also required to comply with the legislation. Temporary insurance cover may be necessary if existing insurance coverage does not meet the above requirements.
A current certificate of insurance must be carried onboard and be available for inspection by compliance officers. Penalties apply for non-compliance.
For those ships which cannot reasonably obtain insurance, the ship owner may be able to seek an exemption to the insurance requirement. In such cases the ship owner
one cruise ship, built years ago, but still keeping the spirit of passengers’ vessels with all luxury and dissipating atmosphere. The ship has length of 261.00 meters and a beam of 33.54 meters. The cruise ship is pretty large and offers a lot of space for the public areas for the passengers. The draft of the vessel is 7.60 meters, which is giving to the ship deadweight of 70,367 metric tons. This ship is pretty large and can be compared with really big vessels, but the capacity for passengers on board of Carnival Fascination is really amazingly low – only 2,052 guests, who are served by 968 crew members. The ship offers luxury interior, which is collecting different styles of modern art. The lobby gives a feeling for infinity and fascination, which is exactly the purpose for the ship to be named like this. Carnival Fascination has is really interesting with interior but one ship should have strong engine, which should gives enough power to the ship to reach high speed. The main engines of the cruise ship Carnival Fascination are two Sulzer – Wartsila 8ZAV40S and four Sulzer – Wartsila 12ZAV40S all collecting power of 42,240 kW, which is enough not only for the speed, but also for the whole equipment on board, which is fact is pretty much.
Tankers are a relatively new concept, dating from the later years of the 19th century. Before this, technology had simply not supported the idea of carrying bulk liquids. The market was also not geared towards transporting or selling cargo in bulk, therefore most ships carried a wide range of different products in different holds and traded outside fixed routes. Liquids were usually loaded in casks - hence the term "ton", which refers to the volume of the holds in terms of the amount of tun of wine (casks) that could be carried. Even potable water, vital for the survival of the crew, was stowed in casks. Carrying bulk liquids in earlier ships posed several problems:
The holds: on timber ships the holds were not sufficiently water, oil or air-tight to prevent a liquid cargo from spoiling or leaking. The development of steel and iron hulls solved this problem.
Loading and Discharging: Bulk liquids must be pumped - the development of efficient pumps and piping systems was vital to the development of the tanker. Steam engines were developed as prime-movers for early pumping systems. Dedicated cargo handling facilities were now required ashore too - as was a market for receiving a product in that quantity. Casks could be unloaded using ordinary cranes, and the awkward nature of the casks meant that the volume of liquid was always relatively small - therefore keeping the market more stabl
The newest LNG Carrier with membrane type built by the famous shipbuilder Imabari. The vessel has a cargo capacity of 154,900 cubic meters The vessel was built into the ship-yard of Koyo Dockyard and the owner of the beautiful LNG Carrier is Trinity Transport S.A. Trinity Arrow has a deadweight of 79,556 metric tons and gross tonnage of 108,010 metric tons. The overall length of the vessel is 289.93 meters and the length between perpendiculars is 276 meters. The other measurements of the vessel Trinity Arrow are beam of 44.70 meters, draught of 26.00 meters and draft, while fully loaded of 12.07 meters. On board of this LNG Carrier is installed main engine KAWASAKI UA400, which is giving to the vessel full power
The ship dimensions, such as the ship breadth, depend on the number of containers placed abreast on deck and in the holds. Thus, one extra container box abreast in a given ship design involves an increased ship breadth of about 2.8 meters. The average loaded container weighs about 10-12 tons but, of course, this may vary, so the modern container vessels are dimensioned for 12-14 dwt per TEU. Containership capacity is normally expressed in Twenty-foot Equivalent Units (TEU), which is defined as the number of 20' x 8' x 8'6" containers it can carry; or, similarly, in Forty-foot Equivalent Units. Containerships vary considerably in size. Some of those serving major ports have capacities exceeding 5,000 TEU. Some recently built for feeder service (i.e., serving small outports from a major port) have capacities of 400 TEU or less. The delivery in 1980 of the 4,100 teu Neptune Garnet was the largest container ship to date. Deliveries had now reached a level of 60-70 ships per year and, with some minor fluctuations, it stayed at this level until 1994, which saw the delivery of 143 ships. With the American New York, delivered in 1984, container ship size passed 4,600 teu. For the next 12 years, the max. container ship size was 4,500-5,000 teu (mainly because of the limitation on breadth and length imposed by the Panama Canal). The hull dimensions of the largest container ships, the so-called Panamax-size vessels, were limited by the length and breadth of the lock chambers of the Panama Canal, i.e. a max. ship breadth (beam) of 32.3 m, a max. overall ship length of 294.1 m (965 ft), and a max. draught of 12.0 m (39.5 ft). Panama Canal lock chambers are 305 m long and 33.5 m wide, and the largest depth of the canal is 12.5-13.7 m. The canal is about 86 km long, and passage takes eight hours.
