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Relevant bibliographies by topics / Seizure of ships and cargoes

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Academic literature on the topic 'Seizure of ships and cargoes'

Author: Grafiati

Published: 4 June 2021

Last updated: 3 February 2022

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Journal articles on the topic "Seizure of ships and cargoes"

1

Dua, Jatin. "Hijacked: Piracy and Economies of Protection in the Western Indian Ocean." Comparative Studies in Society and History 61, no. 3 (June 28, 2019): 479–507. http://dx.doi.org/10.1017/s0010417519000215.

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AbstractFrom 2007–2012, a dramatic upsurge in maritime piracy off the coast of Somalia captivated global attention. Over three hundred merchant vessels and some three thousand seafarers were held hostage with ransom amounts ranging from $200,000 to $10 million being paid to release these ships. Somali piracy operated exclusively on a kidnap-and-ransom model with crew, cargo, and ship held captive until a ransom was secured. Ransom, unlike theft or seizure, requires willing parties and systems of exchange. Ransom economies, therefore, bring together disparate actors and make visible the centrality of protection as a mode of accumulation and jurisdiction. As an analytic, this article proposes an anthropology ofprotectionto undercut divides between legality and illegality, trade and finance, piracy and counter piracy. It argues that protection is key to apprehending processes of mobility and interruption central to global capitalism.

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Zubrzycki, Waldemar. "The Security of the Republic of Poland’s Maritime Areas and the Polish Coast in the Context of Terrorist Attacks." Internal Security 9, no. 1 (December 29, 2017): 0. http://dx.doi.org/10.5604/01.3001.0010.7465.

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The threat of terrorist attack posed to the Republic of Poland is of a potential character and possible targets for such attacks include also objects located in the area of the Baltic Sea. Terrorist activities may be carried out in order to destroy or render vessels such as passenger, cargo and the navy ships, hydraulic structures and port facilities inoperative, as well as to take control over them. A terrorist attack may also aim at causing an environmental disaster. Direct targets of terrorist attacks may be passengers or crew members, but attempts of cargo seizure may also be expected. Potential forms of terrorist attack possible to carry out on the sea include among other things: bomb attacks, hijacking, shooting incidents, mines, and underwater sabotage. Terrorist attacks may be undertaken by both separate terrorist groups and the ones that are linked with international terrorist organizations serving their ideological purposes. Activities performed by organized terrorist groups may mainly aim at money extortion. Perpetrators of terror attacks may also include special forces of foreign countries that conduct their activities in order to deteriorate the economy of the other country, disparage it or complicate its internal or international situation. To combat terrorist threats on the sea effectively it is necessary to undertake complementary and coordinated activities, and the tasks of preventing such threats and counteracting the effects of possible terror attacks are to be carried out by relevant forces and entities that act under particular government departments, as well as government administration bodies and special forces.

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Kabaciński, Jerzy, and Bogusz Wiśnicki. "Accuracy analysis of stowing computations for securing non-standard cargoes on ships according to IMO CSS Code." Polish Maritime Research 16, no. 2 (April 1, 2009): 67–71. http://dx.doi.org/10.2478/v10012-008-0024-6.

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Accuracy analysis of stowing computations for securing non-standard cargoes on ships according to IMO CSS Code The article takes up a subject of effectiveness of securing arrangements while stowing non-standard cargoes on ships. Accuracy analysis of stowing calculations was based on procedures proposed by Code of Safe Practice for Cargo Stowage and Securing - CSS Code. Detailed calculations of forces and moments related to lashings, which prevents non-standard cargo against transverse tipping, were performed. Some simplifications were proven that may result in underestimating or overstating the calculated righting moment, which decides of safety margin of securing non-standard cargoes. The alternative more reliable procedure, without simplifications, was proposed.

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Telegin, Anatoly I., Andrey O. Nichiporuk, and Alexander G. Malyshkin. "METHOD OF DETERMINING EFFICIENCY DURING IMPLEMENTATION OF INSTRUMENTS FOR ACCURATE MEASUREMENT OF SHIP DRAUGHT." Russian Journal of Water Transport, no. 65 (November 23, 2020): 157–64. http://dx.doi.org/10.37890/jwt.vi65.139.

