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file in a PDF format. Once these files have been sent to the shipyard by email, they are imported into PrimeShip-INVENTORY, where the inventory of hazardous materials and their location onboard the ship is specified. (See Figure 2) Te full inventory is then generated automatically, with data ready for export to ClassNK for approval. Tis will eliminate the yard’s need to record material declarations and post the data in the inventory format, because PrimeShip- INVENTORY will have already calculated the amounts of hazardous materials at each location automatically. ClassNK says it intends to distribute


PrimeShip-INVENTORY free of charge to shipyards and suppliers alike and the system is already being used by yards in Japan. During the first part of 2010, ClassNK will begin distributing an improved second generation product, drawing on comments from current users.


PrimeShip-INVENTORY is a


client/server application, with clients accessing the database installed in a server. Requiring the processing power of a Pentium III or greater (1.0GHz or greater) and memory of 1.0GB or greater, ClassNK estimates that a single ship file would take up 20-50MB. Running on Windows 2000(SP4)/2003/XP, PrimeShip-INVENTORY is compatible with Microsoſt.NET Framework 2.0. “PrimeShip-INVENTORY will be an


essential soſtware tool for the development of ship inventories as required for all ships greater than 500gt by the Ship Recycling Convention,” comments ClassNK. “With owners, suppliers and shipyards already facing mounting paperwork as new safety and environmental regulations come into force, exchanging information electronically using a product tailor-made to meet the necessary challenges posed


by the new convention can significantly reduce their burden.” While initially focusing on new


ships, ClassNK says it is committed to investigating the methods for inventory development to cover existing ships. Its partner,


the Japan Ship Technology


Research Association (JSTRA) has suggested that, even should original documents be easily accessible, the process could take up to one month for an existing ship, while factoring in the availability of experts could mean the entire procedure taking up to three months. Te cost of such a process will depend on the type, age, and size of the ship, as well as the availability of related resources. In order to minimise workload and


cost for shipowners, ClassNK said it was devising a specific expert management function to meet the Convention’s structures. SRCT


Shiprepair and Conversion Technology 2nd Quarter 2009


15


In-depth


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