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SALTMARSH, HANNAH BAKER. "HERO SHIP." Yale Review 103, no. 2 (March 11, 2015): 126–28. http://dx.doi.org/10.1111/yrev.12264.
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SALTMARSH, HANNAH BAKER. "HERO SHIP." Yale Review 103, no. 2 (2015): 126–28. http://dx.doi.org/10.1353/tyr.2015.0103.
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Leneghan, Francis. "The departure of the hero in a ship: The intertextuality of Beowulf, Cynewulf and Andreas." SELIM. Journal of the Spanish Society for Medieval English Language and Literature. 24, no. 1 (September 12, 2019): 105. http://dx.doi.org/10.17811/selim.24.2019.105-132.
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This article identifies a new Old English poetic motif, ‘The Departure of the Hero in a Ship’, and discusses the implications of its presence in Beowulf, the signed poems of Cynewulf and Andreas, a group of texts already linked by shared lexis, imagery and themes. It argues that the Beowulf-poet used this motif to frame his work, foregrounding the question of royal succession. Cynewulf and the Andreas-poet then adapted this Beowulfian motif in a knowing and allusive manner for a new purpose: to glorify the church and to condemn its enemies. Investigation of this motif provides further evidence for the intertextuality of these works.Keywords: Old English poetry; Beowulf, Cynewulf; Andreas; Anglo-Saxon literature
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Shirey, Heather. "Engaging Black European Spaces and Postcolonial Dialogues through Public Art: Yinka Shonibare’s Nelson’s Ship in a Bottle." Open Cultural Studies 3, no. 1 (January 1, 2019): 362–72. http://dx.doi.org/10.1515/culture-2019-0031.
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Abstract Yinka Shonibare’s Nelson’s Ship in a Bottle, installed on the Fourth Plinth of London’s Trafalgar Square from May 24, 2010, to January 30, 2012, temporarily transformed a space dominated by the 19th-century monumental sculpture of Lord Horatio Nelson, Britain’s most famous naval hero. When installed in Trafalgar Square, Shonibare’s model ship in a bottle, with its sails made of factory-printed textiles associated with West African and African-European identities, contrasted dramatically with the bronze and stone that otherwise demarcate traditional sculpture. Shonibare’s sculpture served to activate public space by way of its references to global identities and African diasporic culture. Shonibare’s Nelson’s Ship, this paper argues, inserted a black diasporic perspective into Trafalgar Square, offering a conspicuous challenge to the normative power that defines social and political space in Great Britain. The installation in Trafalgar Square was only temporary, however, and the work was later moved to the National Maritime Museum in Greenwich, where it is on permanent display. This paper provides an investigation of the deeper historical references Shonibare made to the emergence of transnational identities in the 19th century and the continued negotiation of these identities today by considering the installation of Nelson’s Ship in a Bottle in relation to both sites.
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Isnardi, Isabelle, Renaud Lesourne, Pierre Bruhns, Wolf H. Fridman, John C. Cambier, and Marc Daëron. "Two Distinct Tyrosine-based Motifs Enable the Inhibitory Receptor FcγRIIB to Cooperatively Recruit the Inositol Phosphatases SHIP1/2 and the Adapters Grb2/Grap." Journal of Biological Chemistry 279, no. 50 (September 28, 2004): 51931–38. http://dx.doi.org/10.1074/jbc.m410261200.
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FcγRIIB are low-affinity receptors for IgG that contain an immunoreceptor tyrosine-based inhibition motif (ITIM) and inhibit immunoreceptor tyrosine-based activation motif (ITAM)-dependent cell activation. When coaggregated with ITAM-bearing receptors, FcγRIIB become tyrosyl-phosphorylated and recruit the Src homology 2 (SH2) domain-containing inositol 5′-phosphatases SHIP1 and SHIP2, which mediate inhibition. The FcγRIIB ITIM was proposed to be necessary and sufficient for recruiting SHIP1/2. We show here that a second tyrosine-containing motif in the intracytoplasmic domain of FcγRIIB is required for SHIP1/2 to be coprecipitated with the receptor. This motif functions as a docking site for the SH2 domain-containing adapters Grb2 and Grap. These adapters interact via their C-terminal SH3 domain with SHIP1/2 to form a stable receptor-phosphatase-adapter trimolecular complex. Both Grb2 and Grap are required for an optimal coprecipitation of SHIP with FcγRIIB, but one adapter is sufficient for the phosphatase to coprecipitate in a detectable manner with the receptors. In addition to facilitating the recruitment of SHIPs, the second tyrosine-based motif may confer upon FcγRIIB the properties of scaffold proteins capable of altering the composition and stability of the signaling complexes generated following receptor engagement.
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Mendes, Ana Cristina. "From “Crisis” to Imagination: Putting White Heroes Under Erasure Post-George Floyd." Cultural Studies ↔ Critical Methodologies 21, no. 5 (June 28, 2021): 394–400. http://dx.doi.org/10.1177/15327086211028677.
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In the immediate aftermath of George Floyd’s murder on May 25, 2020, global protests against racialized police brutality targeted statues and other public art forms symbolizing racism. Either framed as a “weird global media event” or “global iconic event,” Floyd’s murder forced a reckoning with histories of oppression and systemic racism, with a potential enduring social effect and a transnational historical significance by inviting resonance and global solidarity. This article focuses on the U.K. context and spans a decade to invite a rethinking of ideas of crisis, history, and hero through a consideration of the toppling of Edward Colston’s statue and its pushing into the Bristol Harbour on June 7, 2020, by Black Lives Matter (BLM) protesters, and Yinka Shonibare CBE’s artwork Nelson’s Ship in a Bottle (2010–2012), commissioned for the “Fourth Plinth” temporary exhibits in Trafalgar Square. Such consideration bears on this contemporary moment when we are witnessing globally connected protest actions calling for the decolonization of public material culture.
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Wisniewski, David, Annabel Strife, Steve Swendeman, Hediye Erdjument-Bromage, Scott Geromanos, W. Michael Kavanaugh, Paul Tempst, and Bayard Clarkson. "A Novel SH2-Containing Phosphatidylinositol 3,4,5-Trisphosphate 5-Phosphatase (SHIP2) Is Constitutively Tyrosine Phosphorylated and Associated With src Homologous and Collagen Gene (SHC) in Chronic Myelogenous Leukemia Progenitor Cells." Blood 93, no. 8 (April 15, 1999): 2707–20. http://dx.doi.org/10.1182/blood.v93.8.2707.408k17_2707_2720.
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Because of the probable causal relationship between constitutive p210bcr/abl protein tyrosine kinase activity and manifestations of chronic-phase chronic myelogenous leukemia (CML; myeloid expansion), a key goal is to identify relevant p210 substrates in primary chronic-phase CML hematopoietic progenitor cells. We describe here the purification and mass spectrometric identification of a 155-kD tyrosine phosphorylated protein associated with src homologous and collagen gene (SHC) from p210bcr/abl-expressing hematopoietic cells as SHIP2, a recently reported, unique SH2-domain–containing protein closely related to phosphatidylinositol polyphosphate 5-phosphatase SHIP. In addition to an N-terminal SH2 domain and a central catalytic region, SHIP2 (like SHIP1) possesses both potential PTB(NPXY) and SH3 domain (PXXP) binding motifs. Thus, two unique 5-ptases with striking structural homology are coexpressed in hematopoietic progenitor cells. Stimulation of human hematopoietic growth factor responsive cell lines with stem cell factor (SCF), interleukin-3 (IL-3), and granulocyte-macrophage colony-stimulating factor (GM-CSF) demonstrate the rapid tyrosine phosphorylation of SHIP2 and its resulting association with SHC. This finding suggests that SHIP2, like that reported for SHIP1 previously, is linked to downstream signaling events after activation of hematopoietic growth factor receptors. However, using antibodies specific to these two proteins, we demonstrate that, whereas SHIP1 and SHIP2 selectively hydrolyze PtdIns(3,4,5)P3 in vitro, only SHIP1 hydrolyzes soluble Ins(1,3,4,5)P4. Such an enzymatic difference raises the possibility that SHIP1 and SHIP2 may serve different functions. Preliminary binding studies using lysates from p210bcr/abl-expressing cells indicate that both Ptyr SHIP2 and Ptyr SHIP1 bind to the PTB domain of SHC but not to its SH2 domain. Interestingly, SHIP2 was found to selectively bind to the SH3 domain of ABL, whereas SHIP1 selectively binds to the SH3 domain of Src. Furthermore, in contrast to SHIP1, SHIP2 did not bind to either the N-terminal or C-terminal SH3 domains of GRB2. These observations suggest (1) that SHIP1 and SHIP2 may have a different hierarchy of binding SH3 containing proteins and therefore may modulate different signaling pathways and/or localize to different cellular compartments and (2) that they may be substrates for tyrosine phosphorylation by different tyrosine kinases. Because recent evidence has clearly implicated both PI(3,4,5)P3 and PI(3,4)P2 in growth factor-mediated signaling, our finding that both SHIP1 and SHIP2 are constitutively tyrosine phosphorylated in CML primary hematopoietic progenitor cells may thus have important implications in p210bcr/abl-mediated myeloid expansion.