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The article justifies the relevance of improving the accuracy of determining the weight of cargo by draught of a vessel in order to increase the economic efficiency of the operation of ships. The authors propose to install remote draught meters on ships, and offer efficiency calculations for the introduction of devices for measuring the draught of ships and their application in practice. The analysis showed that, using traditional methods of draught determination, there is a very significant measurement error that negatively affects the quality of transportation and the reliability of determining the mass of the cargo. The authors present the methodology for determining the economic efficiency of ship equipment with remote draught meters. On test cases, performed for the conditions of transportation of various cargoes on specific lines, the expected efficiency of using remote precipitation gauges is shown in comparison with traditional methods for determining the ship's draft. According to the results obtained, the payback of the installation of draught meters on ships for low tariff cargoes occurs during five voyages, for more expensive and high tariff cargoes during the first voyage.

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Kreutz, Barbara M. "Ghost ships and phantom cargoes: Reconstructing early Amalfitan trade." Journal of Medieval History 20, no. 4 (January 1994): 347–57. http://dx.doi.org/10.1016/0304-4181(94)00807-8.

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Sousa Ferro, Miguel. "Right of innocent passage of ships carrying ultra-hazardous cargoes." Nuclear Law Bulletin 2006, no. 2 (February 15, 2007): 5–18. http://dx.doi.org/10.1787/nuclear_law-2006-5k9cx3f75zxq.

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McALEER, JOHN. "Slave Ships and their Captive Cargoes, 1730–1807 - by Emma Christopher." International Journal of Nautical Archaeology 37, no. 1 (March 2008): 210–11. http://dx.doi.org/10.1111/j.1095-9270.2007.00179_14.x.

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van Hoorn, Frank. "Technical Challenges Associated with Dry Transportation." Marine Technology and SNAME News 24, no. 01 (January 1, 1987): 4–14. http://dx.doi.org/10.5957/mt1.1987.24.1.4.

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Less than twenty years ago the first jack-up drilling rig was transported "piggyback" on a submersible barge. Dry transportation of extremely large and heavy cargoes has developed rapidly ever since. Specialized ships have been designed and built; records (with regard to weight, size or complexity of the transport) have regularly been broken. In this paper, the development of heavy-lift transportation is outlined, followed by a review of present heavy-lift design criteria. Technical challenges associated with several types of heavy-lift cargoes such as jack-up/semisubmersible rigs, dry docks, jackets, tension leg platforms, and modules are discussed. The importance of the transportation engineer's involvement in the preliminary project engineering stage is emphasized.

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Ettinger, Jan van. "Systems for Managing Ships and Cargoes in the Port of Rotterdam 1." Ocean Yearbook Online 8, no. 1 (1989): 219–30. http://dx.doi.org/10.1163/221160089x00128.

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Açık, Abdullah, and Sadık Özlen Başer. "Agent based interaction of commodity price and freight market." Business & Management Studies: An International Journal 9, no. 1 (March 25, 2021): 56–75. http://dx.doi.org/10.15295/bmij.v9i1.1684.

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This study investigates the relationship between iron ore, coal and wheat prices, three major dry bulk cargoes, and Capesize, Panamax, and Handymax freight, which are the intensively used ships in transportation three essential cargoes. These major ship types are considered agents in the market. The main research questions are whether there are a volatility spillover and risk transmission between commodity prices and freight routes and whether there is a differentiation in relations according to the type of cargo and intensive carriage rate. Causality in variance analysis is used to test these research questions, which determines the flow of information between variables and the volatility spillover. The obtained results reveal that the interaction can differ according to both ship types and commodity types, and volatility spillovers and risk transfers are from commodity prices to freight rates.

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Books on the topic "Seizure of ships and cargoes"

1

Shipping interdiction and the law of the sea. New York: Cambridge University Press, 2009.

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Vincenzini, Enrico. Il sequestro conservativo di nave straniera. Padova: CEDAM, 1988.

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Sáenz, Alejandro Basilio Kouruklis. El secuestro de naves en el derecho procesal maritimo. Panamá: Editorial Mizrachi & Pujol, 1994.

