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1
Boer, H. B. "Satellite Navigation for the Merchant Marine – a User's View." Journal of Navigation 42, no. 3 (1989): 430–37. http://dx.doi.org/10.1017/s0373463300014727.
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Navigation at sea and navigation in the air have much in common. There is, however, a marked limitation for the ship (with the exception of a submarine), as that kind of navigation is restricted to the surface of the sea. The ship has to navigate within areas defined by two dimensions only, always bearing in mind that the depth of the water has to be more than the draught of the vessel.
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Zhu, Tingyao, and Toshiyuki Shigemi. "Design Loads Used for Direct Strength Assessment of Merchant Ship Structures." Journal of Offshore Mechanics and Arctic Engineering 129, no. 2 (2006): 120–30. http://dx.doi.org/10.1115/1.2426985.
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This paper summarizes the results of extensive research on the design loads used for strength assessment of merchant ship structures such as tankers, bulk carriers, and container ships. The main aim of the research was to develop practical estimation methods of design loads having rational technical backgrounds acting on primary structural members of tankers, bulk carriers, and container ships. During this study we will do the following. (1) The design sea states that closely resemble the actual sea states which are considered as the most severe for hull structures are proposed. (2) The practical estimation methods of the design sea states are proposed by parametric studies using the results of series calculation of representative merchant ships. (3) The practical estimation methods of design regular waves resulting in the same level of stresses as that induced in irregular waves under the design sea states are proposed. (4) The practical estimation methods of the design loads such as ship motions, accelerations, hull-girder bending moments, and hydrodynamic pressures that are induced under design regular waves are briefly introduced. The findings in this study have been summarized and implemented in the new design standards for tanker, bulk carrier, and container ship structures (“Guidelines for Tanker Structures,” 2001, Nippon Kaiji Kyokai; “Guidelines for Bulk Carrier Structures,” 2002, Nippon Kaiji Kyokai; “Guidelines for Container Carrier Structures,” 2003, Nippon Kaiji Kyokai).
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Acejo, Iris Lavalle, and Sanley S. Abila. "Rubbing out gender: women and merchant ships." Journal of Organizational Ethnography 5, no. 2 (2016): 123–38. http://dx.doi.org/10.1108/joe-01-2016-0004.
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Purpose – The purpose of this paper is to show how gender differences are rubbed out and simultaneously reinforced in intentional and unintentional ways. It will do this by exploring the experiences of female cadets/seafarers. Design/methodology/approach – This paper is drawn from two independent PhD theses, where one of the theses conducted ethnographic fieldwork aboard a container ship in 2009. The other thesis used a case study research design of cadetship programmes in the Philippines using structured interviews, observations with the aid of fieldnotes and documentary analysis of records from seven maritime schools and cadetship programmes of ship-owners. Findings – This paper reveals that the merchant vessel remains to be a “man’s world” where female seafarers are marginalised. It also shows that the maritime colleges in the Philippines deploy training practices that reproduce the gender biases against women participation to seafaring because the socialisation of cadets are fraught with the values and symbols of a hegemonic masculinity intent to silence other genders. On board ships, similar contradictory rubbing out and reproducing of gender differentials are observed. This shows how controlling gender is difficult. Research limitations/implications – Observations conducted are limited to one shipboard voyage and whether the same manifestation in different types of ships, ship routes and crew mix would emerge require triangulation with other forms of data collection like in-depth interviews with seafarers on board. Practical implications – Ethnographic insights offer valuable insights for novice researchers and those conducting shipboard research. Originality/value – Not much study has been done with respect to the presence of women on board and how they disrupt and play with masculine space. This paper provides empirical evidence and insights on the ambivalence of integrating women in the seafaring profession owing to official and unofficial policies and training that intentionally and unintentionally construct women as unfit to work as sea-based professionals.
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Jiang, Pengfei, Jianheng Lin, Junping Sun, Xuejuan Yi, and Yuanchun Shan. "Source spectrum model for merchant ship radiated noise in the Yellow Sea of China." Ocean Engineering 216 (November 2020): 107607. http://dx.doi.org/10.1016/j.oceaneng.2020.107607.
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Davis, Dan, Michael L. Brennan, Andrei Opaiţ, and Jared S. Beatrice. "The Ereğli E Shipwreck, Turkey: an early Hellenistic merchant ship in the Black Sea." International Journal of Nautical Archaeology 47, no. 1 (2018): 57–80. http://dx.doi.org/10.1111/1095-9270.12276.
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Dzikowski, Remigiusz, and Krzysztof Marcjan. "Analysis of Ship Traffic Over Subsea Pipeline in the Gdańsk Bay Area." Annual of Navigation 24, no. 1 (2017): 207–20. http://dx.doi.org/10.1515/aon-2017-0015.
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Abstract The paper discusses issues of the impact of traffic density of the vessels on the sea surface to offshore underwater pipelines. The risk includes vessel foundering, sinking, grounding, dropping and dragging anchors, trawling fishing gear. The density of merchant, offshore field support vessels and fishing vessels presented by this paper is base for build risk model for underwater infrastructures. As an example it has been analyzed ships traffic over underwater gas pipeline between platform Baltic Beta and Wladyslawowo power plant.
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KONDO, Koichi, Tomoji TAKAMASA, and Shogo HAYASHI. "The Economical Potential of a Nuclear-powered Merchant Ship Sailing via the Northern Sea Route." Journal of Japan Institute of Navigation 96 (1997): 139–48. http://dx.doi.org/10.9749/jin.96.139.
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Min, Kyong-Joon. "The Trade on the Northern Sea by the Merchant Ship of Jiangnan in Ch'ing Dynasty." Journal of Ming-Qing Historical Studies 17 (October 31, 2002): 115–57. http://dx.doi.org/10.31329/jmhs.2002.10.17.115.
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Humphrey, Caroline. "Geographical imagination and sociality of sailors of the Black Sea merchant fleet during the Cold War." Focaal 2014, no. 70 (2014): 12–25. http://dx.doi.org/10.3167/fcl.2014.700102.
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The article discusses Soviet sailors' experiences away from home and seaborne social relations—the particular sociality brought to the Black Sea region by ships and sailors. The officers and sailors employed by the Black Sea Fleet had much wider horizons than ordinary Soviet citizens—and the small temporary society of the ship interpenetrated with the varied Black Sea inhabitants in limited but significant ways. They contrasted “high seas” of the world's great oceans, the setting for dangerous, daring and profitable exploits, with the enclosed drudgery of the Black Sea routes. The article shows how the Cold War inflected the imaginaries and practices of seamen and others. It argues that an anthropology of the sea can develop an analysis that combines regional specificities with visions that extend beyond the local and national.
