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Relevant bibliographies by topics / Arrest of ship

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Academic literature on the topic 'Arrest of ship'

Author: Grafiati

Published: 4 June 2021

Last updated: 15 February 2022

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Journal articles on the topic "Arrest of ship"

1

Nikčević-Grdinić, Jelena, and Gordana Nikčević. "Arrest of Ships – The International Conventions on Arrest of Ships." Transactions on Maritime Science 1, no. 2 (October 18, 2012): 103–8. http://dx.doi.org/10.7225/toms.v01.n02.006.

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This paper discusses the most important questions concerning the temporary arrest of seagoing ships through solutions given in the existing international conventions. Special attention is given to the changes contained in the International Convention on Arrest of Ships of 1999 that came into force on 14 September, 2011, compared to the previous Convention of 1952. The basic approach to the principle of temporary arrest of ships remained unchanged according to the Convention of 1999 compared to the 1952 Convention. Still, temporary arrest of ships can only be effected for maritime claims. Having in mind that the 1999 Convention increases the number of maritime claims in relation to the Convention of 1952, and in a way that certain maritime claims that were previously considered claims for purely business relationship, for which creditors had not been able to enjoy the protection relating to arrest of the ship, are deemed to be maritime claims. Changes were also made to the right of re-arrest and multiple arrest of the ship. Convention of 1999 does not greatly alter the existing international regulations as established by the previous Convention, but attempts to additionally specify certain solutions contained in both the Conventions, in terms of their improvement and modernization.

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Kingsley Anele, Kalu. "Rethinking the arrest of ship regime in Nigeria." Commonwealth Law Bulletin 45, no. 2 (April 3, 2019): 345–72. http://dx.doi.org/10.1080/03050718.2019.1656091.

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Pikas, Bohdan, and Anastasia Pikas. "Global Trade, Admiralty Law And Zero Sum Games." Journal of Business Case Studies (JBCS) 5, no. 3 (June 24, 2011): 45. http://dx.doi.org/10.19030/jbcs.v5i3.4707.

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A shipment of heavy sand from Australia was contaminated by sea water during a hurricane. Upon examination of the ships hold hatches, it was determined by the consignee that the hold hatches were in poor repair and faulty. Immediate compensation for the insurance deductible and shipping expense was demanded of the ships owners. Claiming an act of God under Admiralty Law, the ships owner refused payment. Upon consultation with maritime attorneys, the consignee decided to apply a provision of maritime law and arrest the ship to force payment.

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Indrawan, Immanuel A. "SHIP ARREST IN INDONESIA AND CROSS-BORDER MARITIME DISPUTE." Indonesian Journal of International Law 14, no. 4 (July 30, 2017): 456. http://dx.doi.org/10.17304/ijil.vol14.4.702.

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TOYODA, Masanobu, and Tsunehisa HANDA. "Structural Brittle Crack Arrest Design for Ultra Large Container Ship." JOURNAL OF THE JAPAN WELDING SOCIETY 81, no. 6 (2012): 485–88. http://dx.doi.org/10.2207/jjws.81.485.

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Taylor, Vanessa, Michelle Wong, Christian Brandts, Linda Reilly, Nicholas M. Dean, Lex M. Cowsert, Shonna Moodie, and David Stokoe. "5′ Phospholipid Phosphatase SHIP-2 Causes Protein Kinase B Inactivation and Cell Cycle Arrest in Glioblastoma Cells." Molecular and Cellular Biology 20, no. 18 (September 15, 2000): 6860–71. http://dx.doi.org/10.1128/mcb.20.18.6860-6871.2000.

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ABSTRACT The tumor suppressor protein PTEN is mutated in glioblastoma multiform brain tumors, resulting in deregulated signaling through the phosphoinositide 3-kinase (PI3K)–protein kinase B (PKB) pathway, which is critical for maintaining proliferation and survival. We have examined the relative roles of the two major phospholipid products of PI3K activity, phosphatidylinositol 3,4-biphosphate [PtdIns(3,4)P2] and phosphatidylinositol 3,4,5-triphosphate [PtdIns(3,4,5)P3], in the regulation of PKB activity in glioblastoma cells containing high levels of both of these lipids due to defective PTEN expression. Reexpression of PTEN or treatment with the PI3K inhibitor LY294002 abolished the levels of both PtdIns(3,4)P2 and PtdIns(3,4,5)P3, reduced phosphorylation of PKB on Thr308 and Ser473, and inhibited PKB activity. Overexpression of SHIP-2 abolished the levels of PtdIns(3,4,5)P3, whereas PtdIns(3,4)P2 levels remained high. However, PKB phosphorylation and activity were reduced to the same extent as they were with PTEN expression. PTEN and SHIP-2 also significantly decreased the amount of PKB associated with cell membranes. Reduction of SHIP-2 levels using antisense oligonucleotides increased PKB activity. SHIP-2 became tyrosine phosphorylated following stimulation by growth factors, but this did not significantly alter its phosphatase activity or ability to antagonize PKB activation. Finally we found that SHIP-2, like PTEN, caused a potent cell cycle arrest in G1 in glioblastoma cells, which is associated with an increase in the stability of expression of the cell cycle inhibitor p27KIP1. Our results suggest that SHIP-2 plays a negative role in regulating the PI3K-PKB pathway.

