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Journal articles on the topic 'Seizure of ships and cargoes'
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1
Dua, Jatin. "Hijacked: Piracy and Economies of Protection in the Western Indian Ocean." Comparative Studies in Society and History 61, no. 3 (June 28, 2019): 479–507. http://dx.doi.org/10.1017/s0010417519000215.
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AbstractFrom 2007–2012, a dramatic upsurge in maritime piracy off the coast of Somalia captivated global attention. Over three hundred merchant vessels and some three thousand seafarers were held hostage with ransom amounts ranging from $200,000 to $10 million being paid to release these ships. Somali piracy operated exclusively on a kidnap-and-ransom model with crew, cargo, and ship held captive until a ransom was secured. Ransom, unlike theft or seizure, requires willing parties and systems of exchange. Ransom economies, therefore, bring together disparate actors and make visible the centrality of protection as a mode of accumulation and jurisdiction. As an analytic, this article proposes an anthropology ofprotectionto undercut divides between legality and illegality, trade and finance, piracy and counter piracy. It argues that protection is key to apprehending processes of mobility and interruption central to global capitalism.
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Zubrzycki, Waldemar. "The Security of the Republic of Poland’s Maritime Areas and the Polish Coast in the Context of Terrorist Attacks." Internal Security 9, no. 1 (December 29, 2017): 0. http://dx.doi.org/10.5604/01.3001.0010.7465.
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The threat of terrorist attack posed to the Republic of Poland is of a potential character and possible targets for such attacks include also objects located in the area of the Baltic Sea. Terrorist activities may be carried out in order to destroy or render vessels such as passenger, cargo and the navy ships, hydraulic structures and port facilities inoperative, as well as to take control over them. A terrorist attack may also aim at causing an environmental disaster. Direct targets of terrorist attacks may be passengers or crew members, but attempts of cargo seizure may also be expected. Potential forms of terrorist attack possible to carry out on the sea include among other things: bomb attacks, hijacking, shooting incidents, mines, and underwater sabotage. Terrorist attacks may be undertaken by both separate terrorist groups and the ones that are linked with international terrorist organizations serving their ideological purposes. Activities performed by organized terrorist groups may mainly aim at money extortion. Perpetrators of terror attacks may also include special forces of foreign countries that conduct their activities in order to deteriorate the economy of the other country, disparage it or complicate its internal or international situation. To combat terrorist threats on the sea effectively it is necessary to undertake complementary and coordinated activities, and the tasks of preventing such threats and counteracting the effects of possible terror attacks are to be carried out by relevant forces and entities that act under particular government departments, as well as government administration bodies and special forces.
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Kabaciński, Jerzy, and Bogusz Wiśnicki. "Accuracy analysis of stowing computations for securing non-standard cargoes on ships according to IMO CSS Code." Polish Maritime Research 16, no. 2 (April 1, 2009): 67–71. http://dx.doi.org/10.2478/v10012-008-0024-6.
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Accuracy analysis of stowing computations for securing non-standard cargoes on ships according to IMO CSS Code The article takes up a subject of effectiveness of securing arrangements while stowing non-standard cargoes on ships. Accuracy analysis of stowing calculations was based on procedures proposed by Code of Safe Practice for Cargo Stowage and Securing - CSS Code. Detailed calculations of forces and moments related to lashings, which prevents non-standard cargo against transverse tipping, were performed. Some simplifications were proven that may result in underestimating or overstating the calculated righting moment, which decides of safety margin of securing non-standard cargoes. The alternative more reliable procedure, without simplifications, was proposed.
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Telegin, Anatoly I., Andrey O. Nichiporuk, and Alexander G. Malyshkin. "METHOD OF DETERMINING EFFICIENCY DURING IMPLEMENTATION OF INSTRUMENTS FOR ACCURATE MEASUREMENT OF SHIP DRAUGHT." Russian Journal of Water Transport, no. 65 (November 23, 2020): 157–64. http://dx.doi.org/10.37890/jwt.vi65.139.
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The article justifies the relevance of improving the accuracy of determining the weight of cargo by draught of a vessel in order to increase the economic efficiency of the operation of ships. The authors propose to install remote draught meters on ships, and offer efficiency calculations for the introduction of devices for measuring the draught of ships and their application in practice. The analysis showed that, using traditional methods of draught determination, there is a very significant measurement error that negatively affects the quality of transportation and the reliability of determining the mass of the cargo. The authors present the methodology for determining the economic efficiency of ship equipment with remote draught meters. On test cases, performed for the conditions of transportation of various cargoes on specific lines, the expected efficiency of using remote precipitation gauges is shown in comparison with traditional methods for determining the ship's draft. According to the results obtained, the payback of the installation of draught meters on ships for low tariff cargoes occurs during five voyages, for more expensive and high tariff cargoes during the first voyage.
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Kreutz, Barbara M. "Ghost ships and phantom cargoes: Reconstructing early Amalfitan trade." Journal of Medieval History 20, no. 4 (January 1994): 347–57. http://dx.doi.org/10.1016/0304-4181(94)00807-8.
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Sousa Ferro, Miguel. "Right of innocent passage of ships carrying ultra-hazardous cargoes." Nuclear Law Bulletin 2006, no. 2 (February 15, 2007): 5–18. http://dx.doi.org/10.1787/nuclear_law-2006-5k9cx3f75zxq.
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McALEER, JOHN. "Slave Ships and their Captive Cargoes, 1730–1807 - by Emma Christopher." International Journal of Nautical Archaeology 37, no. 1 (March 2008): 210–11. http://dx.doi.org/10.1111/j.1095-9270.2007.00179_14.x.
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van Hoorn, Frank. "Technical Challenges Associated with Dry Transportation." Marine Technology and SNAME News 24, no. 01 (January 1, 1987): 4–14. http://dx.doi.org/10.5957/mt1.1987.24.1.4.
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Less than twenty years ago the first jack-up drilling rig was transported "piggyback" on a submersible barge. Dry transportation of extremely large and heavy cargoes has developed rapidly ever since. Specialized ships have been designed and built; records (with regard to weight, size or complexity of the transport) have regularly been broken. In this paper, the development of heavy-lift transportation is outlined, followed by a review of present heavy-lift design criteria. Technical challenges associated with several types of heavy-lift cargoes such as jack-up/semisubmersible rigs, dry docks, jackets, tension leg platforms, and modules are discussed. The importance of the transportation engineer's involvement in the preliminary project engineering stage is emphasized.
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Ettinger, Jan van. "Systems for Managing Ships and Cargoes in the Port of Rotterdam 1." Ocean Yearbook Online 8, no. 1 (1989): 219–30. http://dx.doi.org/10.1163/221160089x00128.