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Krailassuwan, Somchart. "History of Thai maritime trade." Maritime Technology and Research 1, no. 1 (2018): Proof. http://dx.doi.org/10.33175/mtr.2019.147777.
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The Thai commercial fleet can carry about 10% of the volume of imports and exports. History of Thai maritime trade is divided into 1) Sukhothai period era 2) Ayutthaya and Thonburi period 3) Rattanakosin period 4) The first of the national fleet period. .Sukhothai period era trade with various foreign countries. In the King Ramkhamhaeng era is a prosperous.. 1) The Gulf of Thailand trade with China 2) Trade on the Andaman sea is a merchant ship from India. Ayutthaya and Thonburi period. Traders of various nationalities come to trade. The Gulf of Thailand (South China Sea) and the Indian Ocean. Trading in Ayutthaya is a monopoly trade, operated by monarchs and noblemen.Rattanakosin period Thailand entered into a Treaty of Burney, the outcome of the agreement was that the country had to cancel its monopoly trade and the end of trade by the government. The growth of the trade has increased. The production structure from the old to be self-transformed into production for export. The first of the national fleet period 1918 - 1925 After the First World War I King Rama VI established a Thai merchant fleet in April 1918, the name of Siam Commercial Maritime Company Limited. It was terminated in 1925. On June 22, 1940, the cabinet approved the establishment of Thai Maritime Navigation Company Limited for international maritime shipping. The The cabinet was terminated in 2011 .The role of Thai National Maritime Navigation.The merchant fleet were not growing. Because lack of and thai merchant fleet too small, there was a lack of negotiating power with the foreign merchant fleet. The government must set up a policy to promote the merchant fleet.
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Hopkins, J. S. "Recent Progress in Weather Routeing for Merchant Vessels." Journal of Navigation 45, no. 2 (1992): 247–51. http://dx.doi.org/10.1017/s0373463300010742.
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The weather is rarely out of the news. Weather can be hazardous at times almost anywhere on Earth, and the media are always keen to report dramatic events. On the global scene, weather, climate and the environment are issues of great international public concern at present because of the likely implications of increases of greenhouse gases in the atmosphere. The contributions of the meteorologist to the understanding of this global problem are increasingly recognized, as is the progress which has been made in the accuracy of day-to-day forecasts. This paper provides a brief résumé of our present ability to model and forecast the behaviour of the global atmosphere and the ocean surface, and also demonstrates how these models are applied to the practical problems of operational ship-routeing by the UK Meteorological Office. It is worth remembering that it was the very high incidence of losses at sea in the 1850s which brought about the establishment of the UK's first meteorological service.
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Hodges, Graham, and Marcus Rediker. "Between the Devil and the Deep Blue Sea: Merchant Seamen, Pirates, and the Anglo-American Maritime World, 1700-1750." American Historical Review 95, no. 4 (1990): 1164. http://dx.doi.org/10.2307/2163516.
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Pritchard, James, and Marcus Rediker. "Between the Devil and the Deep Blue Sea: Merchant Seamen, Pirates, and the Anglo-American Maritime World, 1700-1750." Labour / Le Travail 23 (1989): 330. http://dx.doi.org/10.2307/25143176.
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Fingard, Judith, and Marcus Rediker. "Between the Devil and the Deep Blue Sea: Merchant Seamen, Pirates, and the Anglo-American Maritime World, 1700-1750." Economic History Review 42, no. 1 (1989): 153. http://dx.doi.org/10.2307/2597076.
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Gilje, Paul A., and Marcus Rediker. "Between the Devil and the Deep Blue Sea: Merchant Seamen, Pirates, and the Anglo-American Maritime World, 1700-1750." William and Mary Quarterly 46, no. 2 (1989): 390. http://dx.doi.org/10.2307/1920266.
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Tyler, John W., and Marcus Rediker. "Between the Devil and the Deep Blue Sea: Merchant Seamen, Pirates, and the Anglo-American Maritime World, 1700-1750." Journal of American History 75, no. 3 (1988): 898. http://dx.doi.org/10.2307/1901563.
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Ritchie, Robert, and Marcus Rediker. "Between the Devil and the Deep Blue Sea: Merchant Seamen, Pirates, and the Anglo-American Maritime World, 1700-1750." New England Quarterly 62, no. 1 (1989): 141. http://dx.doi.org/10.2307/366222.
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Swanson, Carl E., and Marcus Rediker. "Between the Devil and the Deep Blue Sea: Merchant Seamen, Pirates, and the Anglo-American Maritime World, 1700-1750." Journal of Southern History 55, no. 3 (1989): 466. http://dx.doi.org/10.2307/2208411.
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Sunaryo, Sunaryo, and Dovan Pahalatua. "Green ship recycle yard design." Journal of Naval Architecture and Marine Engineering 12, no. 1 (2015): 15–20. http://dx.doi.org/10.3329/jname.v12i1.20450.
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The life cycle of a ship has an age limit related to its operation. When the ship economically is not profitable any more, it will be recycled or scrapped. Since the scrapped ship has plenty of hazardous materials, special care should be carried out to manage the wastes in accordance with the national and international available regulations. With regard to this a ship recycle yard that conducts ship breaking and recycle of the ships outfits, machineries, and infrastructure should be well designed in order to comply to all regulations that prevent it from producing harmful and polluting wastes to human and environment. The study was aimed to design an environmentally friendly or green ship recycle yard in Indonesia as a pilot project in anticipation to the booming of old used merchant ships fleet due to the implementation of cabotage principle. The project is located in the Maritime Industrial Cluster in Tanggamus Regency, Lampung Province, Sumatera. The ship recycle yard is designed with a capacity of maximum 30,000 DWT ship to be recycled, and all the activities involve in the yard would comply and refer to the environmental and IMO regulations, to ensure that no harm and hazardous wastes polluting the surrounding land and sea by arranging a proper layout and providing proper facilities and working procedures.
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Gutsuliak, Vasiliy N. "Impact of COVID-19 on the freedom of the merchant ship’s access to foreign ports." Pomorstvo 35, no. 1 (2021): 23–29. http://dx.doi.org/10.31217/p.35.1.3.
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Nowadays, merchant shipping is facing a new challenge in the context of COVID-19. The ships at sea may find themselves in need of immediate medical assistance relating to the crewmembers and/or passengers due to COVID-19. Besides, there is a problem with the change of ship crews in due time and their repatriation. Under international custom, coastal States keep their ports open for merchant shipping but may require the ship’s master to take appropriate action to prevent a threat of danger. In cases of failure or urgency, the coastal State can exercise its authority in taking responsive action appropriate to the threat. The article analyzes the main issue - how reasonable are the actions of states that close their ports to foreign vessels in the light of COVID-19. In this paper, the practice of foreign and Russian ports in the context of the COVID-19 is assessed.