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Park, Joon-Sik, Bo-Young Jung, Gyu-Baek An, and Jong-Bong Lee. "Crack Arrest Toughness of Thick Steel Plate Welds for Ship Building." Journal of the Korean Welding and Joining Society 25, no. 4 (August 31, 2007): 9–14. http://dx.doi.org/10.5781/kwjs.2007.25.4.009.

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Petersen, DR, LN Pussegoda, L. Malik, and J. Morrison. "Measurement of Crack Arrest Fracture Toughness of a Ship Steel Plate." Journal of Testing and Evaluation 26, no. 3 (1998): 187. http://dx.doi.org/10.1520/jte11991j.

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Matic, Peter, Andrew Geltmacher, and Bhakta Rath. "Computational aspects of steel fracturing pertinent to naval requirements." Philosophical Transactions of the Royal Society A: Mathematical, Physical and Engineering Sciences 373, no. 2038 (March 28, 2015): 20140127. http://dx.doi.org/10.1098/rsta.2014.0127.

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Modern high strength and ductile steels are a key element of US Navy ship structural technology. The development of these alloys spurred the development of modern structural integrity analysis methods over the past 70 years. Strength and ductility provided the designers and builders of navy surface ships and submarines with the opportunity to reduce ship structural weight, increase hull stiffness, increase damage resistance, improve construction practices and reduce maintenance costs. This paper reviews how analytical and computational tools, driving simulation methods and experimental techniques, were developed to provide ongoing insights into the material, damage and fracture characteristics of these alloys. The need to understand alloy fracture mechanics provided unique motivations to measure and model performance from structural to microstructural scales. This was done while accounting for the highly nonlinear behaviours of both materials and underlying fracture processes. Theoretical methods, data acquisition strategies, computational simulation and scientific imaging were applied to increasingly smaller scales and complex materials phenomena under deformation. Knowledge gained about fracture resistance was used to meet minimum fracture initiation, crack growth and crack arrest characteristics as part of overall structural integrity considerations.

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Putra, Fani Martiawan Kumara. "Sister Ship Binding Clause as a Reinforcement of Debt Repayment Legal Certainty on Ship Mortgage." Yuridika 35, no. 3 (September 1, 2020): 501. http://dx.doi.org/10.20473/ydk.v35i3.17004.

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The field of marine transportation plays a role that is not less important than land transportation in terms of economic development in Indonesia. As a result of globalization, business activity continues to increase, whether it is business in the field of marine transportation or outside the field, it is certainly undeniable that the activity requires a very large funds, which funds can be obtained by one way is to apply for credit/loans. Large amount of loans will only be given with the imposition of collateral as a further process. The imposition of collateral for large amount of loans may designate the ship as its collateral object by utilizing the Mortgage security agency. However, when the ship is being vetted on a voyage across national borders, the impact is when its debts mature, then the execution of such ship will be difficult, caused by the inadequate legal rules in Indonesia, and not all countries ratify the ship’s arrest convention. This study aims to provide a solution in order to achieve legal certainty of Mortgaged object execution that being across national borders for a significant development of shipping business. This research is normative research. The result obtained is the need of a clause in the Mortgage security document concerning the binding of sister ship with equal value, as the collateral object backup, when the execution of ship loaded with Mortgage security is unable to be done since it is located outside the state border.

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Dissertations / Theses on the topic "Arrest of ship"

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Han, Yongqing. "Crack arrest toughness of weldments for ship structures." Thesis, National Library of Canada = Bibliothèque nationale du Canada, 1999. http://www.collectionscanada.ca/obj/s4/f2/dsk1/tape8/PQDD_0005/MQ43341.pdf.

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Han, Yongqing Carleton University Dissertation Engineering Civil and Environmental. "Crack arrest toughness of weldments for ship structures." Ottawa, 1999.

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3

Digrys, Andrius. "Laivo statymo, remonto ar įrengimo arba mokesčių ir rinkliavų už naudojimąsi dokais kaip jūrinio reikalavimo užtikrinimo jūrinio laivo areštu ypatumai." Master's thesis, Lithuanian Academic Libraries Network (LABT), 2006. http://vddb.library.lt/obj/LT-eLABa-0001:E.02~2006~D_20060315_141251-47762.