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Açık, Abdullah, and Sadık Özlen Başer. "Agent based interaction of commodity price and freight market." Business & Management Studies: An International Journal 9, no. 1 (March 25, 2021): 56–75. http://dx.doi.org/10.15295/bmij.v9i1.1684.
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This study investigates the relationship between iron ore, coal and wheat prices, three major dry bulk cargoes, and Capesize, Panamax, and Handymax freight, which are the intensively used ships in transportation three essential cargoes. These major ship types are considered agents in the market. The main research questions are whether there are a volatility spillover and risk transmission between commodity prices and freight routes and whether there is a differentiation in relations according to the type of cargo and intensive carriage rate. Causality in variance analysis is used to test these research questions, which determines the flow of information between variables and the volatility spillover. The obtained results reveal that the interaction can differ according to both ship types and commodity types, and volatility spillovers and risk transfers are from commodity prices to freight rates.
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Crecelius, Daniel, and Hamza Abd Al-Aziz Badr. "French Ships and Their Cargoes Sailing between Damiette and Ottoman Ports 1777-1781." Journal of the Economic and Social History of the Orient 37, no. 3 (1994): 251. http://dx.doi.org/10.2307/3632258.
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ABD AL-AZIZ BADR, Hamza, and Daniel Crecelius. "French Ships and Their Cargoes Sailing Between Damiette and Ottoman Ports 1777-17811)." Journal of the Economic and Social History of the Orient 37, no. 3 (1994): 251–86. http://dx.doi.org/10.1163/156852094x00136.
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Sandiuk, Hanna. "Systematization of legal rules governing the seizure of ships." Entrepreneurship, Economy and Law 8 (2019): 41–45. http://dx.doi.org/10.32849/2663-5313/2019.8.08.
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Wood, Allen, Paul Guyer, and Henry E. Allison. "Debating Allison on Transcendental Idealism." Kantian Review 12, no. 2 (July 2007): 1–39. http://dx.doi.org/10.1017/s1369415400000893.
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People talk about rats deserting a sinking ship, but they don't usually ask where the rats go. Perhaps this is only because the answer is so obvious: of course, most of the rats climb aboard the sounder ships, the ships that ride high in the water despite being laden with rich cargoes of cheese and grain and other things rats love, the ships that bring prosperity to ports like eighteenth-century Königsberg and firms such as Green & Motherby. By making the insulting comparison - as I am in the course of doing – between us Kant scholars and a horde of noxious vermin, my more or less transparent aim is to mitigate, or at least to distract attention from, the collective immodesty of what I am saying about us. For my point is that, in the past half-century or so, Kant studies has become a very prosperous ship indeed. Its success has even been the chief thing that has buoyed all its sister ships in the fleet of modern philosophy, most of which are also doing very well.
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Kennerley, Alston. "Merchant ship deployment in the Second World War: Motor vessels Centaur, Gorgon and Charon in Australian and East Indies waters." International Journal of Maritime History 32, no. 1 (February 2020): 61–87. http://dx.doi.org/10.1177/0843871419900620.
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This study draws attention to the very large number of British merchant vessels, and their crews, which traded or acted as supply vessels through to the end of the Second World War, in contrast to those which succumbed to enemy action. Normal commercial trading between Western Australia and Java/Malaya until the fall of Singapore is contrasted with military supply ship operation between Eastern Australia and New Guinea. This is set in the context of trading before the war, and the developing political scene in south east Asia. The ships’ crews, the dangers faced, protective measures, and cargoes, including human cargoes, are considered. With one vessel surviving the war unscathed, another continuing service after war damage and repair, and one torpedoed and sunk, the article concludes that the examples fully represent the experiences of the mass of merchant shipping which ended the war in the western Pacific military supply chain.
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Xiaonan, Cheng, Liu Minyan, and He Longjun. "Shipwreck Statistical Analysis and Suggestions for Ships Carrying Liquefiable Solid Bulk Cargoes in China." Procedia Engineering 84 (2014): 188–94. http://dx.doi.org/10.1016/j.proeng.2014.10.425.
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Zou, Youjia, Kang Liu, Zhiming Wang, Dongkui Wu, and Xiangying Xi. "Partial cargo shift-induced instantaneous impact loads to ships with highly-viscous liquefied cargoes." Ocean Engineering 233 (August 2021): 109108. http://dx.doi.org/10.1016/j.oceaneng.2021.109108.
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Hastings, Justin V. "The Return of Sophisticated Maritime Piracy to Southeast Asia." Pacific Affairs 93, no. 1 (March 1, 2020): 5–30. http://dx.doi.org/10.5509/20209315.
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What explains the recent (perhaps temporary) resurgence of sophisticated maritime pirate attacks in Southeast Asia in the face of strong regional counter-piracy efforts? Given Southeast Asian countries' relatively well-functioning institutions, political, economic, and conflict-related explanations for the return of piracy are incomplete. As an innovative extension to structural arguments on piracy incidence, we take an approach that focuses on adaptation by the pirates themselves, using incident-level data derived from the International Maritime Organization to track how sophisticated pirate organizations have changed what, where, and how they attack. In response to counter-piracy efforts that are designed to deny pirates the political space, time, and access to economic infrastructure they need to bring their operations to a profitable conclusion, pirates have adapted their attacks to minimize dependence on those factors. Within Southeast Asia, this adaptation varies by the type of pirate attack: ship and cargo seizures have shifted to attacks that move quickly, ignore the ship, and strip only cargo that can be sold profitably, while kidnappings involve taking hostages off ships to land bases in the small areas dominated by insurgent groups. The result is a concentration of ship and cargo seizures in western archipelagic Southeast Asia, and a concentration of kidnappings in areas near Abu Sayyaf Group strongholds.
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Daly, Aoife. "Ships and their timber source as indicators of connections between regions." AmS-Skrifter, no. 27 (January 6, 2020): 133–43. http://dx.doi.org/10.31265/ams-skrifter.v0i27.264.
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The precise dating and determination of the source of timbers in shipwrecks found around the coasts of the North Sea and the Baltic Sea, through dendrochronology allows us to see connections between north and south, east and west throughout the region and to a high chronological precision. In this paper we take a look at results of recent analyses of timber from ships, and timber and barrel cargoes, to try to draw a chronological picture, from the twelfth to seventeenth centuries, of links between regions, through transport in oak ships and trade of timber. Archaeological finds of oak from timber cargos in shipwrecks and fine art objects (painted panels and sculpture) show the extent to which timber was shipped from Hanseatic towns along the southern Baltic coast, to western and north-western Europe.