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Федотова and Oksana Fedotova. "Forms of Representation of Inner States of Fiction Characters." Modern Communication Studies 5, no. 5 (October 17, 2016): 64–67. http://dx.doi.org/10.12737/21934.
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The paper shows that the author of English language narrative discourse can discuss with his/her readers such topics as inner state of fiction characters. It presents forms of representation of inner state of fiction characters. Firstly, the inner state of a character is described in contexts without metaphor. In this case, the main markers are verbs of mental state, names of emotions, physical representation of emotions, taste perception. Secondly, the inner state of fiction characters is represented via another situation. In this case, the comparison can be either direct or literal. Desperation is compared with a nightmare, beating into the wall, with the sense that the walls are closing in on a hero. Unreality of events is compared with the theatre where everything is make-belief. Thirdly, the inner state of a character is represented via comparison with a person who is experiencing similar feelings: The character can feel like a condemned prisoner, or like a captain of a sinking ship. Finally the inner state of heroes is represented via conceptual metaphor.
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Wisniewski, David, Annabel Strife, Steve Swendeman, Hediye Erdjument-Bromage, Scott Geromanos, W. Michael Kavanaugh, Paul Tempst, and Bayard Clarkson. "A Novel SH2-Containing Phosphatidylinositol 3,4,5-Trisphosphate 5-Phosphatase (SHIP2) Is Constitutively Tyrosine Phosphorylated and Associated With src Homologous and Collagen Gene (SHC) in Chronic Myelogenous Leukemia Progenitor Cells." Blood 93, no. 8 (April 15, 1999): 2707–20. http://dx.doi.org/10.1182/blood.v93.8.2707.
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Abstract Because of the probable causal relationship between constitutive p210bcr/abl protein tyrosine kinase activity and manifestations of chronic-phase chronic myelogenous leukemia (CML; myeloid expansion), a key goal is to identify relevant p210 substrates in primary chronic-phase CML hematopoietic progenitor cells. We describe here the purification and mass spectrometric identification of a 155-kD tyrosine phosphorylated protein associated with src homologous and collagen gene (SHC) from p210bcr/abl-expressing hematopoietic cells as SHIP2, a recently reported, unique SH2-domain–containing protein closely related to phosphatidylinositol polyphosphate 5-phosphatase SHIP. In addition to an N-terminal SH2 domain and a central catalytic region, SHIP2 (like SHIP1) possesses both potential PTB(NPXY) and SH3 domain (PXXP) binding motifs. Thus, two unique 5-ptases with striking structural homology are coexpressed in hematopoietic progenitor cells. Stimulation of human hematopoietic growth factor responsive cell lines with stem cell factor (SCF), interleukin-3 (IL-3), and granulocyte-macrophage colony-stimulating factor (GM-CSF) demonstrate the rapid tyrosine phosphorylation of SHIP2 and its resulting association with SHC. This finding suggests that SHIP2, like that reported for SHIP1 previously, is linked to downstream signaling events after activation of hematopoietic growth factor receptors. However, using antibodies specific to these two proteins, we demonstrate that, whereas SHIP1 and SHIP2 selectively hydrolyze PtdIns(3,4,5)P3 in vitro, only SHIP1 hydrolyzes soluble Ins(1,3,4,5)P4. Such an enzymatic difference raises the possibility that SHIP1 and SHIP2 may serve different functions. Preliminary binding studies using lysates from p210bcr/abl-expressing cells indicate that both Ptyr SHIP2 and Ptyr SHIP1 bind to the PTB domain of SHC but not to its SH2 domain. Interestingly, SHIP2 was found to selectively bind to the SH3 domain of ABL, whereas SHIP1 selectively binds to the SH3 domain of Src. Furthermore, in contrast to SHIP1, SHIP2 did not bind to either the N-terminal or C-terminal SH3 domains of GRB2. These observations suggest (1) that SHIP1 and SHIP2 may have a different hierarchy of binding SH3 containing proteins and therefore may modulate different signaling pathways and/or localize to different cellular compartments and (2) that they may be substrates for tyrosine phosphorylation by different tyrosine kinases. Because recent evidence has clearly implicated both PI(3,4,5)P3 and PI(3,4)P2 in growth factor-mediated signaling, our finding that both SHIP1 and SHIP2 are constitutively tyrosine phosphorylated in CML primary hematopoietic progenitor cells may thus have important implications in p210bcr/abl-mediated myeloid expansion.
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Bøye, Merete. "Hallen og havet som eskatologiske modsætninger - i den angelsaksiske poesi og hos Grundtvig." Grundtvig-Studier 49, no. 1 (January 1, 1998): 120–41. http://dx.doi.org/10.7146/grs.v49i1.16274.
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The Sea and the Hall as Eschatological OppositesBy Merete BøyeGrundtvig frequently uses the Anglo-Saxon (AS) hall (heall) as a symbol of Paradise or of the Church. The hall is described by Beowulf-expert Andreas Haarder as a life-centre, where the AS king and his men gather around the feast, the giving of gifts, and the song of the scald. The opposite of the hall is the un-settling surrounding ’outside’, which is nature. The hall exists wherever and whenever men gather together in fellowship, and is as such potentially eternal. But it is always exposed to outer threat. The force of nature which awed the Anglo-Saxons most of all was the sea, which - being a seafaring nation - they had learned to fear and respect. To the Anglo-Saxons, the sea was a hostile and almost invincible evil power that only a true hero - such as Beowulf - could hope to conquer. The sea was the force which separated us from Paradise, but also the force which you had to defy in order to reach Paradise.Henning Høirup has observed a similar relation between fellowship and outer threat in Grundtvig’s writings. In Fra døden til livet (From Death to Life), Høirup writes that life - to Grundtvig - is to fill your place in the fellowship for which God has created us. Death will try to force itself onto the fellowship and dissolve it. Høirup’s concepts of life and death correspond with the AS concepts of the hall and the sea.In the works of Grundtvig, AS sea-imagery often occurs, e.g. in De Levendes Land (The Land of the Living), where Paradise is described as »Landet bag Hav« (the land behind the sea), and in Grundtvig’s sermons based on Matthew 8, 23-27, where he likens the church to a ship carrying its passengers to Paradise. The helmsman of the ship is Christ or the Holy Ghost.In the article The First New European Literature (1993), S.A.J. Bradley also points to AS influence on Grundtvig’s last poem Gammel nok er jeg nu blevet (Old Enough I Now Have Grown), which holds the same kind of sea-imagery as Grundtvig used in the sermons mentioned. Especially the AS poem The Seafarer« is very similar to Gammel nok... Both The Seafarer and Gammel nok... tell of an old man, who is crossing a vast, hostile ocean on a ship. The destination is Paradise. At the end of both poems there is a passage of praise to the Lord. This article concludes that Gammel nok... may be inspired by the AS seafaring poems.
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Murgatroyd, P. "THE WRATH OF POSEIDON." Classical Quarterly 65, no. 2 (September 2, 2015): 444–48. http://dx.doi.org/10.1017/s0009838815000348.
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There is a major problem in connection with the wrath of Poseidon in Homer's Odyssey. We are told by Homer and Zeus (Od. 1.20-1, 1.68-75) that Poseidon raged continually against the hero from the time that the Cyclops was blinded until Odysseus reached Ithaca; and, when back on Ithaca the man complains to Athena about her absence and lack of help during the whole period of his wanderings after the fall of Troy, she says at 13.341-3 that she was avoiding confrontation with her angry uncle during all that time. But the only specified manifestation of that anger is the storm roused by the sea-god after Odysseus leaves Calypso in Book 5, in the tenth year after Polyphemus’ prayer to his father for revenge. It seems extraordinary that Poseidon should have waited so long before acting against him, and then have attacked him only once, merely causing him difficulty before he reached Scheria, and not (since it was fated for him to get home, and troubles there are already assured thanks to the suitors) ensuring his late return in a miserable plight on another's ship after losing all his companions, as his blinded son had requested (at 9.532-5).
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Gatebe, C. K., R. Poudyal, E. Wilcox, and J. Wang. "Effects of ship wakes on ocean brightness and radiative forcing over ocean." Atmospheric Chemistry and Physics Discussions 10, no. 9 (September 17, 2010): 21683–96. http://dx.doi.org/10.5194/acpd-10-21683-2010.
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Abstract. Changes in surface albedo represent one of the main forcing agents that can counteract, to some extent, the positive forcing from increasing greenhouse gas concentrations. Here, we quantify the changes in ocean surface albedo from ship wakes and provide an estimate of radiative forcing over the global oceans. Our analysis is based on airborne radiation measurements over the Pacific Ocean near the California coast, where we determined that a ship wake increases reflected sunlight by more than 100% in some cases. Based on registered ships of 100 000 gross tonnage (GT), and assuming a global distribution of 30 000 ships, we estimated the global radiative forcing of ship wakes to be −0.003 Wm−2, which is comparable to the forcing of aircraft contrails, but not anticipated in the Intergovernmental Panel on Climate Change (IPCC) 2007 assessment report. From these results, we conclude that the climate impacts associated with ships will become more significant with growing ship traffic.