All traders, senders, exporters and importers of goods, by reducing freight costs, through the management of part cargoes, and especially, through strong relationships with many ship owners. Cargo can, where possible, be shipped by inducement; generally over 200 freight tonnes or other high cube cargoes - as part loads and or COA. There are always pricing conundrums for shippers. Freight Rates may be low, but volatility of oil prices and owners hesitating to give firm or speedy indications. We have long standing business relationships with many owners, we are not a ‘broadcast’ broker. Shipping bulk cargoes around the world needs specialist shipping, chartering and forwarding knowledge. With 40 plus years of experience in our team, we are owners of traditional forwarding companies and operate LCL and general cargoes as well.
A powerful e-business tool for principal traders, shippers and carriers of freight worldwide; where timely carriage and economic freight rates, with the increased service levels provides for realistic economies, in spot freighting costs, for the larger consignment
Cargo and vessel management software, linear programming enabled, is utilised to maximise freight savings for traders and maximise revenue for owners.
There are always pricing conundrums for shippers. Freight Rates may be low, but volatility of oil prices and owners hesitating to give firm or speedy indications. We have long standing business relationships with many owners, we are not a ‘broadcast’ broker. Shipping bulk cargoes around the world needs specialist shipping, chartering and forwarding knowledge. With 40 plus years of experience in our team, we are owners of traditional forwarding companies and operate LCL and general cargoes as well.A powerful e-business tool for principal traders, shippers and carriers of freight worldwide; where timely carriage and economic freight rates, with the increased service levels provides for realistic economies, in spot freighting costs, for the larger consignment. Cargo and vessel management software, linear programming enabled, is utilised to maximise freight savings for traders and maximise revenue for owners. This ‘win win’ scenario has been shown to save freight costs for the principal exporter of larger cargoes.
Iron ore, bauxite, steel, sugar, milk powder, tanks, generators as well as oversize mechanical transport, cranes, agricultural machinery - are all needed in differing parts of the globe. Often they do not fit ISO dimensions. familiar with the technical needs of bulk and oversize cargoes and understand the carriers restrictions and limits. We are able to direct your cargo to the best carrier and able to induce the carrier to go to your preferred port of destination. This means that your receivers are happy and save the high cost of movement overland that may otherwise be incur eneral Cargo, means, parcels of freight for conventional shipping, milk powder, sugar in bulk or containerised and includes, steel*, chemicals***, cased machinery, palletised bulk, bagged, construction equipment, wheeled vehicles*, building materials, non-perishable goods, most cargo that stows under deck, or can be carried* on deck*
A Reefer: is designed to carry frozen goods Most containerships carry frozen cargo, but in containers which are "plugged into" the ships electrical system
Imagine an unruffled sea journey, with no disturbance from anything or anyone other than the dinner bell and the voices of busy officers and crew going about their seafaring in an orderly and unhurried manner. Imagine endless days, consisting of hassle-free hours, providing the chance to catch up on the books you have always meant to read, or even the novel you have always wanted to write. Pictures to be painted, chess and bridge to be improved upon or languages to be learnt. Educate your mind or just unwind from the stresses and strains of everyday lifeThere are TV's and videos on board our ships, but most of our passengers would rather talk. Conversations can be enjoyed at the Captain's table, where many sea-going tales are shared with the normally land-locked passengers. There is a real family atmosphere on board and our passengers come back time and time again. But there are no rules about joining in and if you would rather keep yourself to yourself, that is fine too. Andrew Weir Shipping (AWS) is a 118 year old British shipping company with an enviable reputation, topped off by winning the number one trade magazine's Shipping Line of the Year - 1996 award. Some of AWS's services have been running traditional style cruises on board its working freighters since the last century. Between 2 and 12 passengers are carried per sailing, making this a rare type of holiday. Passengers enjoy some of the luxuries of a cruise - sauna, swimming pool, excellent catering, but without the hurly-burly, 'must join in theme' of the usual luxury cruises.