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Grancharov, Ivaylo Vasilev. "Safety measures relating to carriage and transfer of liquid cargoes." ANNUAL JOURNAL OF TECHNICAL UNIVERSITY OF VARNA, BULGARIA 3, no. 2 (December 31, 2019): 62–71. http://dx.doi.org/10.29114/ajtuv.vol3.iss2.114.
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The continuous growth in the volume of liquid cargoes, transported by sea, leads to increase of tankers’ size and to implementation of appropriate shore facilities, which have to meet the relevant environmental requirements. In order to ensure safety during loading and discharging operations in shore terminals, it is necessary to make an assessment on the level of potential risk in port and onboard the vessel and to take all necessary steps to reduce the possibility for environmental impacts and occurrence of an accident especially when performing transfer operations to/from ships. The article presents some constructive decisions for building of shore tanks and their application for storage and transfer of petroleum products. The measures for the safe performing of the cargo operations are systematized after discussing of specifics by performing of all processes connected with loading or discharge. The precautions are defined in three critical points of action - operation on vessel systems, transportation of cargo using shore facilities and storage in tanks.
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Glover, William. "Samuel Plimsoll and the 1880 Carriage of Grain Legislation." Northern Mariner / Le marin du nord 30, no. 4 (June 10, 2021): 419–48. http://dx.doi.org/10.25071/2561-5467.43.
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Samuel Plimsoll was an advocate and agitator for improving safety at sea, best known for the load line mark on ships’ sides. He also campaigned for better safety of hazardous grain cargoes. But he suffered from an impetuous character, a lack of knowledge of the issues he championed and he frequently showed little regard for fact. How successful he was at achieving real legislative change? His grain cargoes agitation is compared with the earlier load line campaign which, it is argued here was completed without his input by others who understood the issues. Was the grain cargoes resolution any different? Porte-parole et fauteur de troubles, Samuel Plimsoll prônait l’amélioration de la sécurité en mer, surtout au moyen de lignes de charges sur les flancs des navires. Il a également fait campagne pour une meilleure sécurité des cargaisons de grains dangereuses. Mais il était aussi impétueux, affichait une ignorance au niveau des causes qu’il défendait et, souvent, accordait peu d’attention aux faits. Dans quelle mesure a-t-il réussi à obtenir de véritables changements législatifs? L’auteur compare les arguments de Plimsoll relatifs aux cargaisons de grains à sa campagne précédente sur les lignes de charges qui, aux dires de l’auteur, a été menée à bien sans son intervention par d’autres qui comprenaient les problèmes. La résolution de la question des cargaisons de grains s’est-elle avérée différente?
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Lun, Y. H. Venus. "Development of green shipping network to enhance environmental and economic performance." Polish Maritime Research 20, Special-Issue (July 1, 2013): 13–19. http://dx.doi.org/10.2478/pomr-2013-0023.
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Abstract To secure cargoes, containerships operate double or triple calling of ports in the Pearl River Delta (PRD) region in China. Such shipping operations generate high CO2 emissions. This paper suggest a green shipping network (GSN) as a useful tool to transship containers from feeder ports to hub ports to lower the overall CO2 emissions in the region. From the perspective of scale operations from using the hub-and-spoke approach and the deployment of mega ships, developing a GSN within the PRD region can be beneficial, both economically and environmentally, to port users in the container transport chain.
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Smith, J. M. B., P. Rudall, and P. L. Keage. "Driftwood on Heard Island." Polar Record 25, no. 154 (July 1989): 223–28. http://dx.doi.org/10.1017/s0032247400010834.
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AbstractSamples from 73 pieces of non-structural driftwood on Heard Island (53°06′S, 73°30′E) were identified to genus or species. Thirty-one belonged to South American species of Nothofagus. The remainder, consisting mostly of conifers especially Picea and Larix, probably came from ships' cargoes. The assemblage is similar to those reported, from smaller samples, on other southern islands. Other items of flotsam, including fishing buoys and drift-cards, are also reported from Heard Island. The significance of driftwood transport from South America to the island in accounting for long-distance dispersal of terrestrial and intertidal organisms is discussed.
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Kumar, Manish. "A note in defence of Bang and Korst’s Sound Toll Tables." International Journal of Maritime History 30, no. 2 (May 2018): 343–48. http://dx.doi.org/10.1177/0843871418766486.
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This research note presents a defence of the Sound Toll Tables (STT) published by Nina Ellinger Bang and Knud Korst. It is argued that the nature of the information available in the STT with respect to Baltic timber products has been misunderstood by historians. It is shown that it is possible to study the export of individual timber products from the Baltic from 1669 to 1783 on the basis of the STT. The note also demonstrates that the STT can be employed to examine individual ships and their cargoes in a very limited number of cases.
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Ferguson, A. M., and R. C. McGregor. "ON THE SQUATTING OF SHIPS IN SHALLOW AND RESTRICTED WATER." Coastal Engineering Proceedings 1, no. 20 (January 29, 1986): 206. http://dx.doi.org/10.9753/icce.v20.206.
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A major feature of the advances in marine technology is the increasing number, size and speed of ships and, consequently, an increased interest in hydrodynamic problems associated with water restricted in depth and/or lateral extent. The transport of dangerous cargoes and their impact on the benefits of resolving the areas of uncertainty. Experience of 1,104 vessels of different flags and trades during 1978, shows that grounding/stranding is the third most frequent cause of damage[1], An examination of the total expenditure of money and time required to repair the resulting damage shows this category to rank highly in both. Indeed, the total repair cost expended as a result of this cause rank top and account for more than l/5th of the total. Although the shipowner bears a large proportion of the cost of lost revenue, grounding represents a significant cost to underwriters, shipowners and port authorities. The continuous increase in size and draught of vessels in relation to water depth ensures that this situation will continue unless there is a radical development in instrumentation. To limit the risk of grounding it is extremely important to be able to predict which of a vessel's extremities will experience the greatest sinkage and ground. Where the underkeel clearance is low, reasonable accuracy is demanded in order to ensure safety and to avoid unduly reducing the earning capacity of the vessel by overcaution. This requires a sound knowledge of a vessel's tendency to 'squat'.
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Kodak, Gizem, and Tayfun Acarer. "Evaluation of the effect of maritime traffic regulations on the accident rate in the strait of Istanbul." Aquatic Research 4, no. 2 (2021): 181–207. http://dx.doi.org/10.3153/ar21015.