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Dong, G. H., L. Sun, Z. Zong, H. W. An, and Y. X. Wang. "Numerical Analysis of Ship-Generated Waves Action on a Vertical Cylinder." Journal of Ship Research 53, no. 02 (June 1, 2009): 93–105. http://dx.doi.org/10.5957/jsr.2009.53.2.93.
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In this paper, the action of ship-generated waves on a nearby vertical cylinder is considered in pure theory. Intensive demands of modern sea transportation result in larger and larger ships. These ships generate high waves as they move in calm water. The ship-generated waves can travel long distances without much attenuation. They are so strong that they might cause damage to nearby marine structures (e.g., platforms, river banks, breakwaters, etc.). Therefore, it is necessary to evaluate the forces of ship-generated waves acting on nearby marine structures. The problem turns out to be composed of two problems: evaluation of waves generated by a moving ship (ship-wave problem) and evaluation of the action of ship waves on a cylinder (wave-action problem). Here the wave-action problem is computed in detail with a boundary element method in time domain. And the ship-wave problem is evaluated in the well-known Michell thin-ship theory. Thus, the problem posed in this paper is finally solved using numerical methods by combining the ship-wave and wave-action problems. The numerical analyses of the result are: The resultant forces and moments acting on the cylinder are surprisingly large, characterized by being highly oscillatory. The periods of the oscillations are proportional to ship speed. The actions of ship-generated waves on nearby structures are not negligible. This is a new factor necessary to be considered for design of both marine structures and ships. Meanwhile, the potential fatigue damage resulting from oscillations of the forces and moments should be considered, too.
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Cui, Di. "The Complex Properties of Chinese Ship-Transport Networks." Applied Mechanics and Materials 556-562 (May 2014): 6483–86. http://dx.doi.org/10.4028/www.scientific.net/amm.556-562.6483.
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Transportation systems are of great importance to the development of a country and are important indicators of its economic growth With 30 per cent of Chinese trade carried by sea and with 90 percent of world trade carried by sea, the global network of merchant ships provides one of the most important modes of transportation. Here, we use information about the itineraries of 187260 ships during the year 2010 to construct a network of links between ports. The network has several features that set it apart from other transportation networks are shown. In particular, most ships can be classified into three categories: bulk dry carriers, container ships and oil &LNG gas tankers. These three categories do not only differ in the ships’ physical characteristics, but also in their mobility patterns and networks. Container ships follow regularly repeating paths whereas bulk dry carriers and oil tankers move less predictably between ports. The network of all ship movements possesses a heavy-tailed distribution for the connectivity of ports and for the loads transported on the links with systematic differences between ship types. The data analyzed in this paper improve current assumptions based on gravity models of ship movements, an important step towards understanding patterns of global trade. We also study the traffic flow of Chinese ship-transport networks (CSTN) based on the weighted network representation, and demonstrate the weight distribution can be described by power-law or exponential function depending on the assumed definition of network topology. Other features related to Chinese ship-transport networks (CSTN) are also investigated.
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Kaluza, Pablo, Andrea Kölzsch, Michael T. Gastner, and Bernd Blasius. "The complex network of global cargo ship movements." Journal of The Royal Society Interface 7, no. 48 (January 19, 2010): 1093–103. http://dx.doi.org/10.1098/rsif.2009.0495.
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Transportation networks play a crucial role in human mobility, the exchange of goods and the spread of invasive species. With 90 per cent of world trade carried by sea, the global network of merchant ships provides one of the most important modes of transportation. Here, we use information about the itineraries of 16 363 cargo ships during the year 2007 to construct a network of links between ports. We show that the network has several features that set it apart from other transportation networks. In particular, most ships can be classified into three categories: bulk dry carriers, container ships and oil tankers. These three categories do not only differ in the ships' physical characteristics, but also in their mobility patterns and networks. Container ships follow regularly repeating paths whereas bulk dry carriers and oil tankers move less predictably between ports. The network of all ship movements possesses a heavy-tailed distribution for the connectivity of ports and for the loads transported on the links with systematic differences between ship types. The data analysed in this paper improve current assumptions based on gravity models of ship movements, an important step towards understanding patterns of global trade and bioinvasion.
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Cheng, Yuli, Shanshan Wang, Jian Zhu, Yanlin Guo, Ruifeng Zhang, Yiming Liu, Yan Zhang, Qi Yu, Weichun Ma, and Bin Zhou. "Surveillance of SO<sub>2</sub> and NO<sub>2</sub> from ship emissions by MAX-DOAS measurements and the implications regarding fuel sulfur content compliance." Atmospheric Chemistry and Physics 19, no. 21 (November 11, 2019): 13611–26. http://dx.doi.org/10.5194/acp-19-13611-2019.
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Abstract. Due to increased concerns regarding air pollutants emitted from shipping, feasible technology for the surveillance of these pollutants is in high demand. Here, we present shore-based multi-axis differential optical absorption spectroscopy (MAX-DOAS) measurements of SO2 and NO2 emitted from ships under different traffic conditions in China's ship emission control areas (ECAs) in Shanghai and Shenzhen, China. Three typical measurement sites were selected in these two regions to represent the following emission scenarios: ships docked at berth, ships navigating in an inland waterway and inbound/outbound ships in a deep-water port. Using 2-D scanning, the observations show that SO2 and NO2 hot spots can be quickly and easily located from multiple berths. Although MAX-DOAS measurements can not distinguish plumes from specific ships in the busy shipping lanes of the inland waterway area, they certify that variations in the SO2 and NO2 levels are mainly impacted by the ship traffic density and the atmospheric dispersion conditions. In the open water area, which has a lower vessel density, MAX-DOAS measurements can capture the pulse signal of ship-emitted SO2 and NO2 very well; they can also characterize the peak's altitude and the insistent duration of the individual ship plumes. Combined with the ship activity data, information on the rated power of the engine and the fuel sulfur content, it was found that the SO2∕NO2 ratio in a single plume is usually low (< 1.5) for inbound vessels due to the usage of the auxiliary engine, which has less power and uses “clean” fuel with a low sulfur content. Thus, an unexpectedly high SO2∕NO2 ratio implies the use of fuel with a sulfur content exceeding the regulation limits. Therefore, the observed SO2∕NO2 ratio in the plume of a single ship can be used as an index to indicate compliance (or noncompliance) with respect to the fuel sulfur content, and the suspicious ship can then be flagged for further enforcement. Combining the ship emissions estimated by actual operation parameters and the logical sulfur content, shore-based MAX-DOAS measurements will provide a fast and more accurate way to surveil ship emissions.
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Yuan, Zhi-Ming, Liang Li, and Ronald W. Yeung. "Free-Surface Effects on Interaction of Multiple Ships Moving at Different Speeds." Journal of Ship Research 63, no. 4 (December 1, 2019): 251–67. http://dx.doi.org/10.5957/josr.10180089.
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Ships often have to pass each other in proximity in harbor areas and waterways in dense shipping-traffic environment. Hydrodynamic interaction occurs when a ship is overtaking (or being overtaken) or encountering other ships. Such an interactive effect could be magnified in confined waterways, e.g., shallow and narrow rivers. Since Yeung published his initial work on ship interaction in shallow water, progress on unsteady interaction among multiple ships has been slow, though steady, over the following decades. With some exceptions, nearly all the published studies on ship-to-ship problem neglected free-surface effects, and a rigid-wall condition has often been applied on the water surface as the boundary condition. When the speed of the ships is low, this assumption is reasonably accurate as the hydrodynamic interaction is mainly induced by near-field disturbances. However, in many maneuvering operations, the encountering or overtaking speeds are actually moderately high (Froude number Fn > 0.2, where <inline-graphic xlink:href="josr10180089inf1.tif"/>, U is ship speed, g is the gravitational acceleration, and L is the ship length), especially when the lateral separation between ships is the order of ship length. Here, the far-field effects arising from ship waves can be important. The hydrodynamic interaction model must take into account the surface-wave effects. Classical potential-flow formulation is only able to deal with the boundary value problem when there is only one speed involved in the free-surface boundary condition. For multiple ships traveling with different speeds, it is not possible to express the free-surface boundary condition by a single velocity potential. Instead, a superposition method can be applied to account for the velocity field induced by each vessel with its own and unique speed. The main objective of the present article is to propose a rational superposition method to handle the unsteady free-surface boundary condition containing two or more speed terms, and validate its feasibility in predicting the hydrodynamic behavior in ship encountering. The methodology used in the present article is a three-dimensional boundary-element method based on a Rankine-type (infinite-space) source function, initially introduced by Bai and Yeung. The numerical simulations are conducted by using an in-house‐developed multibody hydrodynamic interaction program “MHydro.” Waves generated and forces (or moments) are calculated when ships are encountering or passing each other. Published model-test results are used to validate our calculations, and very good agreement has been observed. The numerical results show that free-surface effects need to be taken into account for Fn > 0.2.