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This thesis deals particular with the particularities of the maritime claims arising of the construction, repair or equipment of any ship or dock charges and dues and the particularities of the arrest of ship for these maritime claims in the Republic of Lithuania.

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Oh, Young Joo. "Les sûretés réelles sur le navire, l'étude comparative entre le droit continental (droit français et coréen) et la Common law (droit anglais et américain)." Thesis, Paris 1, 2019. http://www.theses.fr/2019PA01D001.

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Les sûretés réelles sur le navire (qui a une valeur énorme et une fonction essentielle pour l'activité maritime) présentent une particularité par rapport à celles sur les biens meubles, en droit continental ainsi qu'en Common law. D'abord, il concerne les sûretés conventionnelles -l'hypothèque maritime (droit français et coréen), le statutory ship mortgage (droit anglais) et le preferred ship mortgage (droit américain), qui sont le résultat des efforts de chaque pays pour améliorer le financement maritime. Ensuite, il s'agit du privilège maritime/maritime lien (la sûreté légale) qui grève le navire de plein droit pour garantir certaines créances généralement relatives à son exploitation (qui diffèrent selon les pays). En effet, chaque pays a essayé de qualifier sa nature juridique particulière et sa nécessité, par exemple par la théorie du patrimoine maritime, la théorie de la personnification du navire, ou dans une relation avec l'action in rem etc. Les prérogatives des titulaires de ces sûretés ainsi que les modes, procédures et conditions de les exercer sont différentes d'un pays à l'autre. Pour les titulaires des sûretés sur le navire, la possibilité d'immobilisation de ce navire dans un port étranger (la Corée et les États-Unis, non parties à aucune Convention sur la saisie conservatoire), la possibilité d'être reconnues comme telles sûretés, et le type et nombre d'autres créances plus prioritaires (la Corée, les États-Unis et l'Angleterre, non parties à aucune Convention relative aux privilèges et hypothèques maritimes) sont des questions importantes et les réponses varient considérablement selon les pays (notamment en vertu de leur droit international privé)
The security interests on the ship (which has an enormous value and an essential function for the maritime activity) present a peculiarity in comparison with those on chattels, in continental law as well as in Common law. First, it concerns the conventional security interests - the maritime hypothec (French and Korean law), the statutory ship mortgage (English law) and the preferred ship mortgage (American law), which are the result of each country's efforts to improve the maritime financing. Second, it concerns the privilege maritime/maritime lien (the legal security right) which occurs automatically on the ship for certain claims generally related to its exploitation (which differ in each country). ln fact, each country has tried to qualify its particular legal nature and its necessity, for example by the maritime patrimony theory, by the theory of the personification of the ship, or in a relation with the action in rem etc. The prerogatives of the holders of these security interests as well as the modes, procedures and conditions for exercising them are different from country to country. For the holders of security interests on the ship, the possibility of immobilization of that ship in a foreign port (Korea and the United States, not parties to any Arrest Convention), the possibility of being recognized as such security interests, and the type and number of other priority claims (Korea, the United States and England, not parties to any Convention on maritime liens and mortgages) are important issues and the responses vary considerably depending on the countries (in particular under their private international law)

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Mayerhofer, Vincent Michael. "Arrest of ships in Germany and South Africa - a comparison." Master's thesis, University of Cape Town, 2014. http://hdl.handle.net/11427/4666.

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The well-known German legal author H-J Puttfarken prefaces his remarks on the arrest of a vessel with the striking sentence "The arrest of a vessel is just as much a part of seafaring as distress, pirates and congested ports". Even if this comparison is doubtful since in opposition to an arrest, "distress, pirates and congested ports" are no legal institutes that are regulated by procedural rules. But the sentence shows the popularity of the maritime arrest, at least in the view of many ship owners, charters, etc. On the other hand the arrest of a vessel has now for ages often been the only possibility for debtors to realize a claim against ship owners, charterers, etc. The vessel, typically registered in some obscure legislation and cruising around in the world sea-lanes often constitutes the only valuable asset of a company, which itself is registered in some sunny island-state. This and much more makes the arrest of vessel so import for the world shipping business. This thesis aims on a comparison of two completely different legal systems one a mixture of different legal traditions and one a classical civil law jurisdiction. The thesis takes a practical approach to show differences and similarities that are relevant for the praxis. Thus the thesis does not focus a lot on the historical background, but rather shows the law and procedures how they are now. On some points which are supposed to be important, the thesis will go into details, but not on all points. Besides the two legal systems the thesis will also present some important points of the relevant international conventions since they have becomevery import in world shipping.

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Ruiz, Abou-Nigm Verónica. "Arrest of ships in Private International Law : analysis of English, Scots and international law on the arrest of ships from a private international law perspective." Thesis, University of Edinburgh, 2007. http://hdl.handle.net/1842/27318.