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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 (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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Wu, Tong-Ming. "Engineering Analysis on Vibration Characteristics of Merchant Vessels with Theoretical and Onboard Test Approaches." Marine Technology and SNAME News 38, no. 04 (2001): 241–49. http://dx.doi.org/10.5957/mt1.2001.38.4.241.
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Recent development of ship design, such as flexible hull structures with somewhat light ship weight in terms of larger/longer/wider principal particulars and long-stroke diesel engine of high brake horsepower, has been demonstrated dramatically. Nevertheless, this kind of ship design concept harmfully degrades system stability of electronic instrumentation and operating performance of human beings in sea service. Therefore practical prediction on structural vibration behavior of designed vessels is of primary concern and has to be taken into account at the preliminary design stage. Two theoretical approaches, preliminary prediction by empirical formula and numerical solutions by finite-element technique (matrix analysis methodology), are briefly reviewed. An onboard test system for structural vibration measurement is developed and comprehensively described. In fact, a standard procedure of data acquisition and analysis system for structural vibration measurement is already set up to deal with several kinds of vibration research work in practical engineering fields. Natural frequencies of vibration behavior for a 1200 TEU container vessel are checked out by preliminary prediction of empirical formula and measurement data from onboard tests. Moreover, a comparison study by finite-element analysis and full-scale measurement is also performed on vibration characteristics of hull structures. The amplitude of vibration acceleration induced by unbalanced moment of the main engine is calculated for any point of hull at the resonance condition and the installation of an electrical balancer onboard is taken into account for vibration countermeasures also. All approximate predictions, compared with onboard test results, are found to meet with an acceptable level of engineering accuracy. The practical package of approximate approaches in both theoretical and onboard test aspects to investigate vibration characteristics of structures, for instance, hull, machinery, piping, and shafting system, in universal service is quite reliable and easily performed on portable computers for extensive engineering applications.
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Sutulo, Serge, and C. Guedes Soares. "Review on Ship Manoeuvrability Criteria and Standards." Journal of Marine Science and Engineering 9, no. 8 (2021): 904. http://dx.doi.org/10.3390/jmse9080904.
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Possible reduction of the installed power on newly designed merchant ships triggered by requirements of the Energy Efficiency Design Indices (EEDI) raised concern in possible safety degradation and revived interest in manoeuvrability standards to make them capable to compensate for negative effects of underpowering. A substantial part of the present article presents a detailed analytical review of general principles laid in the foundation of consistent safety standards in the naval architecture and analysis of the existing IMO manoeuvrability criteria and standards. Possible ways of extension of the existing standards to embrace situations associated with adverse sea and wind conditions are discussed and modification of the present standards related to the directional stability is considered as one of the possible solutions. At the same time, it was found that introduction of additional standards for the ship controllability in wind is justified, and the second part of the contribution is dedicated to developing a theoretical basis useful for devising such standards. This includes obtaining a set of analytical solutions related to the steady motion in wind and analysis of wind-tunnel data which resulted in simple equations for conservative generalized envelopes for the aerodynamic forces which are especially convenient for standardizing purposes. Possible design decisions aimed at augmentation of the ship’s capacity to resist adverse environmental factors are outlined.
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Field, Richard Henning. "Between the Devil and the Deep Blue Sea: Merchant Seamen, Pirates, and the Anglo-American Maritime World, 1700-1750. Marcus Rediker." Winterthur Portfolio 25, no. 1 (1990): 76–77. http://dx.doi.org/10.1086/496467.
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Steele, Ian K. "Between the Devil and the Deep Blue Sea: Merchant Seamen, Pirates, and the Anglo-American Maritime World, 1700-1750. Marcus Rediker." Journal of Modern History 62, no. 1 (1990): 128–29. http://dx.doi.org/10.1086/243395.
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Tjahjono, Agus, Wisnu Handoko, and Sri Purwantini. "Operation ballast water of commercial vessels in Port of Tanjung Emas Semarang." MATEC Web of Conferences 181 (2018): 07003. http://dx.doi.org/10.1051/matecconf/201818107003.
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The commercial vessel uses sea water to stabilty a vessel when the vessel is not loading a cargo. The water stabilized for the vessel is known as ballast water. The activity of loading the ballast water for the ship from origin port and dissposal to the distination port has caused impact on spreading the unidenfied organism the local port. Aim of the study to determine disposal value of water ballast either from a foreign merchant vessel or domestic merchant vessel so that Port of Tanjung Emas Semarang (PTES) is able to determine a policy on ballast administration from merchant vessel include a data of Arrival and Departure Report of the Vessels (ADRV) documents for the last five years (2009-2014). Disposal ballast water of domestic vessel to PTES is average about 37,036 m3 and increased by 76.68% in a year. Yearly ballast water disposed from the foreign commercial vessels has reached 576.045 m3 for the last 5 years. The increasing of ballast water is about 122.19%. Level of vunerability on the PTES waters is due to ballast water dissposal caused mainly from foreign commercial vessels. The PTES administration should provide water reservoir and and water ballast treatment of commercial vessels which has 51,090 m3/per month or 81,744 kl/month.
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Yi, Saangkyun, and Jong-geun Kim. "A Voyage of British Merchant Ship, the Argonaut, to the East Sea and its Discovery of a ‘Doubtful Island’." Journal of the Korean Cartographic Association 18, no. 3 (2018): 23–32. http://dx.doi.org/10.16879/jkca.2018.18.3.023.
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Nyenno, Iryna, Natalia Rekova, and Svetlana Minakova. "Joint Value as a Measure of Sea Trade Port Stakeholder Effect." Social Sciences 8, no. 4 (2019): 120. http://dx.doi.org/10.3390/socsci8040120.
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This article is devoted to an efficiency measurement of the maritime industry presented through the joint value of industry stakeholders. A list of factors contributing to the efficiency of the state maritime policy and factors in the development of the maritime industry were defined and separated into four groups: group 1 (infrastructural factors): Renewal of port infrastructure; coastal infrastructure of sea stations; ecological and physical safety; and convenience in reaching the port of departure of a cruise ship; group 2 (management factors): The effectiveness of management mechanisms; the level of automatization and effective communications technologies; the coordination of various types of transport; and the efficiency of port services; group 3 (marketing factors): Tariff policies (tariff amounts, number of port fees, flexibility of the price policy); and competition in the ports; group 4 (service factors): Attractiveness of logistics conditions; the development of international tourism; the development of sea leisure; the development of merchant shipping, shipbuilding, ship repair, and instrument making in the port; and the simplification of port entry procedures. The joint value was considered to be a category at both a macroeconomic and microeconomic level, and it was combined with a multivariate regression model performed on the basis of the statistical analysis and data processing system Statistica 8.0. The complex combination of the results of the multifactorial linear model of the joint value created in the maritime industry led to the conclusion that the best alternative to the development of the port industry in Ukraine is the scenario of state modernization and corporatization in the port business model.