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In the Strait of Istanbul, which is one of the most perilous natural waterways of the World, many marine accidents have occurred throughout the history. Some of these accidents resulted in deaths, financial losses, and environmental disasters. The fact that a significant proportion of the ships passing the Strait are tanker carrying hazardous cargo further increases this danger. Especially the increasing size of the ships, the increase in the cost of the for transported and the transportation of dangerous cargoes, especially oil and derivatives, to a great extent by sea, made the possible consequences of the accidents even more catastrophic. For this reason, many regulatory measures have been taken regarding the Sea Traffic in Istanbul, Çanakkale Straits and Marmara Sea, which have been named as the “Turkish Straits System” in recent years, and these measures have been collected under the Turkish Straits Vessel Traffic Service, which is briefly defined as TBGTH. Within the scope of this study, maritime accidents in the Strait of Istanbul have been examined chronologically in terms of the number of ships passing and maritime traffic regulations. The effects of the applications implemented after 2003, when Istanbul VTS started its operations, on the safety of navigation have been investigated. In this way, it is aimed to demonstrate the effect of the Vessel Traffic Services and related regulations on the improvement in the rate of marine accidents. The numerical determination of the relationship between the number of passing ships and the number of accidents in the Strait can be used as a statistically significant criterion for the realization of new regulations depending on the maritime traffic volume in the coming years.
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Brennan, Michael L., Dan Davis, Andrei Opaiţ, and Marshall Stay. "Deep-water shipwrecks in the East Mediterranean: a microcosm of Late Roman exchange." Journal of Roman Archaeology 33 (2020): 291–329. http://dx.doi.org/10.1017/s1047759420001026.
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Deep-water shipwrecks provide an opportunity to investigate ships away from the destructive dynamics of coastlines and approaches to harbors where most ancient wrecks to date have been found. Such exploration expands the potential for finding wrecks of periods for which relatively few are known. One such period is the 6th and 7th c. in the E Mediterranean. Studies of cargo assemblages from the few known wrecks of the later Roman period reveal a partial picture of interlinked and overlapping trade networks that incorporated major and minor ports in the adjacent provinces.1 Various trading modes may be discerned, including cabotage, short-haul trade, inter-regional commerce, and private long-haul trade. Largely missing thus far are the wrecks of ships that participated in the annona transport, the “backbone of Late Roman shipping”.2 Each year, an enormous fleet of private ships under state contract hauled thousands of shiploads of Egyptian grain from Alexandria to Constantinople for public distribution,3 but no shipwrecks explicitly associated with these fleets have been found. Also largely invisible are the non-commercial transports associated with the annona militaris, the fiscal supply of foodstuffs destined for armies stationed on the empire‘s borders. The state supply-system became more formalized in 536 when Justinian created the quaestura exercitus, a prefecture that was granted administrative control and jurisdiction of Moesia Secunda, Scythia, Caria, the Aegean islands, and Cyprus.4 Evidence suggests that the quaestor‘s main task was to ensure the supply, by sea, of agricultural products from the Aegean and NE Mediterranean to troops on the Danube frontier.5 While no definitive grain ships have been found in the E Mediterranean — what M. McCormick has called the “annona paradox”6 —, shipwrecks with the larger cargoes expected of state supply have remained rather elusive.
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PEARCE, ADRIAN J. "Rescates and Anglo-Spanish Trade in the Caribbean during the French Revolutionary Wars, ca. 1797–1804." Journal of Latin American Studies 38, no. 3 (July 19, 2006): 607–24. http://dx.doi.org/10.1017/s0022216x06001180.
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Rescates (ransoms) consisted of the repurchase by Spanish and Spanish American merchants of ships and cargoes taken as prizes during wartime and sold in the British West Indies. This is the first detailed study of the subject, drawing on archives in Britain, Spain and the Americas. It is argued that rescates typified a broader range of legal ruses designed to protect Anglo-Spanish trade in the Americas from both wartime disruption and customs interference. As a mechanism for the legal protection of commerce promoted by both the British and the Spaniards, rescates enjoyed considerable success during the war that commenced in 1796, especially with respect to trade between the British ports in the Caribbean, Cuba and Mexico. They thus played a key role in the strong and sustained growth which characterised trade between the British and Spanish empires during these years.
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Malisan, Johny. "Usulan Penentuan Ukuran Kapal Curah Melalui Pendekatan Statistik." Warta Penelitian Perhubungan 24, no. 6 (May 14, 2019): 518. http://dx.doi.org/10.25104/warlit.v24i6.1036.
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Bulk cargoes have currently increased sharply along with the enhancement of industrial development so as required bulk raw materials such as cement, fertilizers, coal, nickel, and other minerals. Therefore, in line with the market needs, especially in relation to the implementation of Presidential Instruction No. 5 of 2005 on the empowerment of the national shipping industry and Law No. 17 of 2008 on shipping, the urge to build new ships that could replace role of foreign vessels fleet for inter island transport increases. Building a new ship was adapted to the concept of ship design which was closely related to the method of ship development both scientifically and technically. The process of ship dimensions determination became the first things to be done before implementation of ship building process. Ship capacity must be based on the prediction of cargoes to be transported, and for that, statistical method was implemented in this research. Within this method, main ship dimensions obtained i.e. length, width, height, and draught that based on the vessel capacity.Keywords: bulk cargoes incresed, main ship dimensions. Muatan curah saat ini mengalami peningkatan yang cukup pesat sejalan dengan meningkatnya perkembangan industri sehingga membutuhkan bahan baku curah seperti semen, pupuk, batubara, nikel, dan bahan tambang lainnya. Untuk itu, sejalan dengan kebutuhan pasar khususnya dalam kaitan dengan penerapan lnpres 5 tahun 2005 tentang pemberdayaan industri pelayaran nasional dan UU 17 tahun 2008 tentang pelayaran, maka dorongan untuk membangun kapal yang mampu menggantikan peran armada asing untuk angkutan antar pulau di Indonesia semakin besar. Pembangunan kapal disesuaikan dengan konsep perancangan kapal yang erat hubungannya dengan metode pengembangan baik secara ilmiah maupun teknis. Proses pencarian ukuran kapal menjadi hal yang pertama dilakukan sebelum proses pembangunan dilaksanakan. Kapasitas kapal tentunya didasarkan pada prediksi jumlah muatan yang diangkut. Metode yang digunakan adalah metode statistik (statistical methode). Dengan metode ini diperoleh ukuran utama kapal yakni panjang, lebar, tinggi, dan sarat berdasarkan kapasitas kapal yang diinginkan.Kata kunci : peningkatan muatan curah, ukuran utama kapal
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Forman, Ross G. "Coolie Cargoes: Emigrant Ships and the Burden of Representation in Joseph Conrad's Typhoon and James Dalziel's "Dead Reckoning"." English Literature in Transition, 1880-1920 47, no. 4 (2004): 398–428. http://dx.doi.org/10.2487/p13v-x481-01g0-768w.