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The arrest of ships is a truly Private International Law (PIL) institution. Its main rationale is to provide a useful device for international commerce and to compensate for the difficulty of enforcing judgments abroad. The arrest of ships is the typical provisional measure used in maritime claims; but it is as typical for maritime claims as it is atypical as a provisional measure. Arrest of ships is also a typical jurisdictional basis in the maritime sphere; but outside maritime claims it is nowadays completely atypical as a jurisdictional basis, i.e. arrest of non -maritime property to found jurisdiction is regarded as unacceptably exorbitant. Moreover, arrest of ships is a means of security, but its security- related effects are differently understood in comparative law. What is it about the arrest of ships that makes it so distinctive, particularly from a PIL perspective? This thesis analyses the theme in English and Scots law in the light of the international Conventions in the field. It examines the three main functions of arrest of ships, i.e. its protective function, its security function and its jurisdictional function, within the three classical domains of PIL, i.e. applicable law, jurisdiction, and the recognition and enforcement of foreign judgments. It looks at the role of the lex fori; its impact on characterization issues; its subtleties when applied qua lex causae; and its so often too far -reaching scope when applied qua lex fori. In practice its influence is unhelpful and poses a drawback to the uniformity sought by the international community. Its downside is apparent in English law where the frame in which arrest of ships currently develops is the action in rem, and where the impossibility to separate the two has complicated matters in various ways. In Scots law, due to the fact that arrestment of ships pertains to the broader law of diligence, the distinction between the different functions of the arrest of ships is clearer. Furthermore, recent law reform has brought the arrestment of ships in Scotland into line with the latest international trends in the sphere of provisional and protective measures. Central to this thesis is the jurisdictional function of arrest of ships. Forum arresti, the paradigmatic forum selection criterion in English and Scots law, has survived as a specific jurisdictional basis for maritime claims in the process of Europeanization of PIL. This thesis establishes that forum arresti in the case of arrest of ships is a cooperative forum. It advances the dynamic objective of PIL, i.e. the juridical continuity of legal relations across national borders. In this context, the conceptual distinction between jurisdiction on the merits and jurisdiction for the sole purpose of interim relief becomes paramount. Ultimately, the whole analysis shows that the combination of civilian legacy, common law creativity and international attempts for uniformity has profoundly affected the nature of arrest of ships; not only in England and in Scotland, but, through their influence on international Conventions, in the entire shipping world.

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Basset, Pierre. "Aspects éthiques des situations de refus et arrêt de traitement." Thesis, Université Paris-Saclay (ComUE), 2016. http://www.theses.fr/2016SACLS015/document.

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Résumé : L’objectif de ce travail est d’étudier ce qui amène une personne malade à formuler un refus de traitement, à partir d’une triple approche. Celle du patient et de ses proches, celle des professionnels confrontés à ce refus, celle d’un groupe de réflexion éthique, pluri professionnel, rassemblant des représentants des sciences humaines, ainsi que des « citoyens ordinaires » non professionnels de santé, apportant le regard de la cité. Chercher le sens d’un refus consiste à analyser et décrypter une volonté de la personne que quelque chose se produise ou ne se produise pas, et correspond à la dialectique du don et de l’acceptation du soin. Refuser un traitement n’est pas refuser un soin. Les situations de refus constituent un champ de réflexion sur nos comportements, individuels et collectifs, nos doutes, nos incertitudes ainsi que sur des valeurs en conflit. Ce travail étudie la complexité des problèmes rencontrés à ce sujet en pratique clinique quotidienne, pour en approfondir le questionnement dans l’interaction qui se joue entre les différents acteurs. Il montre aussi l’importance des méthodes de travail à mettre en place pour favoriser l’éthique du dialogue. Face aux choix auxquels sont confrontés ceux qui assument la responsabilité de la décision, la question se pose de savoir vers quelles ressources se tourner pour favoriser la réflexion éthique, évitant l’arbitraire des convictions personnelles
Abstract : The objective of this work is to study what brings a sick person to formulate a refusal of treatment, based on a three-pronged approach. One of the patient and his relatives, one of professionals faced with this refusal, and one of a multi-professional ethics reflection group, bringing together representatives of humanities and social sciences, as well as “ordinary citizens”, bringing the outside eye of the city. Looking for the meaning of a refusal consists of analyzing and decoding a willingness of the person that something happens or does not happen, and corresponds to the dialectic of the gift and acceptance of the care. To refuse a treatment doesn’t mean refusing care. Situations of refusal pave the way for reflection about our individual and collective behavior, our doubts, our uncertainties as well as conflicting values. This work explores the complexity of such problems encountered in daily clinical practice, in order to deepen the questioning about the interaction played between the different actors. It also shows how important it is to working methods that promote the ethics of dialogue. Considering the choices faced by those who assume the responsibility for the decision, the question arises of which resources to use to promote ethical reflection, avoiding the arbitrary nature of personal convictions

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Schlichting, Mathias Peter. "The Arrest of ships in German and South African law." Thesis, 1988. http://hdl.handle.net/10413/5186.