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Supartono, Supartono, Joko Purnomo, Bambang Ispri Bandono, and Habiby Achmad. "SELECTION OF KOARMADA III PATROLING SHIP IN NORTH MALUKU SEA USING ANALYTIC NETWORK PROCESS METHOD." JOURNAL ASRO 11, no. 1 (2020): 151. http://dx.doi.org/10.37875/asro.v11i1.212.
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The geographical location of the North Maluku region and the extent of the sea that is difficult to reach by thesecurity forces to cause this area prone to illegal fishing, illegal loging, illegal entry, smuggling guns and liquor.The water traffic situation in this region is also very dense, almost every time we can see the ship that passesthrough this line especially in ALKI III, both merchant ships, passenger vessels, and vessels Fishermen can alsobe encountered there. This is what led to the province of North Maluku to be very vulnerable and provideopportunities to be utilized by people and other criminal acts to commit abuses in the North Maluku waters. Tomaximize marine security operations in North Maluku, the TNI AL at the Koarmada operations staff need tothink about and perform a mature calculation in the selection of patrol boats. This research uses the method ofAnalytic Network Process (ANP) because ANP is one method that can represent the level of interests of variousparties by considering the interconnectedness between criteria and sub-criteria that exist. The assignment ofpatrol vessels has three criteria, namely tactical, technical and economic. Processing of this selection data usingSuper decision software for ANP calculation. The results showed that the highest priority was KRI Tatihu-853 of0.851923, then the second priority for KRI Albakora-857 of 0.089943, then the third priority for KRI Madidihang-855 of 0.020778, then the fourth priority for KRI Layaran-854 by 0.016319, then fifth priority for KRI Sura-802 of0.010707, and the last sixth priority is KRI Kerapu-812 for 0.010329.Keywords: Maluku Utara, Ship Selection, ANP.
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Saeed, Farhan, Alan Bury, Stephen Bonsall, and Ramin Riahi. "The application of AHP in the development of a taxonomy of merchant marine deck officers’ non-technical skills (NTS)." Logistics & Sustainable Transport 10, no. 1 (2019): 55–70. http://dx.doi.org/10.2478/jlst-2019-0005.
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Abstract The importance of NTS has been realised in many safety critical industries. Recently the maritime domain has also embraced the idea and implemented an NTS training course for both merchant marine deck and engineering officers. NTS encompass both interpersonal and cognitive skills such as situational awareness, teamwork, decision making, leadership, managerial skills, communication and language skills. Well-developed NTS training allow ship’s officers to recognise quickly when a problem is developing and manage the situation safely and efficiently with the available team members. As a result, the evaluation and grading of deck officers’ NTS is necessary to assure safety at sea, reduce the effects of human error on-board ships, and allow ship board operations to be performed safely. This paper identifies the skills necessary for deck officers to effectively perform their duties on the bridge of a ship. To achieve this, initially, a taxonomy of deck officers’ NTS is developed through a review of relevant literature and the conducting of semi-structured interviews with experienced seafarers. Subsequently, NTS weighting data is collected from experienced seafarers to allow the weight of each element of the taxonomy to be established by the use of the Analytical Hierarchy Process (AHP).
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Ugelvig Petersen, Kajsa, Henrik Lyngbeck Hansen, Linda Kaerlev, and Johnni Hansen. "Turning the tide: reducing mortality among Danish merchant seafarers." Occupational and Environmental Medicine 77, no. 11 (2020): 761–68. http://dx.doi.org/10.1136/oemed-2020-106427.
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ObjectivesWhile life at sea traditionally has presented a variety of potential hazards, rigorous measures have been taken in the past decades to ensure the safety and health of all aboard merchant ships. The aim of this study was to examine overall and cause-specific mortality among Danish seafarers in light of these changes.MethodsA cohort of 44 555 male (75%) and female (25%) seafarers employed on Danish ships during 1986–1999 was established through records from the Danish Seafarer Registry. Subsequently, information on vital status and causes of death was linked to members of the cohort from the Danish Civil Registration System and the Danish Register of Causes of Death using unique personal identification numbers. Standardized mortality ratios (SMRs) were calculated for the seafarers using rates from a sample of the Danish employed population.ResultsAmong seafarers with first employment prior to 1992, the overall mortality was high, with increases observed for many individual causes of death (overall SMR 1.78, 95% CI 1.72 to 1.83 for male seafarers; SMR 1.61, 95% CI 1.48 to 1.75 for female seafarers). Mortality among seafarers employed in the following period was reduced, with only a slight remaining excess of deaths. This excess in mortality was evident primarily among non-officers on board tankers and smaller ships.ConclusionsDuring recent decades, mortality among seafarers has changed, replacing the traditional image of a high-risk profession with almost normalised figures compared with the general working population. Marked imbalances in mortality according to job and ship categories have persisted though.
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Rediker, Marcus. "Reviews of Marcus Rediker, Between the Devil and the Deep Blue Sea: Merchant Seamen, Pirates and the Anglo-American Maritime World, 1700–1750." International Journal of Maritime History 1, no. 2 (1989): 311–36. http://dx.doi.org/10.1177/084387148900100218.
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Rose, F. D. "Cargo Risks: “Dangerous” Goods." Cambridge Law Journal 55, no. 3 (1996): 601–13. http://dx.doi.org/10.1017/s0008197300100522.
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A shipper does not have unlimited freedom as to what he may have transported by sea. Restrictions on the goods which a charterer or cargo-owner may ship are imposed by the common law, the terms of the contract and statute. The statutory sources of control of what are normally referred to as dangerous goods may be divided into three categories: those under the Hague-Visby Rules (principally art. IV(6)); those under the Merchant Shipping Act 1995; and other legal sources. Provision is also made by the Hamburg Rules. Where a prohibition against the shipment of goods is not laid down by an express contractual obligation or specific rule of law, it is likely to be treated as depending on an implied term or collateral warranty.
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Chasomeris, Mihalis G. "South Africa’s Maritime Policy and Transformation of the Shipping Industry." Journal of Interdisciplinary Economics 17, no. 3 (2006): 269–88. http://dx.doi.org/10.1177/02601079x06001700302.