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Christensen, W. L. "Benefits of the National Shipbuilding Research Program to the Navy and the Industrial Base: Part 3—Navy Perspective." Journal of Ship Production 2, no. 04 (November 1, 1986): 209–16. http://dx.doi.org/10.5957/jsp.1986.2.4.209.
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This paper reviews the benefits of the National Shipbuilding Research Program (NSRP) to the shipbuilding industry, and more specifically, its benefits to the Navy and the shipbuilding and ship repair mobilization base. The paper also identifies significant additional benefits that the Navy can gain in the next few years if the NSRP continues not only on its present course of solving productivity problems in building new ships, but also addresses additional targets of opportunity in solving productivity problems in the overhaul, repair and modernization of Navy ships. The labor part here appears to be an even larger budget item than the labor part of new ship construction.
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Okumuş, Fatih, Araks Ekmekçioğlu, and Selin Soner Kara. "Modelling Ships Main and Auxiliary Engine Powers with Regression-Based Machine Learning Algorithms." Polish Maritime Research 28, no. 1 (March 1, 2021): 83–96. http://dx.doi.org/10.2478/pomr-2021-0008.
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Abstract Based on data from seven different ship types, this paper provides mathematical relationships that allow us to estimate the main and auxiliary engine power of new ships. With these mathematical relationships we can estimate the power of the engine based on the ship’s length (L), gross tonnage (GT) and age. We developed these approaches using simple linear regression, polynomial regression, K-nearest neighbours (KNN) regression and gradient boosting machine (GBM) regression algorithms. The relationships presented here have a practical application: during the pre-parametric design of new ships, our mathematical relationships can be used to estimate the power of the engines so that more environmentally friendly ships may be built. In addition, with the machine learning methodology, the prediction of the main engine (ME) and auxiliary engine (AE) powers used in the numerical calculation of ship-based emissions provides data for researchers working on emission calculations. We conclude that the GBM regression algorithm provides more accurate solutions to estimate the main and auxiliary engine power of a ship than other algorithms used in the study.
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Fang, Ming-Chung, Kun-Yuan Tsai, and Chih-Chung Fang. "A Simplified Simulation Model of Ship Navigation for Safety and Collision Avoidance in Heavy Traffic Areas." Journal of Navigation 71, no. 4 (November 29, 2017): 837–60. http://dx.doi.org/10.1017/s0373463317000923.
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Based on our previously developed ship collision avoidance steering system, this paper develops a more extensive collision avoidance decision-making system for non-uniformly moving ships. A real-time simulator based on the Six-Dimensional (6D) Manoeuvring Modelling Group (MMG) model is used to simulate the ship's motion. To validate the manoeuvring mathematical model, sea trial measurements of a container ship (C-3) have been selected. This study incorporates Nomoto's second-order model into a numerical model to calculate the turning characteristics of the ship. The manoeuvring indices of Nomoto's model are the knowledge base of the simplified ship simulation model. To verify the ship collision avoidance system with respect to different traffic factors, simple and complex collision avoidance cases have been designed in fast-time simulations with multi-ship encounter conditions. The simplified simulation model developed here can quickly determine the helm angle when the ship makes a collision avoidance manoeuvre, which is helpful for the safety of ship navigation in heavy traffic areas.
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Vladimir, Nikola, Ivo Senjanović, Šime Malenica, Jérôme De Lauzon, Hongil Im, Byung-Ki Choi, and Dae Seung Cho. "Structural Design Of Ultra Large Ships Based On Direct Calculation Approach." Journal of Maritime & Transportation Science Special edition, no. 1 (April 2016): 53–79. http://dx.doi.org/10.18048/2016.00.63.
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The trend in modern sea transportation is building of ever larger ships, which require application of different direct calculation methodologies and numerical tools to achieve their reliable structural design. This is particularly emphasized in case of ultra large container ships (ULCS), but also other ship types like bulk carriers or large LNG ships belong to this category. In this context some classification societies have developed guidelines for performing direct calculations and for that purpose there are several hydro-structure tools available around the world, mainly relying on the same theoretical assumptions, but having incorporated different numerical procedures. Such tools are mostly based on the application of the 3D potential flow theoretical models coupled with the 3D FEM structural models. This paper illustrates application of general hydro-structure tool HOMER (BV) in the assessment of ship structural response in waves. An outline of the numerical procedure based on the modal approach is given together with basic software description. Application case is 19000 TEU ULCS built in South Korean shipyard Hyundai Heavy Industries. Extensive hydroelastic analyses of the ship are performed, and here some representative results for fatigue response with linear springing influence are listed.
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Andreev, Alexandr Alexeevich, and Anton Petrovich Ostroushko. "Vasili Ivanovich RAZUMOVSKY (to the 160th anniversary since the birth)." Vestnik of Experimental and Clinical Surgery 10, no. 1 (August 8, 2017): 87. http://dx.doi.org/10.18499/2070-478x-2017-10-1-86.
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Vasili Ivanovich Razumovsky, a Russian and Soviet surgeon, doctor of medicine (1884), Professor (1887), Honored scientist of the RSFSR (1934), one of the founders and the first rector of Saratov (1909-1912), Tbilisi (1918) and the Baku state University (1919), Hero of Labor (1923), holder of the order of St. Prince Vladimir III and IV degrees, St. Anne's I, II and III degree, St. Stanislaus 3 degrees.
Vasili Ivanovich Razumovsky was born March 27, 1857. In 1875, after graduating from high school with a gold medal goes to the medical faculty of Kazan University, from which he graduated in 1880. In 27 years he successfully defended his doctoral thesis on the topic: "the question of atrophic processes in the bones after cutting the nerves."
In 1885 he was appointed prosector in 1886 – assistant Professor, in 1887, is an extraordinary Professor in the Department of operative surgery, in 1894 – ordinary Professor, Department of hospital surgery, in 1896 – was transferred to the Department of faculty surgical clinic, 1905 – Dean of the medical faculty of Kazan University. In the years 1909-1912, the first rector of the organized Imperial Saratov University. After the February revolution V. I. Razumovsky was appointed the chief surgeon of the Caucasian front. In 1917 he organized in Tiflis was one of the first in the USSR, the trauma of the institutions involved in the organization and construction of the Caucasian-Russian (Tbilisi) and Azerbaijan University (Baku) and becomes its first rector. In 1920 V. I. Razumovsky returned to Saratov and head of the Department of General surgery of medical faculty of Saratov University. In 1923 received the Title of Hero of Labor (1923). In 1930 V. I. Razumovsky retired and lived in the Philippines, working as a consultant. In 1934 he became the Honored science worker of the RSFSR.
7 July 1935 Razumovsky died. Was a knight of the order of St. Prince Vladimir III and IV degrees, St. Anne's I, II and III degree, St. Stanislaus 3 degrees.
In honor named after V. I. Razumovsky Saratov state medical University (2009), to which it is a monument (2009), 2nd city clinical hospital, street in the resort of Essentuki, street in Baku, the ship "Surgeon Razumovsky" (1961). Plaques installed in Essentuki and Baku. In Essentuki historical Museum to them. V. P. Shpakovsky created a memorial room of the scientist.
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Bi, Fukun, Jinyuan Hou, Liang Chen, Zhihua Yang, and Yanping Wang. "Ship Detection for Optical Remote Sensing Images Based on Visual Attention Enhanced Network." Sensors 19, no. 10 (May 16, 2019): 2271. http://dx.doi.org/10.3390/s19102271.
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Ship detection plays a significant role in military and civil fields. Although some state-of-the-art detection methods, based on convolutional neural networks (CNN) have certain advantages, they still cannot solve the challenge well, including the large size of images, complex scene structure, a large amount of false alarm interference, and inshore ships. This paper proposes a ship detection method from optical remote sensing images, based on visual attention enhanced network. To effectively reduce false alarm in non-ship area and improve the detection efficiency from remote sensing images, we developed a light-weight local candidate scene network( L 2 CSN) to extract the local candidate scenes with ships. Then, for the selected local candidate scenes, we propose a ship detection method, based on the visual attention DSOD(VA-DSOD). Here, to enhance the detection performance and positioning accuracy of inshore ships, we both extract semantic features, based on DSOD and embed a visual attention enhanced network in DSOD to extract the visual features. We test the detection method on a large number of typical remote sensing datasets, which consist of Google Earth images and GaoFen-2 images. We regard the state-of-the-art method [sliding window DSOD (SW+DSOD)] as a baseline, which achieves the average precision (AP) of 82.33%. The AP of the proposed method increases by 7.53%. The detection and location performance of our proposed method outperforms the baseline in complex remote sensing scenes.