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This thesis compares the arrest-of-ship proceedings of the Republic of South Africa and the Federal Republic of Germany. In German law the more than a century old provisions of the Code of Civil Procedure (as amended) are applicable, in South Africa the major statute is the Admiralty Jurisdiction Regulation Act of 1 November 1983. South Africa has special Admiralty Courts having jurisdiction in arrest matters. When issuing the arrest in Germany, jurisdiction is vested in the court dealing with the principal matters, as well as in the Magistrate Court (Amtsgericht) in which district the property (such as the ship which is to be arrested) is located. Both German and South African law provide that a creditor who wishes to arrest a ship must have a "claim for an arrest." In South African law such a claim is called a "maritime claim." South African admiralty law contains some special and even unique provisions such as those regarding the arrest of an "associated ship." These provisions attempt to defeat the strategy against sister-ship-arrests and enable the courts to arrest ships owned by the person who was the owner of the ship concerned at the time the maritime claim arose. The court can also arrest a ship owned by a company in which the shares were controlled or owned by a person who then controlled or owned the shares in the company which owned the ship concerned. Ships will be deemed to be owned by the same Persons if all the shares in the ship are owned by the same persons. A person furthermore will be deemed to control a company if he has the power to control the company directly or indirectly. Deviating from common law principles which require the physical presence of the property to be arrested, the South African courts can order anticipated arrests of a ship not yet within the area of jurisdiction of the court at the time of application. Such an order may be brought into effect when the property (in this case, the ship) comes within the area of jurisdiction of the court. The same principle is applicable in German law and does not contravene para 482 HGB because this provision only prohibits placing a ship under distraint and not the order for an arrest. In German law an action in personam is only directed against a person whereas in south African law a res, eg a ship or her bunkers, is the object of the admiralty action in personam. The Admiralty Jurisdiction Regulation Act of 1983 attempts at uniformity with international law as it is based on several existing laws and international conventions, for example the International Convention for the Unification of Certain Rules Relating to Arrest of Seagoing Ships of 1952. Unlike Germany, South Africa is not, however, a signatory to the International Arrest Convention of 1952. When applying German law, it has to be noted that Germany has ratified the Convention on Jurisdiction and the Enforcement of Judgments in CiviI and Commercial Matters of 1968 (the EEC-Convention) - this is particularly so when trying to enforce the arrest of ships. Regulations Concerning the limitation of liability in South Africa can be found in ss 261 to 263 of the Merchant Shipping Act of 1951. In German law limitation of liability is codified in paras 486 to 487e of the Commercial Code (HGB) with reference to the International Convention on Limitation of Liability for Maritime Claims of 1976 (the 1976 Convention). This thesis shows that in certain fields South African and German provisions do not deviate or are at least substantially similar. This fact makes the application of both laws easier for litigants and lawyers, either for South Africans in Germany or Germans in South Africa.
Thesis (LL.M.)-University of Natal, Durban, 1988.

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Books on the topic "Arrest of ship"

1

The new slave ship. Los Angeles, Calif: Milligan Books, 1998.

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Ships: Arrests, registration and mortgages, enforced sales in the Netherlands. The Hague: Kluwer Law International, 1995.

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ILA complaint at Burns Harbor, Indiana: Hearing before the Subcommittee on Oversight and Investigations of the Committee on Merchant Marine and Fisheries, House of Representatives, One Hundred Second Congress, second session, on investigation into the incident of July 20, 1992 onboard the vessel Dream Finder at Burns Harbor, Indiana, between the U.S. Coast Guard and crew members represented by the International Longshoremen's Association, November 13, 1992. Washington: U.S. G.P.O., 1993.

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International Maritime Committee., ed. Berlingieri on arrest of ships: A commentary on the 1952 Arrest Convention. 2nd ed. London: LLP, 1996.

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Berlingieri, Francesco. Berlingieri on Arrest of Ships Volume I. Sixth edition. | Abingdon, Oxon ; New York, NY : Informa Law from Routledge,: Informa Law from Routledge, 2016. http://dx.doi.org/10.4324/9781315629407.

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Berlingieri, Francesco. Berlingieri on arrest of ships: A commentary on the 1952 and 1999 Arrest Convention. 5th ed. London: Informa, 2011.

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Abou-Nigm, Verónica Ruiz. The arrest of ships in private international law. Oxford: Oxford University Press, 2011.

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The arrest of ships in private international law. Oxford: Oxford University Press, 2011.