This strange looking sihip is used to carry motor vehicles, which are loaded via a stern ramp. They can be quickly loaded and unloaded with a large numbers of vehicles
Coasters are small cargo ships, often containerships, that run on feeder routes. That is, they carry a relatively small number of containers from small ports to major ports. They are called coasters because they travel along the coast, making many stops in a short period of time. A coaster looks something like thi but are often much smaller.
Bulk carriers are used to carry coal, grain, phosphates and other "loose" cargo. They come in various sizes and configurations, depending on the nature of the cargo and the area served. Some of these vessels are too large for the Panama Canal (the same can be true of containerships). These are known as post Panmax ships. This means that they are more than 32.2 meters in the beam. They are almost always employed in tramp service. That is, they often work on a contract basis rather than carrying cargo on a regular, established route. Thus the name, they are truly tramps, going where the cargo needs to be taken. A special type of bulk carrier is found on the Great Lakes between the U.S. and Canada and adjoining water ways.
Prior to the days of containerization, all cargo was carried on what is know as general cargo ships. The cargo was known as break-bulk cargo. With the advent of containerization there are fewer general cargo ships. Generally, they carry cargo that is too large to be carried in a container, for example, steel, rolls of wire and machinery. However, they also carry boxed goods that are too small to justify use of a full container. They are much slower to load/unload and thus have longer port times. Here is an example in a in another photo from Maik Ebel. A variation of the general cargo ship is the a ship who's sole purpose is to carry bananas. Containerships: If you take a freighter voyage the chances are that it will be on a containership, also known as "box" ships. The "boxes" they carry are containers that generally are found in twenty and forty foot lengths. They can be filled with just about any type of cargo, from televisions sets to fruit or meat. The containers that carry frozen or chilled food are know as "refers", or refrigerated containers. The capacity of a containership is measured in T.E.U (technical equivalent units). Thus, a freighter that can carry 1,600 T.E.E.'s is a bit small by the standards of some of the giant container ships that ply the seas of the world today. Here is a an aerial of a containership capable of carrying 1600 T.E.U.'s. This is a sister ship of the vessel I sailed on from Los Angeles, CA., to Australia. The Region is one of the largest containerships in the world, capable of carrying about 6600 T.E.U.'s. Expeditions Ships: carry between 52 and 117 passengers on voyages to the Antarctic, South Georgia and the Falklands, Patagonia, Islands of the South Atlantic, the Amazon, Iceland, Greenland, the Northwest Passage, Hudson Bay, plus Lost Islands of the South Pacific, Polynesia, Melanesia and the Russian Far East are available via the The Cruise People, Ltd., Maris Freighter Cruises and TravlTips, as well as traditional freighter voyages.
The terms are often very confusing if you are not familiar with them, so I have explained them as best I can. There are some variations, but I have chosen what appears to be the most common practice. The technical informati probably not changed greatly. The terms are often very confusing if you are not familiar with them, so I have explained them as best I can. There are some variations, but I have chosen what appears to be the most common practice. The technical information is taken from Kent's handbook.The knot is a unit of speed, one nautical mile (6080.22 ft) per hour. Multiply speed in knots by 1.15 to get speed in mph. The nautical mile is one minute of arc on a great circle of the earth, assumed to be a sphere of radius 6371 km. It is an annoyance that also appears in wind velocities from official sources, but it does make it easy to find the distances along great circles, which is why it was originally defined.Sea water weighs about 64 pcf, or 1026 kg/m3. Buoyancy is discussed in The action of propellers, though mainly for air, is treated in Faans
The sketch at the right shows the principal dimensions of a cargo ship. The length can be the length overall (LOA) or the length between perpendiculars (LBP) at the water line. The depth is measured from the keel to the upper continuous deck. The draft is measured from the keel to the water line of the loaded ship. The beam is the width of the ship. The front of the ship is the bows, the rear the stern. The starboard side is the right side, facing the front of the ship, while the port side is the left. Our example ship, the AP2 (or VC2) Victory ship, has a LOA of 455 ft, a LBP of 436.5 ft, a beam of 62 ft, a depth of 38 ft, and a draft of 28.5 ft.