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Kattner, L., B. Mathieu-Üffing, J. P. Burrows, A. Richter, S. Schmolke, A. Seyler, and F. Wittrock. "Monitoring compliance with sulphur content regulations of shipping fuel by in-situ measurements of ship emissions." Atmospheric Chemistry and Physics Discussions 15, no. 7 (April 15, 2015): 11031–47. http://dx.doi.org/10.5194/acpd-15-11031-2015.
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Abstract. In 1997 the International Maritime Organisation (IMO) adopted MARPOL Annex VI to prevent air pollution by shipping emissions. It regulates, among others, the sulphur content in shipping fuels which transforms into the air pollutant sulphur dioxide (SO2) during combustion. Within designated Sulphur Emission Control Areas (SECA), the sulphur content was limited to 1%, and on 1 January 2015, this limit was further reduced to 0.1%. Here we present the setup and measurement results of a permanent ship emission monitoring site near Hamburg harbour in the North Sea SECA. Trace gas measurements are conducted with in-situ instruments and a data set from September 2014 to January 2015 is presented. By combining measurements of carbon dioxide (CO2) and SO2 with ship position data, it is possible to deduce the sulphur fuel content of individual ships passing the measurement station, and thus, facilitating monitoring compliance of ships with the IMO regulations. While compliance is almost 100% for the 2014 data, it decreases only very little in 2015 to 95.4% despite the much stricter limit. We analysed more than 1400 ship plumes in total and for months with favourable conditions up to 40% of all ships entering and leaving Hamburg harbour could be checked for their sulphur fuel content.
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Kattner, L., B. Mathieu-Üffing, J. P. Burrows, A. Richter, S. Schmolke, A. Seyler, and F. Wittrock. "Monitoring compliance with sulfur content regulations of shipping fuel by in situ measurements of ship emissions." Atmospheric Chemistry and Physics 15, no. 17 (September 9, 2015): 10087–92. http://dx.doi.org/10.5194/acp-15-10087-2015.
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Abstract. In 1997 the International Maritime Organisation (IMO) adopted MARPOL Annex VI to prevent air pollution by shipping emissions. It regulates, among other issues, the sulfur content in shipping fuels, which is transformed into the air pollutant sulfur dioxide (SO2) during combustion. Within designated Sulfur Emission Control Areas (SECA), the sulfur content was limited to 1 %, and on 1 January 2015, this limit was further reduced to 0.1 %. Here we present the set-up and measurement results of a permanent ship emission monitoring site near Hamburg harbour in the North Sea SECA. Trace gas measurements are conducted with in situ instruments and a data set from September 2014 to January 2015 is presented. By combining measurements of carbon dioxide (CO2) and SO2 with ship position data, it is possible to deduce the sulfur fuel content of individual ships passing the measurement station, thus facilitating the monitoring of compliance of ships with the IMO regulations. While compliance is almost 100 % for the 2014 data, it decreases only very little in 2015 to 95.4 % despite the much stricter limit. We analysed more than 1400 ship plumes in total and for months with favourable conditions, up to 40 % of all ships entering and leaving Hamburg harbour could be checked for their sulfur fuel content.
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Santos, T. A., N. Fonseca, and F. Castro. "Naval Architecture Applied to the Reconstruction of an Early 17th Century Portuguese Nau." Marine Technology and SNAME News 44, no. 04 (October 1, 2007): 254–67. http://dx.doi.org/10.5957/mt1.2007.44.4.254.
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The Portuguese sailed yearly on the India Route for more than two centuries, between the early 16th and the 17th centuries. Most ships employed in this route belonged to the Nau type and were among the largest and strongest ships of their time. Although extremely interesting, there is presently very little knowledge about the technical characteristics of these ships. The reason is that they were built in a preindustrial era when technical design and documentation procedures almost did not exist. The method that is presently being applied by the authors to investigate the technical characteristics of these ancient ships combines the analysis of archaeological remains, the interpretation of contemporary texts on shipbuilding, and modern naval architecture techniques. The paper starts by describing the shipwreck discovered recently at the mouth of the Tagus River, known as the Pepper Wreck, which was identified as the Portuguese ship Nossa Senhora dos Mártires, lost on its return voyage from Cochim, India, on September 14, 1606. This is the first significant shipwreck of a Portuguese Nau comprehensively excavated and analyzed by Nautical Archeologists, and in fact the resulting data made possible the study presented here. Based on the analysis of the archaeological remains and on contemporary texts, including Portuguese shipbuilding treatises, a reconstruction of the lines plan and rigging is proposed, as well as the lightweight and cargo distribution on board. The cargo spaces resulting from the reconstruction of the hull are evaluated using ancient tonnage measurement techniques and modern naval architecture techniques to evaluate the cargo capacity of the ship. The intact floatability and stability of the ship are also investigated and compared with modern stability criterion appropriate for large sailing vessels.
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Passig, Johannes, Julian Schade, Robert Irsig, Lei Li, Xue Li, Zhen Zhou, Thomas Adam, and Ralf Zimmermann. "Detection of ship plumes from residual fuel operation in emission control areas using single-particle mass spectrometry." Atmospheric Measurement Techniques 14, no. 6 (June 7, 2021): 4171–85. http://dx.doi.org/10.5194/amt-14-4171-2021.
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Abstract. Ships are among the main contributors to global air pollution, with substantial impacts on climate and public health. To improve air quality in densely populated coastal areas and to protect sensitive ecosystems, sulfur emission control areas (SECAs) were established in many regions of the world. Ships in SECAs operate with low-sulfur fuels, typically distillate fractions such as marine gas oil (MGO). Alternatively, exhaust gas-cleaning devices (“scrubbers”) can be implemented to remove SO2 from the exhaust, thus allowing the use of cheap high-sulfur residual fuels. Compliance monitoring is established in harbors but is difficult in open water because of high costs and technical limitations. Here we present the first experiments to detect individual ship plumes from distances of several kilometers by single-particle mass spectrometry (SPMS). In contrast to most monitoring approaches that evaluate the gaseous emissions, such as manned or unmanned surveillance flights, sniffer technologies and remote sensing, we analyze the metal content of individual particles which is conserved during atmospheric transport. We optimized SPMS technology for the evaluation of residual fuel emissions and demonstrate their detection in a SECA. Our experiments show that ships with installed scrubbers can emit PM emissions with health-relevant metals in quantities high enough to be detected from more than 10 km distance, emphasizing the importance of novel exhaust-cleaning technologies and cleaner fuels. Because of the unique and stable signatures, the method is not affected by urban background. With this study, we establish a route towards a novel monitoring protocol for ship emissions. Therefore, we present and discuss mass spectral signatures that indicate the particle age and thus the distance to the source. By matching ship transponder data, measured wind data and air mass back trajectories, we show how real-time SPMS data can be evaluated to assign distant ship passages.
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Zhu, Chenyang, Heriberto Garcia, Anna Kaplan, Matthew Schinault, Nils Handegard, Olav Godø, Wei Huang, and Purnima Ratilal. "Detection, Localization and Classification of Multiple Mechanized Ocean Vessels over Continental-Shelf Scale Regions with Passive Ocean Acoustic Waveguide Remote Sensing." Remote Sensing 10, no. 11 (October 29, 2018): 1699. http://dx.doi.org/10.3390/rs10111699.
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Multiple mechanized ocean vessels, including both surface ships and submerged vehicles, can be simultaneously monitored over instantaneous continental-shelf scale regions >10,000 km 2 via passive ocean acoustic waveguide remote sensing. A large-aperture densely-sampled coherent hydrophone array system is employed in the Norwegian Sea in Spring 2014 to provide directional sensing in 360 degree horizontal azimuth and to significantly enhance the signal-to-noise ratio (SNR) of ship-radiated underwater sound, which improves ship detection ranges by roughly two orders of magnitude over that of a single hydrophone. Here, 30 mechanized ocean vessels spanning ranges from nearby to over 150 km from the coherent hydrophone array, are detected, localized and classified. The vessels are comprised of 20 identified commercial ships and 10 unidentified vehicles present in 8 h/day of Passive Ocean Acoustic Waveguide Remote Sensing (POAWRS) observation for two days. The underwater sounds from each of these ocean vessels received by the coherent hydrophone array are dominated by narrowband signals that are either constant frequency tonals or have frequencies that waver or oscillate slightly in time. The estimated bearing-time trajectory of a sequence of detections obtained from coherent beamforming are employed to determine the horizontal location of each vessel using the Moving Array Triangulation (MAT) technique. For commercial ships present in the region, the estimated horizontal positions obtained from passive acoustic sensing are verified by Global Positioning System (GPS) measurements of the ship locations found in a historical Automatic Identification System (AIS) database. We provide time-frequency characterizations of the underwater sounds radiated from the commercial ships and the unidentified vessels. The time-frequency features along with the bearing-time trajectory of the detected signals are applied to simultaneously track and distinguish these vessels.
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Shukla, S., S. S. Sinha, and S. N. Singh. "Ship-helo coupled airwake aerodynamics: A comprehensive review." Progress in Aerospace Sciences 106 (April 2019): 71–107. http://dx.doi.org/10.1016/j.paerosci.2019.02.002.
