Ship Passing Through The Panama Canal

Panama Canal and how it works Ship Passing Through The Panama Canal, you can see in the below video

Illustration of Ship Passing Through The Panama Canal

Canal locks time lapse


A Gigantic Container Ship Passing Through The Panama Canal


Cargo ship passing through panama cana

SOPEP Function In The Shipping World

Ships over 400 GRT are required to follow the rules International Prevention of Marine Pollution which ratification in MARPOL 73/78, especially with the ship sailing in the international ocean.

And one of the MARPOL 73/78 rule is MARPOL Annex 1, which discusses the International Oil Pollution Prevention. In the Regulation 37 of MARPOL Annex 1 states that each tankers over 150 GRT and vessels other than tankers over 400 GRT must have on board a Shipboard Oil Pollution Emergency Plan (SOPEP) approved by the Flag Administration or Classification in fact on behalf of the flag admin.

SOPEP in itself will be a guide line how the response of the ships crew in case of oil pollution and how to report, who will be report and what should be report. It also gives a guide line to control discharge action (which consideration based on Navigation Measures and Seamanship Measures).

Oil pollution itself is divided as probably and actual spill. Actual spill is a oil discharge caused damage of vessels body or equipment or to secure the safety purpose vessels or Saving Live at sea or discharge of oil during operation ships, which caused a oil discharge exceeding 15 ppm and in a very excessive amount that will be result ecosystem contamination of sea, coastline and communities with the voyage itself.

Probable spill is a more to direct if immediate action by ship crew is not done secure the system in which failure will cause the oil spill, for example equipment failure (broken oil Hose), failure of operation management, hazard to shipping (rich Dangerous Goods) and going collision.

If the reaction on the situation and condition of the improvement is not made soon will increase the oil spill in the ship and cause loss of strength Structural integrity and make its navigation hazard for traffic flow mentioned vessels.

In the other section in SOPEP also discussed about the prevention measures that must be done before the occurrence of Operational Spill, when bunker oil, or if pipe line leakage occur, tank overflow, hull leakage, spill caused by equipment in Machinery Spaces.

To overcome the operational problems usually in ships should be provided spillpaks in addition to the oil dispersant.
At Spillpak, there are:
Absorbent socks 76 cm. He x 1.2 m (6nos)
Absorbent socks 76 cm. He x 3.66 m (3nos)
Absorbent pads 41 x 51 cm (125nos)
Pillows absorbent (46 x 46 cm) 6nos
and PPE required + disposal bags and manual instructional.
Beyond that usually also in the machinery room in the ship 2x provided Multi purpose absorbent (which can be used as, Pad, Sock, wipe and roll) of cause this tools used prior to oil spill.

In addition to oil spill can caused casualties some of the following:
- Ship grounded / stranded
- Fire and Explosion
- Collision
- Hull Failure
- Excessive Listing
- Ship submerged / foundered / wrecked
- Hazardous vapor release
- Transfer of Bunker / Lightening

In SOPEP advisable to take precautions ekskalasi of that Incident. Immediate action must consider the possibility of a fire and explosion and contamination of crew from the toxic gas because the spill.

SOPEP also include Mitigating Activities action as follows:
- Assessment of the situation and monitoring requirement
- Personnel Protection Issue (Protection equipment, Health and threats to safety, Isolation Procedures, decontamination of personnel, and disposal of removed Oils and clean-up material.

SOPEP also gave guide who should in the report, what the content of report and share responsibility for running ship crew to perform its role in case of oil spill.

Charter Party in Sea Transport

Regarding the parties that are going to carry out goods transport by sea, other than using the services from shipping companies, they can lease or charter the ship for that purpose. Ship for that leasing agreement between the ship owner and the party who leases it is called Charter Party.

A contract of affreightment, signed between the shipowner and the charterer whereby the former hires the vessel to the letter for the carriage of goods, etc., either for a period of time known as time charter or demise or bareboat charter or voyale charter.
In the demise or bareboat charter the whole management and runing expenses of the ship are automatically handed over to the charterer until the expiry date of charter.
In some charters the insurance is the owner's responsibility, in other the payment of premiums is equally shared. The charterers have a free hand as to where and how to do business, including limitation of voyage so long as they honour the contract. Charter rate is calculated on a lump sum basis or on a calender month or annual basis depending on the lenght of the charter time.
The vessel is to be returned to her owner's in the same condition as she was when delivered to the charterer's. Therefore surveys are effected on delivery and redelivery. Surveys are done before delivery and immediately after redelivery to assess any repairs which may be necessary. In time Charterers the Ship's cargo capacity is temporarily allotted to the charterers for a fixed time and committed to limited ports of call while trading. Insurance remains the responsibility of the owners . Food, stores bunkers, port expenses, etc., are to be borne by the charterers. Charter rate is calculated on a lump sum basis per month or so much per deadweight ton per calendar month.
In a voyage charter all expenses are provide and paid for by the owners unless otherwise agree upon by the parties. There are numerous code form of charterparties and each one is used in relation to the particular trade and are allocated

There are 3 kinds of Charter Party, Namely;

1. Voyage Charter is the ship leasing agreement from a port to another port for a single trip. The Expense is determined between the ship owner and the charterer. In this case the charterer acts only as shipper without being charged with other responsibilities.

2. Time Charter is the ship chartering agreement for a certain period of time
Chartering expenses are based on a number cases, including. A) Duration of charter. B) Fuel consumption. C) Size, kind and specification of chartered ship.
The above matters are being considered, because in time charter, the charterer is responsible for matters associated with load and fuel, while the ship owner is still responsible for the salary payment of the crew, ship insurance coverage and repair and service expense.

3. Bareboat Charter, also called Demise Charter is the ship charter agreement where the charterer is full responsible for the entire ship. This will bring consequences that the charterer shall provide the crew, pay the crew’s salary and bear other expenses. He shall act as if he is the ship owner. Bareboat charger shall last usually for one (1) year minimum.

This kind of Charter Party is usually carried out by the government of a State in order to fill the gap of urgent or emergency ship space, for example in war time and in order to overcome congestion at the port.

Carriage of Goods by Sea

This act was introduced after many shipping conference were held in Brussels among various European nations interested in shipping transportation and it was finally formulated and termed as the Carriage of Goods by Sea Act 1924. The American Carriage of Goods by sea Act (COGSA) was passed in 1936 and is the counterpart of the 1924. It contains six sections and is subdivided into nine Articles.
The object this act is that carriers and shippers are bound by the Bill of Lading, q.v., covering both the shippers and the carriers with responsibilities and exceptions in the course of the carriage of cargo from one port to another.
Carrier definition
1. In the Carriage of Goods by Sea Act 1924, q.v., the word carrier is defined as the owner or the charterer or whoever enters into a contract with the shipper/s for transportation of merchandise
2. Airline or aircraft.
Carrier’s Lien as the ship-owner’s right to withhold cargo from being delivered to the consignee, q.v., as a guarantee against the collection of freight q.v., and other charges for the shipment.
Shipper: A person or company who enters into a contract with a liner conference, shipping line or shipowner for the carriage of good,.
Consignee: The receiver of the merchandise.
Liner: A cargo-carrying ship which is operated between schedule, advertised port of loading and discharge on a regular basis.