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Hansen, Jone R., Kjetil Fagerholt, Magnus Stålhane, and Jørgen G. Rakke. "An adaptive large neighborhood search heuristic for the planar storage location assignment problem: application to stowage planning for Roll-on Roll-off ships." Journal of Heuristics 26, no. 6 (August 14, 2020): 885–912. http://dx.doi.org/10.1007/s10732-020-09451-z.
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Abstract This paper considers a generalized version of the planar storage location problem arising in the stowage planning for Roll-on/Roll-off ships. A ship is set to sail along a predefined voyage where given cargoes are to be transported between different port pairs along the voyage. We aim at determining the optimal stowage plan for the vehicles stored on a deck of the ship so that the time spent moving vehicles to enable loading or unloading of other vehicles (shifting), is minimized. We propose a novel mixed integer programming model for the problem, considering both the stowage and shifting aspect of the problem. An adaptive large neighborhood search (ALNS) heuristic with several new destroy and repair operators is developed. We further show how the shifting cost can be effectively evaluated using Dijkstra’s algorithm by transforming the stowage plan into a network graph. The computational results show that the ALNS heuristic provides high quality solutions to realistic test instances.
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Jaffer, Aaron. "“Lord of the Forecastle”: Serangs, Tindals, and Lascar Mutiny, c.1780–1860." International Review of Social History 58, S21 (September 6, 2013): 153–75. http://dx.doi.org/10.1017/s002085901300028x.
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AbstractThis article focuses on the diverse body of seafarers from the Indian Ocean region known as “lascars”. Very little is known about mutiny amongst those employed aboard European merchantmen during the age of sail. Private voyage journals and other sources offer scattered glimpses of demonstrations, strikes, and assaults on officers. Lascars used such tactics to air grievances, resist unpopular orders, and extract concessions from their superiors. They also took part in more serious forms of mutiny, in which they murdered captains, commandeered ships, and expropriated cargoes. The depositions taken in connection with such incidents provide an unparalleled window on to their working lives. Labour intermediaries known as serangs and tindals feature prominently in these various disturbances. The unique position they occupied enabled them to undermine European officers and even depose captains. Their involvement in shipboard uprisings serves as a reminder of the ways in which mutiny could be staged, manipulated, and controlled.
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Grabowski, Martha. "Decision Support to Masters, Mates on Watch, and Pilots: The Piloting Expert System." Journal of Navigation 43, no. 03 (September 1990): 364–84. http://dx.doi.org/10.1017/s0373463300014004.
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Piloting large vessels in increasingly congested waterways is no simple task. As in many ‘decision-making under uncertainty’ scenarios, masters, mates and pilots engaged in piloting are inundated with much information and required to make crucial decisions in real time. Piloting is also an inherently judgmental activity. Pilots and ships' captains invariably develop heuristics for transiting particular waterways. As vessels become larger, cargoes more hazardous, and the waterways more congested, decision aid technology is being considered to improve piloting decision-making. This paper describes one approach to providing improved on-board decision support to masters, mates on watch, and pilots navigating in restricted waters. We discuss (1) the use of cognitive decision aids in piloting, (2) the design of such a decision aid developed for New York harbour, (3) simulator experiments evaluating the expert system, and (4) plans to apply the approach and ‘lessons learned’ to the development of an expert system for tankers transiting the Gulf of Alaska.
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Pearson, Robin, and David Richardson. "Insuring the Transatlantic Slave Trade." Journal of Economic History 79, no. 2 (April 26, 2019): 417–46. http://dx.doi.org/10.1017/s0022050719000068.
Full textAbstract:
One important, but overlooked, risk mitigation device that facilitated the growth of the slave trade in the eighteenth century was the increasing availability of insurance for ships and their human cargoes. In this article we explore, for the first time, the relative cost of insurance for British slave traders, the underlying processes by which this key aspect of the business of slavery was conducted, and the factors behind price and other changes over time. Comparisons are also drawn with the transatlantic slave trades of other nations. As well as analyzing the business of underwriting slave voyages, we have two other objectives. First, we explore the meaning of slave insurance from the perspective of those directly involved in the trade. Was it about insuring lives or goods? Second, we provide new estimates of the importance of the slave trade to U.K. marine insurance. Did the former drive the growth of the latter, as Joseph Inikori has claimed?
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McMillan, Alan D., and Denis E. St. Claire. "Monterey Shells and Trade Copper: A Glimpse into the Early Contact Period from a Nuu-Chah-Nulth Outer-Coast Lookout Site." Canadian Journal of Archaeology 45, no. 1 (2021): 1–19. http://dx.doi.org/10.51270/45.1.1.
Full textAbstract:
The Nuu-chah-nulth of western Vancouver Island used lookout sites on small outer-coast islands to observe the movements of sea mammals and canoes, and later the trading ships arriving with cargoes of new goods. A trench excavated across the upper surface of one such site yielded an artifact assemblage typical of late Nuu-chah-nulth sites, along with radiocarbon dates indicating use over the few centuries prior to contact with Europeans. Three artifacts of introduced materials reveal that this location continued in use into the early decades of contact. Copper and California abalone shells (“Monterey shells”) were two of the earliest and most important trade materials during the maritime fur trade. Indigenous demand was for the raw material, which was re-worked into decorative items of traditional form. The excavation results provide a rare glimpse into this early contact period, with no admixture of later manufactured objects. Ethnohistoric and ethnographic sources provide context to interpret these discoveries.
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Cazalis, Pierre. "Le Saint-Laurent, facteur de localisation industrielle." Cahiers de géographie du Québec 11, no. 23 (April 12, 2005): 327–41. http://dx.doi.org/10.7202/020730ar.
Full textAbstract:
With almost 100 million tons of cargo yearly, of which more than 80 millions pass through Québec ports, the St. Lawrence is an important artery of transport. The fluvial communications System, comprising gulf, estuary, river, and the Great Lakes, extends deep into the north American continent; Duluth, for example, is 2,200 miles from the sea. Although the Seaway has opened the Great Lakes to ocean-going ships, the general increase in tonnage and draught of these vessels has allowed Québec ports, located at the break point between maritimes and Great Lakes traffic, to maintain their privileged position. Nevertheless, transhipment cargoes here are not particularly impressive (about 30 million tons yearly, mainly cereals) if one considers the enormous industrial capacity of the basin; this is because the Great Lakes-St. Lawrence network is in many ways an autonomous unit, essentially continental, and supplied from the interior rather than from the exterior, as is the case of the Rhine basin, for example. In Québec, cargoes originating from « secondary » industries scattered along the river and its tributaries (for example, the Saguenay) are relatively unimportant in terms of tonnage ... only 22 million tons of cargo from these industrial zones pass through Québec ports. Only 3.9% 0of the 6,539 factories located in cities touching on water, and only 13% of the total industrial payroll in these cities, are directly related to the St. Lawrence. This « underuse »of the river can be explained by Québec s industrial structure, geared to the production of consumer goods for local markets ; in contrast, Ontario has much heavy industry tied directly to the St. Lawrence network.