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More than 95 per cent of South Africa’s trade volume is seaborne. Although South Africa is clearly an important sea-trading nation, it is not a significant shipowning or ship operating nation. Despite a decade of democracy, and the improved Ship Registration Act of 1998, the South African merchant marine has continued to decline. South Africa’s new Maritime Charter of December 2003 has the long-term vision “to develop South Africa to become one of the world’s top 35 maritime nations by the year 2014”. Currently, South Africa adopts a strongly market-driven shipping policy. In stark contrast the Charter calls for “a clear strategy/plan for the majority of South African cargo, going through South African ports to be carried on South African ships”. This article argues that although South Africa has a large volume of trade, it does not necessarily have a competitive advantage in the shipment of these goods. Thus policies to promote or protect the national shipping industry might not be in the broader economic interests of South Africa. JEL: R40
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Parsons, Sarah. "The ‘Wonders in the Deep’ and the ‘Mighty Tempest of the Sea’: Nature, Providence and English Seafarers’ Piety, c. 1580–1640." Studies in Church History 46 (2010): 194–204. http://dx.doi.org/10.1017/s0424208400000590.
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The religious beliefs of seafarers have not received a great deal of attention over the years. Contemporaries of early modern English seafarers stereotyped them as superstitious and irreligious, prone to turning to God only in times of danger. The Puritan William Perkins preached about ‘the Mariner, who is onely good in a storme’. The association of seafarers, irreligion and superstition was also reflected in popular literature. Edmund Spenser, in The Faerie Qveene, wrote of ‘the glad merchant, that does vew from ground / His ship far come from watrie wildernesse, / He hurles out vowes, and Neptune oft doth blesse’. These stereotypes have coloured the historiography of maritime religion, which has drawn a division between ‘superstition’ and religion in seafaring culture. However, recent work on religion and provi-dentialism on land shows this to be a faulty paradigm.
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Lysyy, Andriy, Vitaliy Kotenko, and Stanislav Yakovtsev. "CONCEPTUAL SCHEME FOR ENSURING THE ENERGY EFFICIENCY PRINCIPLE IN MODERN CONTAINER FLEET." EUREKA: Physics and Engineering 6 (November 30, 2018): 41–47. http://dx.doi.org/10.21303/2461-4262.2018.00749.
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As a result of the analysis of the modern merchant fleet, indicators have been revealed of an increase in the size of modern merchant vessels, which affects the overall energy efficiency. It should be noted a significant increase in the container fleet, namely, not only an increase in the number of vessels themselves, but also an increase in the average carrying capacity by almost 2.8 times. As a result, emissions to the atmosphere have also increased due to a significant increase in ship propulsion power and fuel consumption. This is due to the specifics of container traffic, namely for the rapid transportation of goods from port A to port B, for which container ships often move in all weather conditions with maximum speed, respectively, fuel consumption is enormous compared to other types of ships. Despite the fact that the goods must be delivered as soon as possible and without delay, in practice, due to the lack of effective feedback between all participants in the transportation process, this is not always possible. The inefficiency of feedback leads to wasteful resources, which in turn increases the financial costs of the shipowner by increasing fuel consumption. It also reduces the energy efficiency of the ship and increasing emissions of harmful substances into the atmosphere. Considering the experience of the giants of maritime transport such as MAERSK, MSC, CMA CGM, it is possible to see that all participants in the process are single unit and interested in maximum efficiency of transportation. Containers of smaller companies that do not own their terminals often face ineffective feedback and are not able to influence the situation. The conceptual scheme proposed in the article should increase the efficiency of feedback between the vessel charter and the port, which, in turn, will increase the efficiency of sea freight. Constant access to information about the situation in the port will make it possible to avoid unnecessary delays of the ship.
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Tate, PM. "Monthly mean surface thermal structure in the Tasman Sea from satellite imagery, 1979-84." Marine and Freshwater Research 39, no. 5 (1988): 579. http://dx.doi.org/10.1071/mf9880579.
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The use of satellite data provides a far greater density and more uniform distribution of observations than the more classical modes of oceanographic data collection. By sacrificing some spatial resolution of the satellite data, it is possible to retrieve sea surface temperatures on a global basis that have absolute accuracies within 1�C of drifting buoy data. Five years of low resolution infra-red data from the United States' National Oceanic and Atmospheric Administration satellites have been analysed for the area of the Tasman and Southern Coral Seas. Monthly mean surface thermal patterns compare favourably with previous studies using Merchant Ship data. In the western Tasman Sea the East Australian Current can be clearly seen throughout the year, although the more transitory eddies often associated with the current system are not apparent. General circulation patterns off the west coast of the South Island of New Zealand show severe bending of the isotherms to the south. The nature of the surface thermal signal of the Tasman Front is quite different either side of the Lord Howe Rise and there is some doubt whether these two features are linked.
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Carrasco, Pedro, Ricardo Bendaña, Angel Paredes, et al. "Analysis of key variables for energy efficiency in warships." Proceedings of the Institution of Mechanical Engineers, Part M: Journal of Engineering for the Maritime Environment 234, no. 1 (2019): 26–36. http://dx.doi.org/10.1177/1475090219864816.
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The purpose of this work is to investigate the effect of environmental variables on the electric energy expenditure of a typical surface warship. Studies with similar objectives are much more frequent for merchant ships, but warship operations have peculiarities that will be emphasised. In particular, they spend large fractions of their life cycle at port, during which the vessel remains active. First, a discussion of the embarked systems is presented, pointing out the importance of auxiliary systems and, in particular, heating, ventilation and air conditioning. Quantitative estimates of the energy consumption of those systems are provided. Then, using data taken during real operations of a frigate of the Spanish Navy, correlations are computed between power consumption and different environmental variables. As a novelty, the analysis is carried out separating the different modes of operation of the ship. This leads to interesting conclusions, including a considerable positive correlation between seawater temperature and fuel consumption when the vessel is in port. The effect of a moored ship on the surrounding seawater temperature is studied by a numerical computation. The results suggest that the position of sea chests may be consequential for energy efficiency.
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Gutsulyak, Vasiliy N. "The Types of the Charter-Parties in International Commercial Shipping." Proceedings of the Institute of State and Law of the RAS 14, no. 4 (2019): 108–30. http://dx.doi.org/10.35427/2073-4522-2019-14-4-gutsulyak.
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One of the most important tools for the use of sea and river vessels for the carriage of goods is a contract of affreightment (charter party). Under the terms of the charter-party, one party (the shipowner) transfers the vessel or part of its premises to the other party (the charterer) for the established remuneration (the freight).Despite the fact that charter-parties have long been used in the practice of shipping, however, today both in doctrine and in practice there is no unified approach to their classification and understanding of their legal nature.According to the author, at present all charter-parties can be divided into three main types: voyage-charter, time-charter and bareboat-charter (demise-charter). Attempts by some domestic and foreign scholars to identify other types of charter-parties, such as daily-charter, slot-charter, etc., are unreasonable, since other types of charter-parties do not have their own value and are essentially only special cases or combinations of the three above types of charter-parties.A voyage-charter is essentially a contract for the carriage of goods by sea with a stipulation to provide an entire ship, or a part of ship, or specified compartments of a ship for the carriage of goods between ports. The shipowner in this case retains full control over the vessel without any exceptions in favor of the charterer.Under the time-charter the shipowner undertakes to provide the charterer with the vessel and the services of the ship’s crew members for use for a certain period for the carriage of goods, passengers or for other purposes of merchant shipping for a specified remuneration (freight). If the ship is chartered for the carriage of goods, then we are dealing with a contract of the sea carriage. If the vessel is chartered for other purposes, such as marine scientific research, etc., then the time-charter party is a special type of contract (suigeneris).A bareboat charter party is a hiring of the ship alone without crew. Bareboat charter party and demise charter are actually equivalent concepts, if there are differences between them, they are minimal. Their legal nature is absolutely the same, which is based on the transfer of the vessel for a certain period in the full and undivided possession of the charterer.