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Paroka, Daeng, Andi Haris Muhammad, and Sabaruddin Rahman. "Estimation of Effective Wave Slope Coefficient of Ships with Large Breadth and Draught Ratio." Kapal: Jurnal Ilmu Pengetahuan dan Teknologi Kelautan 17, no. 1 (February 26, 2020): 40–49. http://dx.doi.org/10.14710/kapal.v17i1.28399.
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One of parameters to estimate heel angle of a ship in beam seas is effective wave slope coefficient. In the weather criterion of IMO, the effective wave slope coefficient is determined as function of ratio between distance of center of gravity from the sea surface and the ship draught. The others methods could be used to estimate the effective wave slope coefficient are simplified strip theory and model experiment. A ship with shallow draught and large vertical center of gravity can have an effective wave slope coefficient larger than 1.0 if the coefficient is calculated by using the formulae of weather criterion. Therefore, an alternative method to estimate the coefficient is necessary when it is applied to ships with geometry characteristics different with those used to develop the formulae. This research conducts to estimate the effective wave slope coefficient using three different methods, namely the formulae of weather criterion, the simplified strip theory and model experiment. Results of the three methods may provide enough evidence about suitable method to estimate the effective wave slope coefficient of ships with breadth and draught ratio larger than 3.5 like the Indonesian ro-ro ferries. Results and discussion show that the effective wave slope coefficient obtained by using the formulae of weather criterion is larger compared to that obtained by using the simplified strip theory and the model experiment. Here, the result of simplified strip theory for wave frequency the same as the roll natural frequency of subject ship is similar with the result of model experiment. This results show that the simplified strip theory can be used as an alternative method to determine the effective wave slope of a ship with breadth and draught ratio larger than 3.5 if the result of model experiment does not available.
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Zou, Youjia, Chun Shen, and Xiangying Xi. "Numerical Simulations on the Motions of Anchored Capesize Ships." Journal of Navigation 65, no. 1 (November 25, 2011): 145–58. http://dx.doi.org/10.1017/s0373463311000580.
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When a ship is moored by a single anchor at the anchorage, its combined motions (i.e. yaw, sway, surge, etc.) are usually induced by external forces. Previous studies have gained some insights into the forces on anchor chains, but the motions for Capesize vessels still need to be further investigated. The length of anchor chain required for safe anchoring also needs to be carefully calculated rather than determined solely by the experience and judgement of Captains. The relationship between the length of chain and water depth, wind force, current velocity and the trim (draught difference forward/aft) requires further study. Our new methods consider all necessary factors which may exert significant influence on ships, including not only the water depth at the anchoring location but also the particulars of the ships, its equipment and the environmental conditions. Here, a numerical simulation model to describe the behaviour of an anchored Capesize ship is presented, with the comparison of results between simulations and real time model tests carried out. A discussion highlights the important features of the methods which provide mariners with theoretical solutions.
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Xie, Chun Ling, and Shu Ying Li. "Design of Multi-Module Experiment-Rig of Ship Electrical Propulsion Prime Mover." Key Engineering Materials 419-420 (October 2009): 233–36. http://dx.doi.org/10.4028/www.scientific.net/kem.419-420.233.
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Diesel engine power plant, gas turbine power plant and steam turbine power plant are in common use in ship main propulsion power. These power plants have each advantage and disadvantage at mass, size, most high-power, economic ability, and maneuverability. But any single power is difficult to meet the requirement of improving the ships’ tactical performance, speed and maneuverability. In developing history of ship propulsion system, in order to solve the contradiction between full speed high-power and cruise economic ability, combined power plant form can change the performance of simple plant, which collected the advantage of all kinds of power plants[1]. Here combined power plant form is two or more same or not the same type engine combine used or trade off. The combined power plant can not only supply total power for ships when cruising, but also be more economical. So this plant is used widely. This paper, designs a multi-module experiment-rig and introduces its composition, working principle and disposition scheme, and carried out the dynamic characteristic experiment of the CODAG power plant.
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Coates, John, and John Morrison. "Authenticity in the replica Athenian trieres." Antiquity 61, no. 231 (March 1987): 87–90. http://dx.doi.org/10.1017/s0003598x00072586.
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The building of a replica classical warship, the Athenian trieres, is the most ambitious project of experimental archaeology so far. The ship is building in a Piraeus yard to a design worked out from original sources and using the experience of the partial replica illustrated in ANTIQUITY in 1985 (Morrison & Coates 1985; and for the full story Morrison & Coates 1986, reviewed in this number). But how authentic is the replica? The project leaders set out here how their trireme will differ from the real thing. The result, they believe, is a craft which will faithfully copy a new and well-built ship. But it does use some modern materials; it should last much better than did the classical ships; and it will carry some wholly modern gear. It is no part of their experiment to see how fast an ancient ship rotted or how nastily an Athenian crew drowned when the rotting was complete.
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McGillivary, Phil. "Why Maritime Cybersecurity Is an Ocean Policy Priority and How It Can Be Addressed." Marine Technology Society Journal 52, no. 5 (September 1, 2018): 44–57. http://dx.doi.org/10.4031/mtsj.52.5.11.
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AbstractMaritime cybersecurity is developing as an issue that affects the ocean. Recent security breaches cost shipping companies hundreds of millions of dollars and put marine ecosystems at risk by disabling ship controls and increasing risks of collisions and hazmat spills. Additionally, most new ships are designed to transmit engine performance data ashore to allow timely maintenance and efficient operation. However, many ships still prohibit such data transmission due to security concerns, resulting in increased ship emissions and environmental risks from accidental release of oil, hydraulic fluids, or lubricants. Similarly, research vessel data are routinely sent ashore, but security concerns for their computers are also increasing, especially when they operate in global ports and oceans. Maritime cybersecurity is also critical as autonomous ships are being developed. Addressing maritime cybersecurity is therefore a valid area of scientific policy research and important for ocean science operations.The International Maritime Organization (IMO) has called for improved maritime cybersecurity, and the U.S. Coast Guard also recently released a Navigation and Vessel Inspection Circular (NVIC; NVIC 05-17) on maritime cybersecurity for comments. The newly established Maritime Cyber Security Committee of the Marine Technology Society is coordinating maritime cybersecurity best practice information, contacts for cybersecurity professionals, and lessons learned on responding to cyberattacks to make this information broadly available. We review here various stakeholder approaches to maritime cybersecurity, outline available resources, and discuss how advanced methods, including optical communications and quantum encryption, will improve maritime cybersecurity. Scientists have a role in developing and implementing maritime cybersecurity methods and policies to ensure safe ship operations and improved environmental security for the oceans.
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Westerdahl, Christer. "The Maritime Middle Ages—Past, Present, and Future. Some Ideas from a Scandinavian Horizon." European Journal of Archaeology 17, no. 1 (2014): 120–38. http://dx.doi.org/10.1179/1461957113y.0000000046.
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This paper was conceived as a keynote lecture for the Medieval Europe Research Congress (MERC) 2012 in Helsinki. The author himself has gone a long way from the more or less exclusively ship-functionalist perspective he presented at the first conference of this kind, Medieval Europe in 1992 in York. The intention here is to inspire other maritime archaeologists who may be stuck in studying ship technologies to apply their knowledge in contextual and cross-disciplinary approaches to ships, landscapes, and the human mind of the Middle Ages. A few examples of possible ways are discussed, albeit admittedly incompletely. These include a number of examples from the author's own research, which were strongly under the influence of a functionalist and techno-practical perspective in the 1990s.
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Prytherch, J., M. J. Yelland, I. M. Brooks, D. J. Tupman, R. W. Pascal, B. I. Moat, and S. J. Norris. "Motion-correlated flow distortion and wave-induced biases in air–sea flux measurements from ships." Atmospheric Chemistry and Physics Discussions 15, no. 11 (June 10, 2015): 15543–70. http://dx.doi.org/10.5194/acpd-15-15543-2015.
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Abstract. Direct measurements of the turbulent air–sea fluxes of momentum, heat, moisture and gases. are often made using sensors mounted on ships. Ship-based turbulent wind measurements are corrected for platform motion using well established techniques, but biases at scales associated with wave and platform motion are often still apparent in the flux measurements. It has been uncertain whether this signal is due to time-varying distortion of the air flow over the platform, or to wind–wave interactions impacting the turbulence. Methods for removing such motion-scale biases from scalar measurements have previously been published but their application to momentum flux measurements remains controversial. Here we show that the measured motion-scale bias has a dependence on the horizontal ship velocity, and that a correction for it reduces the dependence of the measured momentum flux on the orientation of the ship to the wind. We conclude that the bias is due to experimental error, and that time-varying motion-dependent flow distortion is the likely source.