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4

International Tribunal for the Law of the Sea. The "Chaisiri Reefer 2" case (Panama v. Yemen), prompt release: Affaire du "Chaisiri Reefer 2" (Panama c. Yémen), prompte mainlevée. Leiden: Martinus Nijhoff Publishers, 2007.

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International Tribunal for the Law of the Sea. Pleadings, minutes of public sittings, and documents.: Mémoires, procès-verbaux des audiences publiques et documents. Volume 4, Affaires du thon à nageoire bleue (Nouvelle-Zélande c. Japan; Australie c. Japon), mesures conservatoires. Leiden: M. Nijhoff, 2005.

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International Tribunal for the Law of the Sea. Pleadings, minutes of public sittings, and documents: The M/V "Saiga" (no. 2) case, Saint Vincent and the Grenadines v. Guinea : provisional measures = Mémoires, procès-verbaux des audiences publiques et documents : affaire du navire "Saiga" (no. 2), Saint-Vincent-et-les-Grenadines c. Guinée : mesures conservatoires. The Hague: Kluwer Law International, 2002.

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7

Organization, International Maritime. BC code: Code of safe practice for solid bulk cargoes. 2nd ed. London: International Maritime Organization, 2001.

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Organization, International Maritime. Code of safe practice for solid bulk cargoes (BC Code). London: International Maritime Organization, 1998.

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Organization, International Maritime. Code of safe practice for ships carrying timber deck cargoes, 2011. 2nd ed. London: International Maritime Organization, 2012.

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10

Phillimore, John George. Case of the seizure of the southern envoys. London: J. Ridgway, 1986.

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Book chapters on the topic "Seizure of ships and cargoes"

1

Branch, Alan E. "Ships and their cargoes." In Elements of Shipping, 47–71. Boston, MA: Springer US, 1996. http://dx.doi.org/10.1007/978-1-4899-3284-6_4.

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Branch, Alan E. "Ships and their cargoes." In Elements of Shipping, 42–66. Dordrecht: Springer Netherlands, 1989. http://dx.doi.org/10.1007/978-94-010-9292-0_4.

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Hancock, James F. "The Portuguese build an empire." In Spices, scents and silk: catalysts of world trade, 222–34. Wallingford: CABI, 2021. http://dx.doi.org/10.1079/9781789249743.0017.

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Abstract Albuquerque's victory in Malacca gave Portugal a major foothold in the Far Eastern pepper trade, but the Portuguese were never able to fully dominate it. The chapter summarizes the struggles of Portugal's building of its empire. It also discusses the cartaz system, where the Portuguese claimed suzerainty over the Indian Ocean and no one else was allowed to sail unless they purchased a safe conduct pass. The cartaz obliged Asian ships to call at a Portuguese-controlled port and pay customs duties before proceeding on their voyage. Ships without this document were considered fair game and their goods could be confiscated. It was, pure and simple, a protection racket. The cartaz system, plus customs duties and outright piracy, provided most of the funds defraying the costs of the Portuguese navy and its garrisons. The chapter also outlines the importance of Indian cotton in the Spice Trade and the routes of spices into Europe. Further, the chapter provides highlights of the Portuguese profits on spices. Portuguese imports of pepper held strong over most the sixteenth century. The total weight of the spice cargoes averaged 40,000 to 50,000 quintals (1 quintal = 130 pounds or 59 kilograms) annually in the first half of the century and 60,000 to 70,000 quintals later on. Records have been left of one cargo in 1518 that totalled almost 5 million pounds (2.27 million kilograms), of which 4.7 million pounds (2.13 million kilograms) was pepper, 12,000 pounds (5443 kilograms) cloves, 3000 pounds (1360 kilograms) cinnamon and 2000 pounds (907 kilograms) mace (Krondl, 2007). Most of the pepper and other spices were purchased in Malabar on the open market. Portuguese profits on the pepper trade could run as high as 500%. Lastly, the chapter briefly discusses how other European countries looked for alternative routes to the spices.