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Akimov, Alexander. "ASIAN MARITIME TRANSPORT IN ASIA: A BRIEF STATISTICAL ESSAY." Eastern Analytics, no. 3 (2020): 15–27. http://dx.doi.org/10.31696/2227-5568-2020-03-015-027.
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The article describes the state of the Asian merchant marine fleet as of 2018. The main trends of international Maritime trade are described, the composition of the fleet by types of vessels is characterized, and the main directions of trade by groups of goods transported by different types of vessels are shown. The transition of leadership in tonnage from tankers to bulk carriers is revealed, due to the reduction of the role of oil in sea transportation and the formation of flows of raw materials and coal for the ferrous metallurgy to China. The largest container ports in the world are shown, among which East Asian ports predominate. Two leading flag of convenience countries in Asia have been identified – Hong Kong and Singapore. In the global shipbuilding industry, three East Asian countries – China, Japan, and the Republic of Korea – account for 90 % of ship production.
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Akpinar, Hatice, and Bekir Sahin. "Strategic management approach for port state control." Maritime Business Review 5, no. 3 (2019): 281–93. http://dx.doi.org/10.1108/mabr-10-2019-0043.
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Purpose The purpose of this study is to fill the gap and apply a fault tree analysis (FTA) in detention lists of Black Sea Region published port state reports from 2005 to 2016. The study analyzes valid records of 2,653 detained ships with 6,374 deficiencies based on a strategic management approach. This paper sets up FTA technique to assess the detention probability of a random ship which calls the Black Sea Region with the help of detention lists published within subject years. Design/methodology/approach This paper is not published elsewhere, and it is based on an original work, which figures out detention probability of a regular ship at Black Sea Region port state control from published lists of Black Sea Memorandum of Understanding (MoU). By utilizing these detention lists, a generic fault tree diagram is drawn. Those probabilities could be used strategically with the most seen deficiencies in the region which all could guide the users, rule makers and the controllers of the maritime system. Findings FTA has conducted based on the data which was collected from website of BS MoU detention lists that published from 2005 to 2016. Those lists have been published on monthly basis from 2011 to 2016 and on quarterly basis from 2005 to 2010. Proper detention records have been included into the research, whereas some missing records were excluded. Subject lists have been harmonized and rearranged according to Black Sea MoU Detention Codes which was published on October 2017 at Black Sea MoU’s website. According to BS MoU Annual Reports, 58,620 ships were inspected from 2005 to 2016 as seen in Table 1. Those ships were inspected by each member country’s PSOs in the light and guidance of predefined selection criteria of the region. Detention frequency of inspected ships detected as 0.103116 which explains any ship that called any port in the Black Sea Region could be 10% detained after inspected by PSO. Also, each intermediate event-calculated frequency enlightens the probabilities of nonconformities of ships. Although those deficiencies show structural safety and security nonconformities, those probabilities also prove us that management side of the ships are not enough to manage and apply a safety culture. By the light of that, ship owners/managers could see the general nonconformities according to regional records and could manage their fleet and each ship as per those necessities. Research limitations/implications In the light of the above analysis, the future research on this subject could be studied on other regions which might enable a benchmark opportunity to users. Also, insurance underwriters have their own reports and publications that could clarify different points of view for merchant mariners and regulators. In this research, FTA is used as a main method to figure out the root causes of the detentions. For future researches, different qualitative and quantitative methods could be used under the direction of subjects. Practical implications Detention frequency of inspected ships detected as 0.103116 which explains any ship that called any port in the Black Sea Region could be 10% detained after inspected by PSO. Also, each intermediate event-calculated frequency enlightens the probabilities of nonconformities of ships. Although those deficiencies show structural safety and security nonconformities, those probabilities also prove us that management side of the ships are not enough to manage and apply safety culture. By the light of that, ship owners/managers could see the general nonconformities according to regional records and could manage their fleet and each ship as per those necessities. Social implications With the nature of carriage, shipping business carry out its essential economic attendance in world trade system via inclusion in national and international transportation. As a catalyst in international trade, shipping itself enables time, place and economic benefits to users (Bosneagu, Coca and Sorescu, 2015). Social and institutional pressures generate shipping industry as one of the most regulated global industries which creates high complexity. Industry evolved to multi-directional structure ranges from international conventions (IMO and ILO) to “supra-national interferences” (EU directives), to regional guidance (MoUs) to national laws (flag states). Ship operators endeavor to adopt/fit its industry environment where rules are obvious. With adaptation of industrial environment, ship operators are able to create an important core competency. Originality/value This study enlightens the most recorded deficiencies and analyzed them with the help of fault three method. These calculated frequencies/probabilities show the most seen nonconformities and the root causes of detentions in the Black Sea Region in which those results will be benefited strategically that enables a holistic point of view that guide the owners/managers, charterers/sellers/shippers, classification societies, marine insurance underwriters, ship investors, third parties, rule makers and the controllers of the system to apply safety culture.
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Danilova, Iryna. "Regarding certain historical and legal preconditions for the formation and development of transport law." Law Review of Kyiv University of Law, no. 2 (August 10, 2020): 269–73. http://dx.doi.org/10.36695/2219-5521.2.2020.50.
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The article examines some historical and legal prerequisites for the formation and development of transport law as a complexbranch of law. It is emphasized that the regulation of transport activities in the ancient and medieval world was carried out mainlythrough trade and maritime customs, and points to the application of legal customs in transport law today.Transport law is a complex branch of law, and depending on the prevailing legal relationship, it can be considered as part of civil,commercial or administrative law. There was no separate school of transport law in the former USSR and Ukraine. Today, research onthe problems of transport law and the development of proposals to overcome them are carried out by scientists belonging to the scientificschools of commercial, civil and administrative law. Within these schools, there are separate groups of scientists or research departmentsthat carry out research to improve transport legislation.In transport law, the regulation of shipping and maritime trade developed first of all. It was there that the first legal customsappeared. Among the legal customs used in transport law, port customs (customs of the port) stand out.In Russia, trade was conducted mainly by river and sea “from the Vikings to the Greeks”, which ran from the Scandinavian Peninsula,the Baltic Sea, the Dnieper and the Black Sea to Byzantium. Thanks to this trade route, the inhabitants of Kievan Rus built boatsand developed a transport system. In addition to sea and river routes, the territory of modern Ukraine was a land route from Asia toEurope, stretching from southeast to northwest of our country – the legendary “Aryan route”, which according to some historians thousandsof years ago from the Indian subcontinent to Western and Northern Europe came the Aryan tribe, which gave development to theEuropean peoples.
