OBO - The idea behind these ore-bulk-oil carriers is to give them something to carry on the return leg of their trips, so that they can make money both ways. As the name suggests, the return cargo is usually iron ore.
Oil carriers of this size and above are known as supertankers. ULCC - Ultra Large Crude Carriers are the largest oceangoing vessels -- with DWTs of , metric tons , tons and above -- and are comparable in length to the height of some of the world's tallest buildings. Oil Tanker Mishaps, Tougher Laws " ". A sea otter relaxes near Alaska's Prince William Sound in The local ecosystem is still recovering from the Exxon Valdez tanker spill in A parachute floats down to hijacked oil tanker MV Sirius Star, nearly two months after it was attacked by pirates off the coast of Kenya.
Go fast. No pirate attacks have succeeded when the targeted ship was moving at 15 knots about 17 miles per hour or 27 kilometers per hour or faster.
Be most vigilant at first and last light each day, as those are the times when most attacks occur. Have an emergency response plan that includes evasive maneuvers, using the ship's wake to upset the pirate's small boarding craft, and perhaps even the use of high-pressure water hoses to deter boarding.
Travel in convoys with other ships and keep in touch with naval forces patrolling the area. Post dummies at strategic deck locations to fool pirates into thinking the crew complement is larger and more watchful than it actually is.
The Business of Oil Tankers " ". An oil tanker rides through Plaquemines Parish, Louisiana in Oil production suffered in the wake of Hurricanes Katrina and Rita in Science Energy Production How does drilling for oil in the Arctic work? Science Energy Production Are we drilling for oil in the U. Science Energy Production What is primary oil recovery? Science Energy Production How long will the U. Science Energy Production How have we improved oil rig technology?
Science Energy Production When will we run out of oil, and what happens then? Science Green Science What would happen to the environment if U. Science Energy Production How was oil trapped beneath the Earth's surface? Science Energy Production How much oil does the U. Auto Biofuels Are oil companies promoting alternative energy? How do you clean up an oil spill? Sources Environmental News Service. March 12, February May 13, The CVL uses a combination of multiple transmitters and receivers.
Being one of the expensive methods of measuring speed, correlation is generated between signals from different transmitters at different locations and the speed of the ship is calculated.
Bulk Carriers — 13 to 15 knots. Container Ships — 16 to 24 knots. Oil and chemical tankers — 13 to 17 knots. RORO vessels — 16 to 22 knots.
Cruise Ships — 20 to 25 knots. Different types of ships have different drafts, different cargo, different design and hence accordingly different service speed. Factors at the most operational level and design level have to be considered to design the speed of the vessel. Out of everything consumed on the ship, fuel is the item which costs the most money.
Owners want economical ships having lower fuel consumption to sustain in the current world of prevailing oil crises and increasing oil prices. Hence, merchant ships, depending on which cargo they are being designed for along with their route and draft, are constructed to be as economical as possible. The amount of fuel consumed is very important as it is the most expensive element of transportation by sea for ships. V here denotes the speed of the vessel in knots and displacement is the weight of water displaced by the volume of the portion of the vessel which is submerged in water.
Here now if displacement is doubled, approximately 1. Otherwise, if the speed of the ship is doubled, eight times the quantity of fuel will be required. From this, we can understand that the effect of the increase in speed is more than the effect of an increase in displacement or the payload for a ship on its fuel consumption.
This shows speed is a critical factor in the operation of a ship. Limitations are imposed on the increase if displacement due to technology, drafts of various vessels at different places and routes like Suez Canal. The increase in consumption of fuel is quite reasonable per ton in comparison to per knot increase in speed. For instance, slow steaming has different impacts depending on the type of trade involved.
Low-value goods in containers such as waste products a dominant American export are less impacted than the retail trade, which is more time-sensitive. The main ship speed classes are: Normal knots; Represents the optimal cruising speed a containership and its engine have been designed to travel at.
It also reflects the hydrodynamic limits of the hull to perform within acceptable fuel consumption levels. Most containerships are designed to travel at speeds around 24 knots. Slow steaming knots; Navigating Canadian waters is made safer using visual, auditory and electronic aids that warn of obstructions and mark shipping routes. Transport Canada regularly deploys marine inspectors to ensure tankers transiting Canadian waters are in safe operating condition and that every tanker operating in Canada has a double hull.
The Government of Canada requires that all Canadian tankers be inspected once a year and that all foreign tankers be inspected on their first visit to Canada and at least once a year afterward. In designated areas, tug boats escort loaded tankers and aid both incoming and outgoing vessels - they can slow, stop or steer a vessel if it loses power or its steering system.
The way that Canada responds to a spill involves a combination of industry-led initiatives and government regulation and oversight. Industry — whose activities create the risk — bears financial responsibility to prepare for and respond to spills. In Canada, industry is required to do so through 4 industry-funded and government-certified response organizations which are prepared to respond to spills.
Simply stated — if a tanker is headed to a Canadian port, the shipowner must have an agreement with a response organization before entering Canadian waters. In the event of a spill, the polluter is, by law, required to pay for the cost of clean-up. Unlike the south, there are no certified response organizations for Arctic spills. Preparedness in the Arctic requires ship and oil handling facility owners to identify — in their respective spill response plans — the resources they would employ to respond to a spill.
The Canadian government delivers the legislation and regulation for the spill response regime and oversees industry's preparedness and actions during a spill. Transport Canada provides the government's legislative and regulatory mandate while the Canadian Coast Guard is tasked with overseeing the response to the spill as the "on-scene commander. When a spill from a tanker occurs in Canada, there are different sources of compensation from international and domestic funds.
International conventions make shipowners liable for oil spills from tankers. Liability depends on the size of the ship, and must be backed by the shipowners' mandatory insurance.
Learn more. This Canadian fund was created from levies collected from oil cargo companies. It addresses spills of any type of oil from any type of ship — not just tankers. Canada is a member of the International Oil Pollution Compensation Funds which administers 2 international funds created from levies collected from oil cargo companies.
Clear Seas was established in after extensive discussions among government, industry, environmental organizations, Indigenous peoples and coastal communities revealed a need for impartial information about the Canadian marine shipping industry. Our funders saw the need for an independent organization that would be a source of objective information on issues related to marine shipping in Canada. Our research agenda is defined internally in response to current issues, reviewed by our research advisory committee , and approved by our board of directors.
Our board of directors is composed of scientists, community leaders, engineers and industry executives with decades of experience investigating human, environmental and economic issues related to our oceans, coastlines and waterways.
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