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Nieschulz, Silke. Der Arrest in Seeschiffe: Eine rechtsvergleichende Untersuchung des deutschen, niederländischen und englischen Rechts. Hamburg: Lit, 1997.

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Navarre-Laroche, Cécile. La saisie conservatoire des navires en droit français. Paris: Moreux, 2001.

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Book chapters on the topic "Arrest of ship"

1

Davies, Martin. "The Future of Ship Arrest." In The Arrest Conventions. Hart Publishing, 2019. http://dx.doi.org/10.5040/9781509928279.ch-013.

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Tettenborn, Andrew. "Actions in rem, arrest and insolvency." In Ship Operations, 149–57. Informa Law from Routledge, 2020. http://dx.doi.org/10.4324/9781003000754-11.

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Stevens, Frank. "Liability for wrongful ship arrest – Euro style." In Ship Operations, 133–48. Informa Law from Routledge, 2020. http://dx.doi.org/10.4324/9781003000754-10.

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Thomas, Rhidian. "Ship Arrest – Issues of Availability, Fairness and Proportionality." In The Arrest Conventions. Hart Publishing, 2019. http://dx.doi.org/10.5040/9781509928279.ch-001.

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"RELEASE OF THE SHIP FROM ARREST." In Berlingieri on Arrest of Ships, 415–48. Informa Law from Routledge, 2013. http://dx.doi.org/10.4324/9780203719237-27.

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"ENFORCEMENT BY ARREST AND COURT SALE." In The Law of Ship Mortgages, 398–437. Second edition. | New York, NY : Routledge, 2016. | Series: Lloyd’s shipping: Informa Law from Routledge, 2016. http://dx.doi.org/10.4324/9781315766430-23.

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Xu, Jingchen. "Ship Arrest and the Hanjin Bankruptcy: Lessons for Ship Management." In Maritime Organisation, Management and Liability. Hart Publishing, 2020. http://dx.doi.org/10.5040/9781509942947.ch-006.

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"CLAIMS IN RESPECT OF WHICH A SHIP MAY BE ARRESTED." In Berlingieri on Arrest of Ships, 251–62. Informa Law from Routledge, 2013. http://dx.doi.org/10.4324/9780203719237-18.

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"WHEN THE RELEASE OF A SHIP UNDER ARREST IS NOT PERMITTED." In Berlingieri on Arrest of Ships, 449–58. Informa Law from Routledge, 2013. http://dx.doi.org/10.4324/9780203719237-28.

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"ARREST OF SHIPS OWNED BY THE CHARTERER IN RESPECT OF CLAIMS OF THE OWNER OF THE CHARTERED SHIP." In Berlingieri on Arrest of Ships, 375–82. Informa Law from Routledge, 2013. http://dx.doi.org/10.4324/9780203719237-24.

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Conference papers on the topic "Arrest of ship"

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Toyoda, Masanobu, Noboru Kiji, Yoshiyuki Nakajima, Tetsuo Okada, Yasumasa Nakanishi, and Koutarou Inose. "Safety of Mega Container Ship Focusing on Brittle Crack Initiation and Arrest Behavior of Heavy Thickness Plate." In ASME 2008 27th International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2008. http://dx.doi.org/10.1115/omae2008-57375.

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The enlargement of containership requires the higher tensile strength steel and thicker plate around the hatch coaming more than the prescribed classification rules. These call the concerns about the safety of brittle crack initiation and arrestability of hull structure. It is known that increasing of stress and thickness of plates will reduce the toughness of base metal and welding joints. Therefore, the authors conducted to assure the toughness of base metal and welding joint for new higher tensile strength steel of 460MPa yield strength (YP460) and 60mm thickness. It has been considered that weld assembled steel plate structure has some arrestability at intersections of plates, though there are no prescription on the rules. And it was reported that very thicker mother plate has not enough toughness to arrest brittle crack recently. The authors investigated the structural arrestability by model testing and FE analysis and established it. Furthermore, structural details for intersections were also established. Both preventing the brittle crack initiation and arresting the brittle crack of weld structure were described, focusing on developing higher yield strength and heavier thickness of YP460 for containership in this paper.

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Gruben, Gaute, Kenneth Macdonald, Svend T. Munkejord, Hans L. Skarsvåg, and Stephane Dumoulin. "Pipeline Fracture Control Concepts for Norwegian Offshore Carbon Capture and Storage." In 2020 13th International Pipeline Conference. American Society of Mechanical Engineers, 2020. http://dx.doi.org/10.1115/ipc2020-9766.