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Arican, Ozan Hikmet, Ibrahim Dugenci, Gokhan Kara, and Ali Umut Unal. "Transportation of Chemical Cargoes by Tanker Ships." In Handbook of Research on the Applications of International Transportation and Logistics for World Trade, 288–309. IGI Global, 2020. http://dx.doi.org/10.4018/978-1-7998-1397-2.ch016.

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Chemical and industrial chemical substances are used in every area of industry. Much of these chemicals are transported from one country to another by ships. Most of these ships are container ships and chemical tankers. Chemical tankers are included in international logistics because they carry large amounts of different cargoes. Moving more suitable and larger amounts of cargo from one port to another plays a role in the provision of trade. The transport of chemical loads generally takes place in 4 stages with different ship types. These stages are: tank preparation, loading, transportation, and discharging. This chapter explains these steps.

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"Ships, their cargoes, trades and future trends." In Branch's Elements of Shipping, 79–106. Routledge, 2014. http://dx.doi.org/10.4324/9781315767154-12.

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Inniss, Lolita Buckner. "Ships’ Ballast." In International Law's Objects, 431–42. Oxford University Press, 2018. http://dx.doi.org/10.1093/oso/9780198798200.003.0037.

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This chapter discusses how an ostensibly mundane material item, ships’ ballast, an object or set of objects used to counterweight a ship while it is afloat, was at the foundation of the transatlantic slave trade and the international law norms that first sustained and later dismantled African captive transport. Ships’ ballast took on a particular legal evidentiary use in the context of transatlantic slavery. This was because cargoes of human beings, being mobile and of variable weights and shapes, required countervailing weight in order to keep a ship carrying them righted. Hence, the presence, as well as the amount and type of ballast found on European ships in the eighteenth and nineteenth centuries, was often a marker of slavery. In numerous legal and historical accounts regarding the interdiction of the slave trade via public international law, the presence and use of ballast is central.

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"Insurance by Minister of Transport of ships, aircraft and cargoes." In Marine Insurance Legislation, 184. Informa Law from Routledge, 2013. http://dx.doi.org/10.4324/9780203712641-10.

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"Insurance by Minister of Transport of ships, aircraft and cargoes." In Marine Insurance Legislation, 230. Informa Law from Routledge, 2014. http://dx.doi.org/10.4324/9781315816678-13.

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Dorr, Lisa Lindquist. "The Traffic in Liquor." In A Thousand Thirsty Beaches, 19–50. University of North Carolina Press, 2018. http://dx.doi.org/10.5149/northcarolina/9781469643274.003.0002.

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Havana, Cuba was an active smuggling port, with a long history of shipping. European distillers shipped large amounts of their products to Havana, knowing it would likely be smuggled into the United States. Liquor wholesalers provided a wide variety of liquors to smugglers and facilitated the production of forged customs documents that allowed smuggling ships to depart with illegal cargoes of liquor. Smuggling networks landed these cargoes on southern beaches, either to supply local liquor markets or to transport to markets via road or rail to markets in midwestern or northeastern cities.

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Sturmey, S. G. "Enemies of Competition in the Postwar Years." In British Shipping and World Competition. Liverpool University Press, 2009. http://dx.doi.org/10.5949/liverpool/9780986497322.003.0008.

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This chapter explores the changing methods of state intervention in maritime nations - particularly Britain - in the postwar period. It provides an overview of the nature of subsidies granted to shipping enterprises in various nations - including France, Italy, Japan, and America - and then moves on to an exploration of the preference system (the favouring of national ships) and how that came to replace subsidised shipping. It outlines different types of preferences, including the restriction of certain cargoes to national ships, and discriminatory tax systems. It concludes with the author’s prediction that discrimination through nationalism would continue to increase if not brought under regulatory control.

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Conference papers on the topic "Seizure of ships and cargoes"

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De Baere, Kris, Helen Verstraelen, Remke Willemen, Raf Meskens, and Geert Potters. "Taking Care of Ballast Tank Coatings = Green Ballast Tanks Coatings." In SNAME Maritime Convention. SNAME, 2014. http://dx.doi.org/10.5957/smc-2014-t59.