The tonnage of a ship is not a weight, but a volume. One ton is 100 cubic feet. The total internal volume of a ship is its gross tonnage, and if we subtract all the volume not used for cargo, we get the net tonnage. The AP2 had gross tonnage 7850, net tonnage 4850. This means that the cargo occupied 485,000 cubic feet and fuel, engine, crew quarters, etc. occupied 300,000 cubic feet. From the ship's dimensions, we find that LBP x beam x depth = 1,028,000 cubic feet, which, of course, is somewhat greater than the gross tonnage, but is consistent with it.Formulas were created to estimate the tonnage of a ship from its dimensions. For wooden ships, Builder's Old Measure was instituted in 1773, in which tonnage = (L - 0.6W)W2/188. Applied to the AP2, this formula gives 8540 tons, somewhat less than the actual tonnage, indicating that the modern steel ship is less "blocky" than the wooden cargo ship. Of course, formulas applying to the newer ships have also been developed. The tonnage of a ship was used for assessing port dues and other charges.The total weight of the ship and everything in it is the displacement, measured in long tons of 2240 lb. A long ton is only a little larger than a metric ton of 1000 kg, but is considerably larger than the U.S. short ton of 2000 lb. The displacement of the AP2 is 15,200 tons. This weight displaces 532,000 cubic feet of sea water weighing 64 pcf, and loads the ship down to the normal water line. The deadweight is the difference in displacement when the ship is completely unloaded, of cargo, fuel, crew and so forth. The cargo deadweight is the weight of the cargo alone. For the AP2, the deadweight is 10,800 tons. Therefore, the weight of the ship alone is 15,200 minus 10,800 tons, or 4400 tons. The reference does not give the cargo deadweight of the AP2, but if it is in the same proportion to the deadweight as the net tonnage is to the gross tonnage, it would be 6673 tons. Most of the difference would probably be fuel.
The ship dimensions, such as the ship breadth, depend on the number of containers placed abreast on deck and in the holds. Thus, one extra container box abreast in a given ship design involves an increased ship breadth of about 2.8 meters. The average loaded container weighs about 10-12 tons but, of course, this may vary, so the modern container vessels are dimensioned for 12-14 dwt per TEU.
Containership capacity is normally expressed in Twenty-foot Equivalent Units (TEU), which is defined as the number of 20' x 8' x 8'6" containers it can carry; or, similarly, in Forty-foot Equivalent Units. Containerships vary considerably in size. Some of those serving major ports have capacities exceeding 5,000 TEU. Some recently built for feeder service (i.e., serving small outports from a major port) have capacities of 400 TEU or less.The delivery in 1980 of the 4,100 teu Neptune Garnet was the largest container ship to date. Deliveries had now reached a level of 60-70 ships per year and, with some minor fluctuations, it stayed at this level until 1994, which saw the delivery of 143 ships. With the American New York, delivered in 1984, container ship size passed 4,600 teu. For the next 12 years, the max. container ship size was 4,500-5,000 teu (mainly because of the limitation on breadth and length imposed by the Panama Canal). The hull dimensions of the largest container ships, the so-called Panamax-size vessels, were limited by the length and breadth of the lock chambers of the Panama Canal, i.e. a max. ship breadth (beam) of 32.3 m, a max. overall ship length of 294.1 m (965 ft), and a max. draught of 12.0 m (39.5 ft). Panama Canal lock chambers are 305 m long and 33.5 m wide, and the largest depth of the canal is 12.5-13.7 m. The canal is about 86 km long, and passage takes eight hours. The corresponding cargo capacity was between 4,500 and 5,000 teu. These maximum ship dimensions are also valid for passenger ships, but for other ships the maximum length is 289.6 m (950 ft). However, it should be noted that, for example, for bulk carriers and tankers, the term Panamax-size is defined as 32.2/32.3 m (106 ft) breadth, 228.6 m (750 ft) overall length, and no more than 12.0 m (39.5 ft) draught. The reason for the smaller length used for these ship types is that a large part of the world's harbors and corresponding facilities are based on this length. At present the canal has two lanes, but a possible third lane with an increased lock chamber size is under consideration in order to capture the next generation of container ships of up to about 12,000 teu.
ships designs are found throughout Alaska and along the U.S. West Coast. They have been built in some of the world's most severe wave and ice environments and typically utilize a combination of research and practical experience. PND is also involved in the design of such floating and fixed off shore structures as navigation buoys, mooring dolphins, and transmission line supports. Using its innovative foundation systems, PND develops socks, piers, bulkheads, deepwater buoy systems and trestles that exceed the capacity of conventional designs while complying with today's strict seismic codes. PND has also been involved with the reburial of exposed submarine pipelines in Alaska's unique, aggHarbour Mastery was founded in 2003 to develop a new generation of interoperable IT solutions that address the need for new approaches to both management and security among maritime industries.ressive Cook Inlet