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Abstract The Northern Lights onshore terminal will initially receive CO2 transported by ship tankers from industrial source sites located in south-eastern Norway and transport CO2 via a 12 ¾” OD offshore pipeline for injection into the Johansen storage reservoir, located south of the Troll field. The CO2 injection pipeline will be laid from the shore terminal to a subsea wellhead structure from where the liquid CO2 will be injected into the reservoir. Presently, demonstrating arrest of longitudinal propagating shear fracture in CO2 transport pipelines is specifically addressed in two international guidelines, ISO 27913 and DNVGL-RP-F104. The study reported here aims to develop a robust fracture control methodology unique to the Northern Lights pipeline. To this end, the maximum loading in terms of saturation pressure is conservatively estimated from temperature and pressure scenarios from the planned pipeline route and applied in numerical simulations of the running-fracture phenomenon using the SINTEF coupled FE-CFD code. It is shown that, with the given pipe material, diameter, and loading conditions, the proposed wall thickness of 15.9 mm is sufficient to arrest a propagating crack. Furthermore, the Battelle TCM with ISO 27913 or DNVGL-RP-F104 arrest- and load pressure correction is shown to provide a good first estimate in pipe design, although the arrest pressure saturates for low Charpy energy toughness values, indicating limited accuracy in this study.

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Staats, Jeremy C., and David A. Osage. "Determination of Fracture Arrest Stress." In ASME 2009 Pressure Vessels and Piping Conference. ASMEDC, 2009. http://dx.doi.org/10.1115/pvp2009-77998.

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Pressure vessel components constructed to the ASME B&PV Code, Section VIII, Divisions 1 and 2 that are not subject to Post Weld Heat Treatment (PWHT) have a fracture arrest stress value set equal to 10% of the Ultimate Tensile Strength (UTS) of the material. The fracture arrest stress designates an applied stress value for a material at or below which crack propagation would cease in a component with a small flaw. The fracture arrest stress value in the code is based upon work conducted by T. S. Robertson [1] and William S Pellini [2]. This work included testing of base metal and welded joints without significant constraint. Pellini concluded that for welded plates without constraint, localized residual stress fields, resulting from restraint of longitudinal shrinkage during cooling of the weld metal, act in a direction parallel to the weld and thus can only propagate cracks oriented in a direction normal to the localized residual stress (i.e. perpendicular to the weld joint). The perpendicular cracks may propagate into the base metal; however, these cracks will arrest due to lower or negligible residual stresses outside of the weld zone in the base metal. Therefore, for manufacture of components welded without significant constraint, i.e. manufacture of ships and atmospheric storage tanks, the fracture arrest stress value equal to 10% of the UTS appears to be valid. In the manufacture of pressure vessels, the geometrical constraint of typical weld joints results in a different residual stress distribution that have stress components that are orientated both parallel and perpendicular to the weld. Due to the presence of residual stresses perpendicular to the weld, small cracks parallel to the weld joint may result in unstable crack propagation or brittle fracture because they remain in the residual stress field. Therefore, the use of a fracture arrest stress value equal to 10% of the UTS detailed in paragraph 3.11.5.1 of the ASME Section VIII, Division 2, Part 3 criteria document may not be valid. A review of the work conducted by Robertson and Pellini and current code rules is provided and compared to fracture assessments results using procedures from API 579-1/ASME FFS-1 and ASME Section VIII, Division 2, Part 3.

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An, Gyubaek, Wanchuck Woo, and Jeongung Park. "The Effect of Welding Residual Stress Distribution in Thickness Direction With Thick Steel Plate to Identification of Fracture Toughness." In ASME 2016 35th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2016. http://dx.doi.org/10.1115/omae2016-55086.

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Along with the rapid increase in the size of welding structures, the steel plate used for structure has been increased in thickness. Especially, the growing capacity of large scale ships such as container ships has led to an increase in the thickness and the strength of steel plates for shipbuilding. The toughness and the resistance to brittle fractures of the steel plate tend to decrease for thick plates, which is a result of the so-called thickness effect. Steel plates with 80mm thickness were used and two welding processes, which are flux cored arc welding (FCAW) process and electron gas welding process (EGW), were used to produce full thickness weld joints. To evaluate of brittle crack propagation path, measurement of welding residual stress in both welded joint. In this study, it was aimed to investigate the effect of welding variables on the crack arrest toughness and crack propagation path of thick steel plate welds. Quantitative analysis by temperature gradient ESSO test was conducted to clarify the effect of welding variables for flux cored arc welding (FCAW) and electro gas welding (EGW) joint of thick steel plates with the thickness of 50 and 80mm. Also, welding residual stress was measured for evaluate of welding residual stress effect in both welding process in brittle crack propagation path using neutron science analysis.

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5

Konda, Noboru, Kazushige Arimochi, Akinori Inami, Yukichi Takaoka, Takumi Yoshida, and Inge Lotsberg. "Development of Structural Steel With High Resistance to Fatigue Crack Initiation and Growth: Part 4." In ASME 2011 30th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2011. http://dx.doi.org/10.1115/omae2011-49501.