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Prytherch, J., M. J. Yelland, I. M. Brooks, D. J. Tupman, R. W. Pascal, B. I. Moat, and S. J. Norris. "Motion-correlated flow distortion and wave-induced biases in air–sea flux measurements from ships." Atmospheric Chemistry and Physics 15, no. 18 (September 25, 2015): 10619–29. http://dx.doi.org/10.5194/acp-15-10619-2015.
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Abstract. Direct measurements of the turbulent air–sea fluxes of momentum, heat, moisture and gases are often made using sensors mounted on ships. Ship-based turbulent wind measurements are corrected for platform motion using well established techniques, but biases at scales associated with wave and platform motion are often still apparent in the flux measurements. It has been uncertain whether this signal is due to time-varying distortion of the air flow over the platform or to wind–wave interactions impacting the turbulence. Methods for removing such motion-scale biases from scalar measurements have previously been published but their application to momentum flux measurements remains controversial. Here we show that the measured motion-scale bias has a dependence on the horizontal ship velocity and that a correction for it reduces the dependence of the measured momentum flux on the orientation of the ship to the wind. We conclude that the bias is due to experimental error and that time-varying motion-dependent flow distortion is the likely source.
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Tulin, Marshall P., Yitao Yao, and Pei Wang. "The Generation and Propagation of Ship Internal Waves in a Generally Stratified Ocean at High Densimetric Froude Numbers, Including Nonlinear Effects." Journal of Ship Research 44, no. 03 (September 1, 2000): 197–227. http://dx.doi.org/10.5957/jsr.2000.44.3.197.
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A nonlinear theory for internal wave generation and propagation is derived here for slender ships traveling at high densimetric Froude number (Fh >> 1) in water of small density variation. It is based on an asymptotic equation for the evolution of the internal wave vorticity generated under the ship by a known inviscid ship flow and then self-propagating in the wake. In its numerical implementation, arbitrary pycnoclines and slender ship hulls may be used, and boundary conditions on the ship hull are satisfied; the free surface is treated here as rigid, although this may be relaxed. The theory has been implemented by a suitable numerical method and numerous simulations have been carried out. The results have been compared with earlier OEL experiments. In the near field, emphasis is given to a triple-lobe pattern in the pycnocline, an upwelling along the centerline of motion with a trough on either side, forming close behind the ship. Two distinct types of triple lobes are identified:dominant central lobe and very weak troughs, and;weak central lobe and dominant troughs. The former (a) is shown to result in linear propagation into the far field. The latter (b) results in far-field patterns preceded by a deep trough whose propagation is nonlinear. The comparisons of both simulated trends and actual amplitudes with measurements are good, surprisingly so considering the small scale of the experiment and the asymptotic nature of the theory. The effect of the turbulent wake on the internal waves in the experiments is restricted to a very narrow region behind the ship; the bulk of the wave pattern including the leading waves seem unaffected. Simulations show that under certain conditions of stratification, triple-lobe patterns with abnormally large troughs are generated and lead to strong nonlinear effects; these deep troughs propagate sidewards to large distances aft (over 40 ship lengths) with slow decay, and result in much larger surface currents and strain rates than in the normal case. Correspondingly, fast waves of depression, which decay slowly, were discovered through the simulation of two-dimensional initial value problems, where the initial area of depression was significantly less than required of a true soliton; these "quasi-solitons" are briefly studied here.
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Yuan, Zhi-Ming, Paula Kellet, Atilla Incecik, Osman Turan, and Evangelos Boulougouris. "Ship-to-Ship Interaction during Overtaking Operation in Shallow Water." Journal of Ship Research 59, no. 03 (September 1, 2015): 172–87. http://dx.doi.org/10.5957/jsr.2015.59.3.172.
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Hydrodynamic interaction continues to be a major contributory factor in marine casualties and hazardous incidents, in particular, in the case of overtaking operations. The situation becomes even worse when the overtaking operation occurs in shallow and narrow channels, where the interaction can cause the vessels to collide and, in one case has caused the capsizal of the smaller vessel with loss of life. The aim of this article is to propose a methodology, as well as to discuss the development of a numerical program, to predict the ship-to-ship interaction during overtaking operations in shallow water. Since the vessels involved in this study have different forward speeds, an uncoupled method will be used to solve the boundary value problem. The in-house multibody hydrodynamic interaction program MHydro, which is based on the 3D Rankine source method, is used and extended here to investigate the interactive forces and wave patterns between two ships during an overtaking operation. The calculations given in this article are compared with model test results as well as published computational fluid dynamics (CFD) calculations. Very satisfactory agreement has been obtained, which indicates that the proposed methodology and developed program are successfully validated to predict the hydrodynamic interaction between two ships advancing in confined waters. The discussions also highlight the speed effects.
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Ternus, R. A., M. R. Buetzow, and E. D. Selle. "Chevron's 78000-DWT Lightering Tankers." Marine Technology and SNAME News 27, no. 01 (January 1, 1990): 1–9. http://dx.doi.org/10.5957/mt1.1990.27.1.1.
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Chevron operates two refineries on the U.S. Gulf Coast, both of which receive imported crude oil by tanker. Very large crude carriers (VLCC's) load this crude overseas and transport it to international waters in the Gulf of Mexico. Here it is transferred at sea to smaller lightering vessels by ship-to-ship transfer. The lightering vessels must be small enough to satisfy the channel and refinery dock dimensional constraints for draft, beam, and length. In 1988 Chevron took delivery of two new 78000-dwt tankers which replaced older conventional tankers that provided this lightering service in the past. These new ships incorporate many specialized features to increase capacity and reduce the turnaround time in this trade. Maneuverability is enhanced by use of a bow thruster, Schilling rudder, and controllable-pitch propeller. Cargo transfer operations are expedited with high-capacity submerged cargo pumps, a special lightering hose crane, and a highly automated cargo control system. These and other features will permit one of these vessels to deliver crude at a rate more than twice that which could be sustained by a conventional tanker. This paper describes these ships in detail and focuses on the special features that together permit this dramatic improvement in lightering performance.
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Degan, Germano, Luca Braidotti, Alberto Marinò, and Vittorio Bucci. "LCTC Ships Concept Design in the North Europe- Mediterranean Transport Scenario Focusing on Intact Stability Issues." Journal of Marine Science and Engineering 9, no. 3 (March 4, 2021): 278. http://dx.doi.org/10.3390/jmse9030278.
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In late years, the size of RoRo cargo ships has continuously increased, leading to the so-called Large Car Truck Carriers (LCTC). The design of these vessels introduced new challenges that shall be considered during the ship design since the conceptual stage, which has a very strong impact on the technical and economic performances of the vessel during all its life-cycle. In this work, the concept design of an LCTC is presented based on Multi-Attribute Decision Making (MADM). A large set of design alternatives have been generated and compared in order to find out the most promising feasible designs. The proposed approach is based on a Mathematical Design Model (MDM) capable to assess all the main technical and economic characteristics for each design. Among the others, here focus has been done on the ship stability to assure the compliance with statutory rules within the MDM. A new stability metamodel has been developed capable to define the cross curves of stability at the concept design stage. The proposed MADM methodology has been applied to North Europe-Mediterranean transport scenario highlighting the impact of main particulars describing hull geometry on the technical and economic performances of an LCTC ship.
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Tripati, Sila. "Ships on Hero Stones from the West Coast of India." International Journal of Nautical Archaeology 35, no. 1 (April 2006): 88–96. http://dx.doi.org/10.1111/j.1095-9270.2005.00081.x.
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Lunnon, R. W., and A. D. Marklow. "Optimization of Time Saving in Navigation Through an Area of Variable Flow." Journal of Navigation 45, no. 3 (September 1992): 384–99. http://dx.doi.org/10.1017/s037346330001095x.
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In planning routes between well-defined points of departure and arrival, both aircraft and ships can take into account forecast values of certain geophysical parameters so that the route chosen is in some sense optimized. For aircraft flying the North Atlantic, the methods used are described in the papers by Attwooll, Bennett, and Monk (all 1982). There have been a number of papers on ship-routeing; they were reviewed by Motte and Calvert (1988). It should be noted that whereas for aircraft the dominant consideration is the wind (for which the maritime equivalent is the current), ship-routeing on the trans-oceanic scale is dominated by considerations of waves. However, on smaller scales, currents can be the dominant consideration: for example, see the paper by Fales (1991). That paper does not make use of the basic theory that was applied to the aeronautical problem in the 1940s. Although the work reported here is orientated to aeronautical applications, it clearly has ramifications for certain maritime problems.
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Cairns, George. "A critical scenario analysis of end-of-life ship disposal." critical perspectives on international business 10, no. 3 (July 1, 2014): 172–89. http://dx.doi.org/10.1108/cpoib-10-2012-0049.