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Xu, Bin, Tao Zhang, Feng Qi Wu, and Zhen Rong Yan. "Fatigue Life Assessment of a Ship Unloader Crane." Advanced Materials Research 945-949 (June 2014): 1086–89. http://dx.doi.org/10.4028/www.scientific.net/amr.945-949.1086.
Full textAbstract:
Ship unloader crane was widely used in transportation, and uploaded or unloaded cargoes from ships, which could influence efficiency and benefits of transportation greatly. In order to improve the reliability and safety, and decrease its risk in working flow, a method of fatigue life assessment was proposed in this paper. According to related standards and properties of risk, finite element method and experimental stress analysis were integrated to assess the working condition of a ship unloader crane. Finite element models of primary structures subjected to loads were built to achieve dynamic properties, which could supply a basic reference to experiment and guidance to locate the tested positions. Afterwards, wireless dynamic resistance strain-gauges were adopted to execute static and dynamic stress, and the tested results combined with finite element analysis were applied to strength analysis. Based on nominal stress and Miner principle, rainflow method was developed to fatigue life assessment of this ship unloader crane. The final results indicated that residual life of this crane was 4.67 years.
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Levin, Martin D. "Shipboard Controlled Atmosphere Plants: Selection, Installation, and Operation." Marine Technology and SNAME News 32, no. 02 (April 1, 1995): 141–46. http://dx.doi.org/10.5957/mt1.1995.32.2.141.
Full textAbstract:
The increasing demand for marine transportation of agricultural produce under controlled atmosphere (CA) conditions is leading owners of refrigerated ships to provide permanently installed on-board nitrogen generating plants and atmosphere control systems. The selection of the shipboard CA gas generating plant must take into account the vessel type, the cargoes to be carried, and the range of controlled atmosphere conditions to be achieved for different commodities. The shipboard CA gas generating plant can be situated on the ship's weather deck, installed in the vessel's main or auxiliary machinery spaces, located in a separate CA compartment, or a combination of these options. Ventilation of all spaces containing CA generating equipment and pipelines, combined with atmosphere monitoring and alarms, and safety training of all concerned personnel, provides an acceptable level of safety. Experience with installation and operation of shipboard CA systems demonstrates that, with careful attention to sealing of the cargo spaces, proper equipment selection and installation in accordance with classification society guidelines, a successful shipboard CA installation can be achieved.
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Wykle, Kenneth R., Isaac Maya, Richard A. Myers, Thomas A. Remus, and J. Richard Williams. "High-Speed Sealift/Agile Port Operational Concept." Transportation Research Record: Journal of the Transportation Research Board 1620, no. 1 (January 1998): 34–42. http://dx.doi.org/10.3141/1620-06.
Full textAbstract:
How might emerging High-Speed Sealift (HSS) operating in conjunction with Agile Ports (AP) enhance Department of Defense (DOD) power-projection capability? The goal is to develop a concept for how a combination of HSS ships and Agile Ports, operating in concert with complementary technologies, focused logistics, and advanced management information systems, may be applied by the DOD to accelerate the movement of high-priority cargo to crisis and conflict locations. The capability sought is rapid entry into a theater of operations in support of missions requiring the projection, employment, and sustainment of forces across the entire spectrum of military operations: deterrence, Operations Other Than War (OOTW), or war. HSS ships can perform critical delivery tasks that will allow U.S. forces to increase their operational and logistical flexibility. For example, an appropriately configured HSS ship has the potential to assist the halting and build-up phase by transporting cargo that is normally moved by air, but is prevented from doing so by aircraft shortages or in-theater airfield constraints; transporting equipment and materiel for an Airborne Battalion Task Force (BTF) to an Intermediate Staging Base (ISB), or transporting to the theater of operations the equipment and cargoes of a Light Infantry BTF or an Air Assault BTF; or transporting during surge critical resupply items with early Required Delivery Dates (RDDs), such as Class V (ammunition), Class VIII (medical), or Class IX (repair parts). The incorporation of AP technologies into the coordinated commercial and defense transportation systems provides a superb complement to the overall value of HSS. In addition, Agile Ports significantly enhance and supplement conventional sealift by providing a conduit for the incorporation of next-generation technologies supporting both DOD mobility and the general efficiency of commercial shipping.
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Appleby, John C., and Mary O'Dowd. "The Irish admiralty: its organisation and development, c. 1570-1640." Irish Historical Studies 24, no. 95 (May 1985): 299–326. http://dx.doi.org/10.1017/s0021121400034234.
Full textAbstract:
There were two main concerns of Tudor and Stuart governments in relation to the sea surrounding the coast of Ireland. First, and most important, there was the need to defend it from hostile ships belonging to England's enemies. This involved the security of England as much as Ireland and, throughout the sixteenth and seventeenth centuries, was usually controlled by the admiralty establishment in London. The setting out and supervision of ships to defend the Irish and English coasts was rarely delegated to an Irish authority. The second concern was the administration of the law maritime in Ireland. The law maritime included within its jurisdiction all crimes committed at sea or on the coast such as the seizure and robbing of ships by pirates and other sea-rovers, as well as cases involving death aboard ship, seamen's wages, salvage, wreck, damage by collision at sea, and other disputes involving the sea or the men who earned their living from it. In the medieval period such matters were often dealt with in the courts of chancery and exchequer, but in the later middle ages a separate admiralty court emerged in England where the civil maritime law was practised. The existence of the court, however, remained shadowy until it was enlarged and established on a permanent basis in the 1530s. At the same time, procedure in the court was simplified by the passing of an act which allowed for the prosecution of crimes at sea by special commissions according to common law.
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Donnelly, Joe. "An Open Economy: The Berwick Shipping Trade, 1311–1373." Scottish Historical Review 96, no. 1 (April 2017): 1–31. http://dx.doi.org/10.3366/shr.2017.0312.
Full textAbstract:
The argument of this paper is that studies of an earlier world have something to tell modern political economy about the way economies develop and that, while history must draw on economic insights, economics ought not to be a science without time. The paper generalises from one sphere of trade, known from the Berwick ‘particulars of custom’, to national income, which can be estimated (or guessed at) from ecclesiastical taxations. Where studies of medieval Scotland have taken a distinctly theoretical, legal turn, it may do no harm to discuss the practicalities of concrete economic evidence: cargoes, merchants, ships, sailors and so on. The mechanics of customs administration can also be followed in the particulars. The taxations suggest that the immediate demand-side impacts of the export trade had longer-term supply-side effects, as landlords developed their sheep farming interests. The export trade tied in with foreign taxations, generating funds for transmission overseas. The opening of the economy had the potential for the usual multiplier effects but these were counter-balanced by selfish, and hugely damaging, English interference in Scotland's trade in Europe. Fourteenth-century Scots put up stiff resistance but could not entirely escape the tribulations brought on their heads by English decisions.