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For many years, fatigue design has been based on the fundamental that the fatigue strength of welded structures is independent of the steel material and/or strength. Nothing has been studied from the viewpoint of material because fatigue strength of welded joints converges much to the same capacity regardless of material strength. For improvement of fatigue lives, the designers have been advised to improve the geometry of the details, to reduce the nominal stress level or to use some post weld improvement method like toe grinding. In 2001, a new steel material was developed that showed extended fatigue initiation life as well as extended crack growth life, and a new alternative method for fatigue life extension appeared. This steel was denoted FCA (Fatigue Crack Arrester) due to the improved fatigue properties. The improved fatigue strength in welded joints is explained by flat hardness distribution and very fine microstructure at heat affected zone (HAZ). It was clarified that fatigue strength of HAZ in FCA where fatigue crack initiates generally was higher than that in conventional steel. And the improved fatigue crack propagation properties in base steel is explained by a decreased crack growth rate when a fatigue crack passes a grain boundary from a soft phase (feritte) to a hard phase (bainite) that is present in these new dual phase steels. FCA steel has now been used for details of a number of newly built ships, where good fatigue properties are required. In order to establish a general design S-N curve that can be used for the FCA steel, it was agreed in 2007 to start a joint industry project among Kawasaki Shipbuilding Corporation, Det Norske Veritas and Sumitomo Metal Industries. This JIP is now being finished and a design S-N curve has been proposed based on 66 data from small scale testing of specimens made from FCA steel, and 18 data from conventional steel. These test results have been supplemented by some large scale tests of relevant ship details. The discussed results from this JIP including a recommended design S-N curve for FCA steel will be shown in this paper.

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Huang, Xiaoping, Anqing Wang, Weicheng Cui, and Rugang Bian. "The Fatigue Crack Growth Under Compressive to Compressive Fluctuating Loading." In ASME 2010 29th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2010. http://dx.doi.org/10.1115/omae2010-20054.

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There are some components subjected to compressive and bending loading in ship and offshore structures and fatigue cracks were fond in compressive side of these components caused by fluctuation loadings, during their service. For better understanding the fatigue behavior of these components subjected to compressive to compressive loading, plate specimens with center crack (CCP) and plate specimens with double edge crack (DECP) have been designed for the experiment for examining the fatigue crack growth under axial compressive fluctuation loading. In this paper, a high strength steel plate was used as the test material. Fatigue test has been performed using MTS810 material testing system. Experimental results show that cracks can be propagated under compressive to compressive loading. It also shows that the cracks propagated to a certain length and then arrested completely. The experimental procedure and the phenomena are described. The stress-strain and the residual stress during a cycle were simulated by FEA. The stress intensity factor of the crack by residual stress and its propagation life were estimated and compared with the test data. The residual stress plays a very important role in crack growth under compression to compression fluctuation load.

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Coppejans, O. J., and C. L. Walters. "Scaling of Pop-Ins During Brittle Fracture Testing." In ASME 2019 38th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2019. http://dx.doi.org/10.1115/omae2019-95368.

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Abstract Measurement of the fracture toughness of steel is important for the assurance of the safety of ships and offshore structures, especially when these structures are made of thick sections and/or applied in cold environments. One key factor that will affect the determination of the fracture toughness is a pop-in, which is a short event in which unstable fracture is initiated and then self-arrests. If the pop-in is large enough, it will be used to calculate the fracture toughness. Pop-ins are believed to be the products of local brittle zones, which occur randomly at crack tips and have finite sizes. Fracture toughness testing codes have ways of determining whether a pop-in is critical (thus, identifying the maximum force and displacement to be used in the determination of the toughness of the material) or not important (thus, allowing for the test to proceed). In an ongoing project on the use of small-scale fracture specimens to predict standard fracture toughness test results, we would like to know how pop-in acceptance criteria should be scaled for specimen size. It is expected that the physical size of the brittle zones that cause pop-ins is invariant of specimen size, meaning that the contribution of the pop-in will be proportionally more important for smaller specimens. An analytical method for relating the pop-ins on one specimen size to another specimen size is developed. This method is partially verified by observations on the size of a local brittle zone observed on a fracture surface and the effect of that pop-in on the force-displacement curve during a CTOD test. The analytical method showed that an equivalent pop-in for a small-scale specimen is indeed larger, but that the effect was subtle.

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Reports on the topic "Arrest of ship"

1

Clark, A. V., and D. T. Read. Ductile tearing stability analysis of a ship structure containing a crack arrester strake. Gaithersburg, MD: National Bureau of Standards, 1986. http://dx.doi.org/10.6028/nbs.ir.85-3038.

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