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Purpose – This paper aims to critically engage with the premise of development at the “bottom of the pyramid” through consideration of the current and potential future status of the workers who dismantle end-of-life ships in the breaking yards of “less developed countries”, here with specific reference to the dynamic situation in Bangladesh. Design/methodology/approach – The study applies “critical scenario method” (CSM) to explore different possible and plausible futures for the ship-breaking industry globally and locally. Findings – The paper argues that the status of the workers in the ship-breaking industry of Bangladesh can be conceptualised as firmly set at the “bottom of the pyramid”, and that, for most if not all, this situation cannot be changed within any industry future without wider, radical change to socioeconomic and political structures both in the country and globally. Originality/value – This paper offers a contribution to the discourse on consumption at the “bottom of the pyramid” as a development process.
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Leake, James M., and Dale E. Calkins. "Small Ship Producibility." Journal of Ship Production 12, no. 02 (May 1, 1996): 126–39. http://dx.doi.org/10.5957/jsp.1996.12.2.126.
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The focus of this research has been producibility improvement in small shipyards. Producibility is here taken to mean ease and economy of manufacture—the balancing of technical considerations with those affecting a product's manufacture. Drawing from the well-developed ideas of group technology shipbuilding as they are currently applied in the world's most productive large shipyards, product-oriented work break-down structures (PWBS) for two small steel ships to be built in small shipyards have been developed. These work breakdown structures provide the basis for the small ship generic PWBS presented here. As part of this work a 3D surface computer model and a hypertext document were created in order to illustrate certain group technology shipbuilding principles.
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Berg, N., J. Mellqvist, J. P. Jalkanen, and J. Balzani. "Ship emissions of SO<sub>2</sub> and NO<sub>2</sub>: DOAS measurements from airborne platforms." Atmospheric Measurement Techniques 5, no. 5 (May 15, 2012): 1085–98. http://dx.doi.org/10.5194/amt-5-1085-2012.
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Abstract. A unique methodology to measure gas fluxes of SO2 and NO2 from ships using optical remote sensing is described and demonstrated in a feasibility study. The measurement system is based on Differential Optical Absorption Spectroscopy using reflected skylight from the water surface as light source. A grating spectrometer records spectra around 311 nm and 440 nm, respectively, with the telescope pointed downward at a 30° angle from the horizon. The mass column values of SO2 and NO2 are retrieved from each spectrum and integrated across the plume. A simple geometric approximation is used to calculate the optical path. To obtain the total emission in kg h−1 the resulting total mass across the plume is multiplied with the apparent wind, i.e. a dilution factor corresponding to the vector between the wind and the ship speed. The system was tested in two feasibility studies in the Baltic Sea and Kattegat, from a CASA-212 airplane in 2008 and in the North Sea outside Rotterdam from a Dauphin helicopter in an EU campaign in 2009. In the Baltic Sea the average SO2 emission out of 22 ships was (54 ± 13) kg h−1, and the average NO2 emission was (33 ± 8) kg h−1, out of 13 ships. In the North Sea the average SO2 emission out of 21 ships was (42 ± 11) kg h−1, NO2 was not measured here. The detection limit of the system made it possible to detect SO2 in the ship plumes in 60% of the measurements when the described method was used. A comparison exercise was carried out by conducting airborne optical measurements on a passenger ferry in parallel with onboard measurements. The comparison shows agreement of (−30 ± 14)% and (−41 ± 11)%, respectively, for two days, with equal measurement precision of about 20%. This gives an idea of the measurement uncertainty caused by errors in the simple geometric approximation for the optical light path neglecting scattering of the light in ocean waves and direct and multiple scattering in the exhaust plume under various conditions. A tentative error budget indicates uncertainties within 30–45% but for a reliable error analysis the optical light path needs to be modelled. A ship emission model, FMI-STEAM, has been compared to the optical measurements showing an 18% overestimation and a correlation coefficient (R2) of 0.6. It is shown that a combination of the optical method with modelled power consumption can estimate the sulphur fuel content within 40%, which would be sufficient to detect the difference between ships running at 1% and at 0.1%, limits applicable within the IMO regulated areas.
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Nie, Ting, Xiyu Han, Bin He, Xiansheng Li, Hongxing Liu, and Guoling Bi. "Ship Detection in Panchromatic Optical Remote Sensing Images Based on Visual Saliency and Multi-Dimensional Feature Description." Remote Sensing 12, no. 1 (January 2, 2020): 152. http://dx.doi.org/10.3390/rs12010152.
Full textAbstract:
Ship detection in panchromatic optical remote sensing images is faced with two major challenges, locating candidate regions from complex backgrounds quickly and describing ships effectively to reduce false alarms. Here, a practical method was proposed to solve these issues. Firstly, we constructed a novel visual saliency detection method based on a hyper-complex Fourier transform of a quaternion to locate regions of interest (ROIs), which can improve the accuracy of the subsequent discrimination process for panchromatic images, compared with the phase spectrum quaternary Fourier transform (PQFT) method. In addition, the Gaussian filtering of different scales was performed on the transformed result to synthesize the best saliency map. An adaptive method based on GrabCut was then used for binary segmentation to extract candidate positions. With respect to the discrimination stage, a rotation-invariant modified local binary pattern (LBP) description was achieved by combining shape, texture, and moment invariant features to describe the ship targets more powerfully. Finally, the false alarms were eliminated through SVM training. The experimental results on panchromatic optical remote sensing images demonstrated that the presented saliency model under various indicators is superior, and the proposed ship detection method is accurate and fast with high robustness, based on detailed comparisons to existing efforts.
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Rolland, Rosalind M., Susan E. Parks, Kathleen E. Hunt, Manuel Castellote, Peter J. Corkeron, Douglas P. Nowacek, Samuel K. Wasser, and Scott D. Kraus. "Evidence that ship noise increases stress in right whales." Proceedings of the Royal Society B: Biological Sciences 279, no. 1737 (February 8, 2012): 2363–68. http://dx.doi.org/10.1098/rspb.2011.2429.
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Baleen whales ( Mysticeti ) communicate using low-frequency acoustic signals. These long-wavelength sounds can be detected over hundreds of kilometres, potentially allowing contact over large distances. Low-frequency noise from large ships (20–200 Hz) overlaps acoustic signals used by baleen whales, and increased levels of underwater noise have been documented in areas with high shipping traffic. Reported responses of whales to increased noise include: habitat displacement, behavioural changes and alterations in the intensity, frequency and intervals of calls. However, it has been unclear whether exposure to noise results in physiological responses that may lead to significant consequences for individuals or populations. Here, we show that reduced ship traffic in the Bay of Fundy, Canada, following the events of 11 September 2001, resulted in a 6 dB decrease in underwater noise with a significant reduction below 150 Hz. This noise reduction was associated with decreased baseline levels of stress-related faecal hormone metabolites (glucocorticoids) in North Atlantic right whales ( Eubalaena glacialis ). This is the first evidence that exposure to low-frequency ship noise may be associated with chronic stress in whales, and has implications for all baleen whales in heavy ship traffic areas, and for recovery of this endangered right whale population.
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Fang, Ming-Chung. "A Simplified Method to Predict the Added Resistance of a SWATH Ship in Waves." Journal of Ship Research 42, no. 02 (June 1, 1998): 131–38. http://dx.doi.org/10.5957/jsr.1998.42.2.131.
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A simplified method called phase transfer is used to calculate the added resistance of a SWATH ship advancing in regular waves. Using the method, the total added resistance of the twin-hull body can be obtained by calculating the corresponding hydrodynamic forces of a single body only. There is no need to calculate the force on each body twice, and the hydrodynamic interactions are not included. The strip theory is still used and the nonlinear force prediction is based on the theory for a monohull ship advancing in waves. Two additional assumptions are also made:the hull body is a "weak scatterer" andthe second-order potential is small and can be neglected. Practically, the present method is suitable for predicting the corresponding hydrodynamic properties of a SWATH ship with high speed because the hydrodynamic interactions are not significant. The results obtained in the paper mostly agree with the experimental data and show that the present idea is reasonable. It is also found that the inclusion of the interaction between two hulls may lead to some unreasonable negative added resistance in bow waves. Therefore, the method developed here can be considered as a simpler tool to analyze the added resistance for SWATH ships advancing in waves, especially for higher speed.
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Fang, Ming-Chung, and Gung-Rong Chen. "On Three-Dimensional Solutions of Drift Forces and Moments Between Two Ships in Waves." Journal of Ship Research 46, no. 04 (December 1, 2002): 280–88. http://dx.doi.org/10.5957/jsr.2002.46.4.280.
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A far-held approach solving the lateral drift forces and moments between two ships in regular waves is adopted. The velocity potentials for diffraction and radiation based on a 3-D-source distribution technique are obtained. Using the Telste & Noblesse algorithm with a series expansion technique for the principal value integral solves the numerical solutions for corresponding Green functions and their derivatives. One pair of ship models is used for numerical calculations and a 2-D method based on the near-held approach is also included for comparisons. Generally the results obtained by the present technique indicate that the interaction effects between two ships have a profound influence on the drift forces and moments, and the direction of incident waves plays an important role. The results also show that the values predicted by the 2-D method are always very much overestimated because of the trapping energy between two ships. Therefore, the 3-D method prediction model developed here is regarded as more physically reasonable than the 2-D one.