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Malisan, Johny. "Analisis Dampak Penerapan Asas Cabotage Terhadap Peningkatan Daya Saing Lembaga Klasifikasi Nasional Studi Kasus Wilayah Kepulauan Riau." Warta Penelitian Perhubungan 22, no. 12 (December 31, 2010): 1319–34. http://dx.doi.org/10.25104/warlit.v22i12.1162.
Full textAbstract:
Commitment to implement cabotage principle has been initiated bij Presidential Instmction No. 5 /2005 on the Empowennent of Domestic Shipping Industnj and strengthened biJ I.mu No. 17 of2008on Shipping. 171is gives a positive impact to increase activities of domestic ship classification. Itsgrawth is also supported biJ a number of foreign classifications which also operate in Indonesia.177e implementation of cabotage principle is not just related to crews and cargoes on board, but also tothe obligation of vessel class to national classification. Activities of ship classifications are to registerand collect physical and tedmical of ship, ownership and flag entitle to fly in order to promote safehJand seaworthiness aspects. Currently national classification has registered abaut 90 % of tl7e totalIndonesian flag ships. But t11e problem that still appeared is less confident anwng ship-owners andinsurance to tl7e result of national classification.As a consequence there is no equalihJ with other similar international classification bodies. Therefore,analysis and evaluation of the impact occurred for national ship classification in line with cabotageprinciple stated in Presidential Instruction No. 5 / 2005. Selected location of SUrvetj is Riau Islands onthe consideration that tl7e number of shipiJards (national and foreign) operating there are more thanotl7er region and also number of ship calls tend to increase.
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Sawhill, Steven G., and Claes Lykke Ragner. "Shipping nuclear cargo via the Northern Sea Route." Polar Record 38, no. 204 (January 2002): 39–52. http://dx.doi.org/10.1017/s0032247400017289.
Full textAbstract:
AbstractThe commercial nuclear industry is considering the Northern Sea Route (NSR) as an alternative transit route for shipments of radioactive material between Europe and Japan, and as an import$sol;export route for shipments into and out of Russia. Technologically, the NSR is a practicable route, and factors that currently make it uneconomical for most commercial cargoes do not generally apply to nuclear ones. A shorter route between Europe and Japan may reduce operating costs and could enhance the safety and security of nuclearmaterial. Shippers are also attracted by the prospect of reducing political opposition along current routes. These advantages are offset by the cost of building specialised ships, uncertainties associated with Russia and its icebreaker fleet, and uncertainties regarding the risk and effects of a severe transport accident involving radioactive material. The likelihood of using the NSR for nuclear transport remains uncertain. Transit use is unlikely without a basis for long-term transport between Europe and east Asia. Russia's plans to expand its nuclear services industry are not dependent on using the NSR: the Arctic alternative via the port of Dudinka is only one of several suggested routes. Whether it is selected will depend upon whom Russia gains as customers and whether it provides the most convenient, cost-efficient option.
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Hicks, Mary E. "Financing the Luso-Atlantic Slave Trade, 1500–1840." Journal of Global Slavery 2, no. 3 (2017): 273–309. http://dx.doi.org/10.1163/2405836x-00203004.
Full textAbstract:
Between 1500 and 1840, ships under Portuguese colors embarked more than 5 million enslaved men, women and children from the coasts of Africa. Despite its position as the preeminent slave trading empire in the Atlantic World, no studies have systematically traced the evolution in maritime investment practices in Portugal and its American colonies which propelled this massive forced transportation of captive Africans. Beginning with Portuguese merchants’ earliest forays into Atlantic trade, on the West African island of Cabo Verde in the fifteenth century, maritime cargoes were collectively owned through the distribution of small shares. Drawing on medieval Mediterranean precedents, these collective, legally constructed partnerships opened early transoceanic trading opportunities to a diverse group of traders, colonists, and mariners, creating a decentralized mercantile trade which diffused profits throughout slave trading communities. Slaving merchants in Salvador da Bahia adopted this collectivist model of investment by the early eighteenth century, converting commercial disadvantages into a prosperous and durable trade which wove together the economic interests of a heterogeneous cross-section of Salvador’s inhabitants—including merchants, their families and slaves, and mariners—within the business of slaving. This article traces the persistence of this financial strategy, and argues that it enabled the longevity of the transatlantic slave trade in Salvador.
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Dam G., Oscar. "Comparative study on the un test n` 5 application on cargoes that emit flammable gases similar to dri c that requires ventilation." Athenea 1, no. 1 (September 26, 2020): 41–51. http://dx.doi.org/10.47460/athenea.v1i1.5.
Full textAbstract:
This technical note summarizes a technical comparison of common testing procedures, as well as reviewed of the UN Test N` 5, for the assessment of the self-heating properties of cargoes and materials that has shown a clear trend on maritime fire and explosions events, as well as considering of external factors that can combine self-heating and emit flammable gases to conclude in an unlikely event affecting the security of crews and ships. A high understanding of the external factors effect on the cargo materials certainly will help the application of spontaneous reactions management actions (SRMA) on board of ships during the cargo sea passage. The intended comparison is based on laboratory, industry and field observations and data, whereas the among the external factors considered are, moisture content, stockpile procedure and aging, air velocities and moderate pressures internal and externally to the cargo material. The comparison results have shown that the self-heating and the flammable gas emissions has a common pattern when reacting with any oxygen available source, regardless the reactive material chemical composition.
Keywords: reactive materials, self-heating, self-ignition, direct reduced iron fines, materials handling, UN test N` 5, maritime safety, spontaneous reactions, risk management. IMSBC Code , IMO.
References
[1]A. M. DeGennaro, M. W. Lohry, L. Martinelli, C. W. Rowley. Uncertainty Quantification for Cargo Hold Fires. Princeton University, Princeton, NJ, 08540, USA. American Institute of Aeronautics and Astronautics.
[2]L.L.Sloss Assessing and Managing Spontaneous Combustion of Coals. IEA Clean Coal Center (CCC 259). Oct. 2015.
[3].A. Janes, G Marlair, D Carson, j. Chaneausx. Towards the improvement of UN Test N1 5 Method for the characterization of substances which in contact with water emit Flammable Gases. Journal of Loss Prevention in the Process Industries. Elsevier 2012, 25 (3), pp 524-534.