 The possibility of applying port customs is provided by Art. 78 of the Code of Merchant Shipping of Ukraine. In addition to ports,the customs of merchant shipping are widely used. For example, in accordance with Art. 6 (concerning the permission to include in theagreements provided by the Code of Merchant Shipping of Ukraine, conditions on application of foreign legislation and customs ofmerchant shipping in case the parties may deviate from its rules in accordance with the current Code); art. 71 (in emergency cases, whenthe vessel has to be on the high seas for a long time and the body of the deceased cannot be saved, the captain of the vessel has the rightto give the body to the sea according to maritime customs, about which the corresponding act is made and the corresponding record ismade; Art. 146 (cargo is placed on the ship at the discretion of the captain, but can not be placed on deck without the written consentof the sender, except for cargo, the carriage of which on deck is allowed in accordance with applicable rules and customs); art. 293(concerning the possibility of determining the type of accident, calculating the size of the general accident and compiling the dispatchby the dispatcher in conditions of incompleteness of the law) of the Merchant Shipping Code of Ukraine of May 23, 1995.
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Wöll, Steffen. "Voyages Through Literary Space: Mapping Globe and Nation in Richard Henry Dana’s Two Years Before the Mast." Polish Journal for American Studies, Issue 14 (Autumn 2020) (December 1, 2020): 197–209. http://dx.doi.org/10.7311/pjas.14/2/2020.05.
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In his youth, Richard Henry Dana Jr. rebelled against the conventions of his upper-class New England upbringing when he signed on as a common sailor on a merchant ship bound for Alta California. The notes of his travels describe the strenuous life at sea, a captain’s sadistic streak, a crew’s mutinous tendencies, and California’s multicultural fur trade economy. First published in 1840, Dana’s travelogue Two Years Before the Mast became an unofficial guide for emigrants traversing the largely unmapped far western territories in the wake of the Mexican-American War. Connecting Dana’s widely-read narrative to current developments in the discipline, this article discusses strategies of visualizing literature and includes an exercise in ‘discursively mapping’ actual and imagined spaces and mobilities of the text. Considering strategies and toolsets from the digital humanities as well as theories such as Lefebvre’s concept of representational space, the article reflects on the methodological and practical pitfalls brought about by the visualization.
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Shohibul Anwar, Mohammad, and Dedi Nuryaman. "Peranan Perusahaan Keagenan terhadap Pengoperasian Kapal Niaga: Studi Kasus." Dinamika Bahari 2, no. 1 (2021): 72–85. http://dx.doi.org/10.46484/db.v2i1.255.
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Indonesia is called a maritime country because part of its territory is water. That way, Indonesia has the opportunity to become a maritime axis country in Asia and the world. This opportunity must be realized to its full potential, namely by maximizing activities at the port properly. Activities to facilitate shipping activities both loading and unloading, sea expeditions and so on are needed for the benefit of the agency's role. One of them is the role of the PT. Indo Dharma transportation located in Surabaya. This company has a role in the merchant ship wars in the Surabaya area. The purpose of this study is to describe the role of agency companies in the operation of commercial ships in the Surabaya area.This research is a qualitative research using observation, interview and documentation methods. Through this research, it was found that the case of PT. Indo Dharma Transport Surabaya Branch provides convenience and smooth operation of commercial vessels in the Surabaya Port area.
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Cabantous, Alain. "Marcus Rediker, Between the Devil and the Deep Blue Sea. Merchant Seamen, Pirates and the Anglo-American Maritime World (1700-1750), Cambridge, Cambridge University Press, 1987, 322 p." Annales. Histoire, Sciences Sociales 45, no. 6 (1990): 1463–64. http://dx.doi.org/10.1017/s0395264900071808.
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Kent, Elizabeth C., and Peter G. Challenor. "Toward Estimating Climatic Trends in SST. Part II: Random Errors." Journal of Atmospheric and Oceanic Technology 23, no. 3 (2006): 476–86. http://dx.doi.org/10.1175/jtech1844.1.
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Abstract Random observational errors for sea surface temperature (SST) are estimated using merchant ship reports from the International Comprehensive Ocean–Atmosphere Data Set (ICOADS) for the period of 1970–97. A statistical technique, semivariogram analysis, is used to isolate the variance resulting from the observational error from that resulting from the spatial variability in a dataset of the differences of paired SST reports. The method is largely successful, although there is some evidence that in high-variability regions the separation of random and spatial error is not complete, which may have led to an overestimate of the random observational error in these regions. The error estimates are robust to changes in the details of the regression method used to estimate the spatial variability. The resulting error estimates are shown to vary with region, time, the quality control applied, the method of measurement, the recruiting country, and the source of the data. SST data measured using buckets typically contain smaller random errors than those measured using an engine-intake thermometer. Errors are larger in the 1970s, probably because of problems with data transmission in the early days of the Global Telecommunications System. The best estimate of the global average random error in ICOADS ship SST for the period of 1970–97 is 1.2°C if the estimates are weighted by ocean area and 1.3°C if the estimates are weighted by the number of observations.
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Dalsøren, S. B., M. S. Eide, Ø. Endresen, A. Mjelde, G. Gravir, and I. S. A. Isaksen. "Update on emissions and environmental impacts from the international fleet of ships: the contribution from major ship types and ports." Atmospheric Chemistry and Physics 9, no. 6 (2009): 2171–94. http://dx.doi.org/10.5194/acp-9-2171-2009.