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Shipping plays an important role in the logistic chain. These a worthiness of ships transporting goods world wide is therefore crucial. One element defining these a worthiness of a ship is the condition of her ballast tanks. These tanks are an area of concern for ship owners and crew. They are subject to corrosion; and due to the enclosed environment and complex structure, maintenance is very difficult and costly. This paper gives the results of an “insitu” study of ballast tanks on board of more than 150 merchant ships. No selection criteria were applied from the start and the ships were surveyed as opportunity arose. Most of the ships are worldwide trading and the age varies between brand new and 36years. Figure 1 gives a good idea of the age distribution. Many types of ships are represented in the database amongst others 10oil tankers, 14 liquefied gas carrier, 25 chemical tankers, 28 bulk carriers, 23 full containers carriers, 5 general cargoes, 9 RoRo’s, 8 refrigerated ships. Surface corrosion was assessed, compared and the importance of condition and environmental parameters during coating application recognized. The paper also reveals the significant difference between the average corrosion regression line of the data base and the coating condition in the ballast tanks on board ships to where the operator invested in a superior coating system at new building, with extra attention to surface preparation and coating application. The need to reduce the environmental impact of shipping becomes more and more obvious. Blasting with shot and grit, vast amounts of water used for water jetting and rinsing, surface cleaning and high solvent coatings jeopardize our future generations. Luckily, there duction of the environmental impact has beneficial economic consequences a sit brings down significantly maintenance costs.

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2

Portella, Ricardo B., Luiza F. Andrade, Tomazo Garzia Neto, and Nelson Coelho. "Single-Pour/Single Pass Loading: An Innovative Concept for a New Generation of Ore Carriers." In ASME 2011 30th International Conference on Ocean, Offshore and Arctic Engineering. ASMEDC, 2011. http://dx.doi.org/10.1115/omae2011-49589.

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Bulk Carriers have been developed since 1950 to carry large quantities of non-packed commodities such as grains, coal and iron ore. Nowadays, there are some 5,000 bulk carriers around the world and this number points to some concerns that affect owners of these types of ship and ports. One of these problems is the big waiting time at the ports that reaches 12% of the global fleet around the world at any given moment. At Brazilian iron ore ports the time waiting average was of 6–8 days during 2006–2008. A concrete example is the VALE operation that responds from mineral resources exploration to mineral resources delivery, passing through mines, railroads, seaport terminals and shipping business, forming a logistic chain that can not be interrupted by the expected growth in trade and consequent port congestion. In view of this, PROJEMAR and VALE faced the challenge of designing ore carriers in such a way that it would not interfere with the logistics chain by delaying other ships at the loading or discharge terminal. As the cargo operation is taken as the initial point of the design conception, the expected final product is a ship able to safely take loading rates as high as 16,000 tons of ore per hour, with each hold loaded in one pour and the ship fully loaded in one pass, resulting in fewer pours into the holds of the ore carrier, faster loading operations and, consequently, a significant economy for the ship owner and for the port. The amount of extra steel needed over conventional designs: less than one percent. The fundamental idea of this new concept, which PROJEMAR calls “single-pour, single-pass” design, is a method of ballast control that is synchronized with the cargo loading, scientifically deballasting the ship during loading in a way that balances the forces induced by the incoming cargo. Potential hull loading stress problems can occur due to the manner in which ore cargoes are loaded and due to the amount of cargo which is loaded in an individual hold. To avoid the creation of any unacceptable stresses in the ship’s structure, loading studies considering the planning of cargo loading and discharging operations, maximum allowable and minimum required mass of cargo for each hold and for adjacent holds as a function of the draught at mid-hold position in form of hold mass curves, calculations of still water shear forces and still water bending moments for each port loading condition and structural analysis are required to be developed on the early design stages. This ship loading concept is creating a new generation of ore carriers in such a way that the main class societies are nowadays developing new specific class notation dedicated to these ships. The purpose of this paper is to present the “single-pour, single pass” concept development and how it has been applied to the design of the new 400,000 DWT ore carriers that are being built for VALE in Chinese and Korean shipyards, and to the 80,100 DWT Bauxite Carrier that are being built for LOG-IN in Brazil. The “single-pour, single pass” concept was also partially considered on the design of 12 VLCCs that are being converted to VLOCs for VALE in China with PROJEMAR’s design.

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