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Abstract. A reliable and up-to-date ship emission inventory is essential for atmospheric scientists quantifying the impact of shipping and for policy makers implementing regulations and incentives for emission reduction. The emission modelling in this study takes into account ship type and size dependent input data for 15 ship types and 7 size categories. Global port arrival and departure data for more than 32 000 merchant ships are used to establish operational profiles for the ship segments. The modelled total fuel consumption amounts to 217 Mt in 2004 of which 11 Mt is consumed in in-port operations. This is in agreement with international sales statistics. The modelled fuel consumption is applied to develop global emission inventories for CO2, NO2, SO2, CO, CH4, VOC (Volatile Organic Compounds), N2O, BC (Black Carbon) and OC (Organic Carbon). The global emissions from ships at sea and in ports are distributed geographically, applying extended geographical data sets covering about 2 million global ship observations and global port data for 32 000 ships. In addition to inventories for the world fleet, inventories are produced separately for the three dominating ship types, using ship type specific emission modelling and traffic distributions. A global Chemical Transport Model (CTM) was used to calculate the environmental impacts of the emissions. We find that ship emissions is a dominant contributor over much of the world oceans to surface concentrations of NO2 and SO2. The contribution is also large over some coastal zones. For surface ozone the contribution is high over the oceans but clearly also of importance over Western North America (contribution 15–25%) and Western Europe (5–15%). The contribution to tropospheric column ozone is up to 5–6%. The overall impact of ship emissions on global methane lifetime is large due to the high NOx emissions. With regard to acidification we find that ships contribute 11% to nitrate wet deposition and 4.5% to sulphur wet deposition globally. In certain coastal regions the contributions may be in the range 15–50%. In general we find that ship emissions have a large impact on acidic deposition and surface ozone in Western North America, Scandinavia, Western Europe, western North Africa and Malaysia/Indonesia. For most of these regions container traffic, the largest emitter by ship type, has the largest impact. This is the case especially for the Pacific and the related container trade routes between Asia and North America. However, the contributions from bulk ships and tank vessels are also significant in the above mentioned impact regions. Though the total ship impact at low latitudes is lower, the tank vessels have a quite large contribution at low latitudes and near the Gulf of Mexico and Middle East. The bulk ships are characterized by large impact in Oceania compared to other ship types. In Scandinavia and north-Western Europe, one of the major ship impact regions, the three largest ship types have rather small relative contributions. The impact in this region is probably dominated by smaller ships operating closer to the coast. For emissions in ports impacts on NO2 and SO2 seem to be of significance. For most ports the contribution to the two components is in the range 0.5–5%, for a few ports it exceeds 10%. The approach presented provides an improvement in characterizing fleet operational patterns, and thereby ship emissions and impacts. Furthermore, the study shows where emission reductions can be applied to most effectively minimize the impacts by different ship types.
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Dalsøren, S. B., M. S. Eide, Ø. Endresen, A. Mjelde, G. Gravir, and I. S. A. Isaksen. "Update on emissions and environmental impacts from the international fleet of ships. The contribution from major ship types and ports." Atmospheric Chemistry and Physics Discussions 8, no. 5 (2008): 18323–84. http://dx.doi.org/10.5194/acpd-8-18323-2008.
Full textAbstract:
Abstract. A reliable and up-to-date ship emission inventory is essential for atmospheric scientists quantifying the impact of shipping and for policy makers implementing regulations and incentives for emission reduction. The emission modelling in this study takes into account ship type and size dependent input data for 15 ship types and 7 size categories. Global port arrival and departure data for more than 32 000 merchant ships are used to establish operational profiles for the ship segments. The modelled total fuel consumption amounts to 217 Mt in 2004 of which 11 Mt is consumed in in-port operations. This is in agreement with international sales statistics. The modelled fuel consumption is applied to develop global emission inventories for CO2, NO2, SO2, CO, CH4, VOC (Volatile Organic Compounds), N2O, BC (Black Carbon) and OC (Organic Carbon). The global emissions from ships at sea and in ports are distributed geographically, applying extended geographical data sets covering about 2 million global ship observations and global port data for 32 000 ships. In addition to inventories for the world fleet, inventories are produced separately for the three dominating ship types, using ship type specific emission modelling and traffic distributions. A global Chemical Transport Model (CTM) was used to calculate the environmental impacts of the emissions. We find that ship emissions is a dominant contributor over much of the world oceans to surface concentrations of NO2 and SO2. The contribution is also large over some coastal zones. For surface ozone the contribution is high over the oceans but clearly also of importance over western North America (contribution 15–25%) and western Europe (5–15%). The contribution to tropospheric column ozone is up to 5–6%. The overall impact of ship emissions on global methane lifetime is large due to the high NOx emissions. With regard to acidification we find that ships contribute 11% to nitrate wet deposition and 4.5% to sulphur wet deposition globally. In certain coastal regions the contributions may be in the range 15–50%. In general we find that ship emissions have a large impact on acidic deposition and surface ozone in western North America, Scandinavia, western Europe, western North Africa and Malaysia/Indonesia. For most of these regions container traffic, the largest emitter by ship type, has the largest impact. This is the case especially for the Pacific and the related container trade routes between Asia and North America. However, the contributions from bulk ships and tank vessels are also significant in the above mentioned impact regions. Though the total ship impact at low latitudes is lower, the tank vessels have a quite large contribution at low latitudes and near the Gulf of Mexico and Middle East. The bulk ships are characterized by large impact in Oceania compared to other ship types. In Scandinavia and north-western Europe, one of the major ship impact regions, the three largest ship types have rather small relative contributions. The impact in this region is probably dominated by smaller ships operating closer to the coast. For emissions in ports impacts on NO2 and SO2 seem to be of significance. For most ports the contribution to the two components is in the range 0.5–5%, for a few ports it exceeds 10%. The approach presented provides an improvement in characterizing fleet operational patterns, and thereby ship emissions and impacts. Furthermore, the study shows where emission reductions can be applied to most effectively minimize the impacts by different ship types.
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Matthews, J. B. R. "Comparing historical and modern methods of Sea Surface Temperature measurement – Part 1: Review of methods, field comparisons and dataset adjustments." Ocean Science Discussions 9, no. 5 (2012): 2951–74. http://dx.doi.org/10.5194/osd-9-2951-2012.
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Abstract. Sea Surface Temperature (SST) measurements have been obtained from a variety of different platforms, instruments and depths over the post-industrial period. Today most measurements come from ships, moored and drifting buoys and satellites. Shipboard methods include temperature measurement of seawater sampled by bucket and in engine cooling water intakes. Engine intake temperatures are generally thought to average a few tenths of a °C warmer than simultaneous bucket temperatures. Here I review SST measurement methods, studies comparing shipboard methods by field experiment and adjustments applied to SST datasets to account for variable methods. In opposition to contemporary thinking, I find average bucket-intake temperature differences reported from field studies inconclusive. Non-zero average differences often have associated standard deviations that are several times larger than the averages themselves. Further, average differences have been found to vary widely between ships and between cruises on the same ship. The cause of non-zero average differences is typically unclear given the general absence of additional temperature observations to those from buckets and engine intakes. Shipboard measurements appear of variable quality, highly dependent upon the accuracy and precision of the thermometer used and the care of the observer where manually read. Methods are generally poorly documented, with written instructions not necessarily reflecting actual practices of merchant mariners. Measurements cannot be expected to be of high quality where obtained by untrained sailors using thermometers of low accuracy and precision.