[4]G. Rouget, B. Majidi, D. Picard, G. Gauvin, D. Ziegler, J. Mashreghi, and H. Alamdar. Electrical Resistivity Measurement of Petroleum Coke Powder by Means of Four-Probe Method. Metallurgical and Materials Transactions B. Vol. 48B, Oct. 2017-2543.
[5]Y. Rubiela Hernández Puerto, M.Triviño Restrepo. El coque metalúrgico aplicado a protección catódica (Metallurgia coque applied to catodic protection). Revista del Instituto de Investigaciones FIGMMG. Vol. 10, Nº 20, 60-67 (2007) UNMSM I.
[6]S. Narayan Jha, K. Narsaiah, A.L. Basediya, R.Sharma, P. Jaiswal, R. Kumar, and R. Bhardwaj. Measurement techniques and application of electrical properties for nondestructive quality evaluation of foods—a review. Food Sci Technol. 2011 Aug; 48(4): 387–411.
[7]R. Fontes Araujo, J. Batisa Zonta, E. Fontes Araujo, E. Heberle, E, F. Miranda Garcia Zonta. Teste de Conductividade Eletrica para Smentes de Feijao Mungo Verde 1. Rev. Brasikleira de Sementes, Vol. 33, N` 1, pp123/130, 2011.
[8]P.A. Eidem. Electric Resistivity of Coke Beds. PhD Thesis. Norwegian University of Science and Technology Faculty of Natural Sciences and Technology Department of Materials Science and Engineering. Tronheim Oct. 2008.
[9]N. Birks, et.al. - Mechanism in Corrosion Induced Auto-ignition of Direct Reduced Iron. Materials Science and Engineering Department, University of Pittsburgh.
[10]Monitoring Implementation of the Hazardous and Noxious Substances Convention. Report on incidents involving HNS. Submitted by the United Kingdom. IMO 85th Session, Agenda item 5- LEG 85/INF.2, 19 September 2002.
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Zhao, Wenxuan, Wei Ye, Qianru Zhang, and Xu Zhang. "Simulations on arrangements of induced jet-fans as auxiliary ventilation for a mechanical ventilated space with openings." E3S Web of Conferences 111 (2019): 01036. http://dx.doi.org/10.1051/e3sconf/201911101036.
Full textAbstract:
Underground garages, indoor stadiums, or more commonly used seagoing ships, can be used as large multi-purpose spaces, which are suitable for the carriage of a wide range of cargoes, as well as evacuation of people at overseas. The indoor environment in a multi-purpose cabin usually varies, in terms of pollutant emissions, hazardous levels and the corresponding ventilation requirements. A possible solution, in addition to a single regular HVAC system, is to use multiple induced jet fans. However, to pre-determine a universal design of fans, e.g., numbers, locations, directions, angles and flowrates, etc., may not be practical. In this preliminary work, methods to design the auxiliary ventilation system were discussed. The heat sources are located in the four corners on the floor. CFD method is used to further study the effects of six regular and four irregular arrangements of a 2×2 array of fans on local heat dilution with or without natural ventilation (e.g., additional openings in the space). Heat exhaust efficiency is used to evaluate the effects of different arrangements of fans on local heat dilution. The results show that adjustable ventilation using induced fans would be useful to provide various airflow distribution for a large space and the dilution of the heat can be improved and the areas of high temperature inside the space can be reduced. Furthermore, the heat exhaust efficiency would be higher and the induced fans have a more significant effect, especially when additional natural ventilation is available.
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Houghton, David Patrick. "Spies and Boats and Planes: An Examination of U.S. Decision-Making during the Pueblo Hostage Crisis of 1968." Journal of Cold War Studies 17, no. 4 (October 2015): 4–40. http://dx.doi.org/10.1162/jcws_a_00595.
Full textAbstract:
Hostage crises almost always involve a tradeoff between the “national honor”—bound up with national identity and a sense of self-esteem—and the desire to get hostages back safely and without loss of life. This was certainly the case in 1968, as President Lyndon Johnson and his advisers agonized over the crew of the USS Pueblo, which had been seized by North Korea while on an intelligence-gathering mission at the height of the Cold War. Such episodes also commonly lead to a frantic search for historical analogies and policy options that will attain one objective or another. Various historical analogies influenced the deliberations of U.S. policymakers as they looked beyond cases involving the seizure of intelligence-gathering ships to other types of hostage incident involving U.S. helicopters and spy planes. They gradually pieced together a solution to the problem at hand, much as one would a jigsaw puzzle.
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Батанина, Е. А., and О. Л. Домнина. "Assessment of the possible amount of harm in case of emergency discharges of bulk cargo from ships." MORSKIE INTELLEKTUAL`NYE TEHNOLOGII), no. 3(53) (August 27, 2021): 192–99. http://dx.doi.org/10.37220/mit.2021.53.3.036.
Full textAbstract:
При прогнозировании последствий аварий с участием транспортных судов существует необходимость в получении оперативных оценок размера вреда и длительности воздействия загрязняющих веществ в водных объектах для определения уровня реагирования и разработки защитных мероприятий. Наибольшую экологическую опасность представляют сбросы следующих грузов: удобрений, нефтепродуктов, соли, соды, серы, угля. В статье решается задача по определению возможного размера вреда при аварийных сбросах не нефтеналивных грузов с судов в Волжском бассейне внутренних водных путей. Для этого создана база данных по транспортным происшествиям с участием сухогрузных судов за период наблюдения с 2007 по 2018 гг., выполнено определение гидрологических условий распространения загрязняющих веществ и оценка их концентраций в воде для расчета длительности воздействия. Методика оценки возможного размера вреда водным объектам при сбросе сыпучих грузов при транспортных происшествиях основывается на учете агрессивности ингредиентов различных видов грузов и условных вероятностей их сброса, времени и места сброса, длительности воздействия. В результате выполненных исследований разработано математическое описание для оценки возможного размера вреда водным объектам от сбросов сыпучих грузов при транспортных происшествиях; создана классификация участков концентрации транспортных происшествий по уровню возможного размера вреда водным объектам при сбросе сыпучих грузов; получено уравнение связи размеров вреда при сбросе сыпучих грузов и грузоподъемности судна (массы сброса). When predicting the consequences of accidents involving transport vessels, there is a need to obtain operational estimates of the amount of harm and the duration of exposure to pollutants in water bodies to determine the level of response and develop protective measures. The greatest environmental hazard is posed by the discharges of the following cargoes: fertilizers, oil products, salt, soda, sulfur, coal. The article solves the problem of determining the possible amount of harm in case of emergency discharges of non-oil cargo from ships in the Volga basin of inland waterways. For this, a database on transport accidents involving dry cargo vessels was created for the observation period from 2007 to 2018, the hydrological conditions of the spread of pollutants were determined and their concentrations in water were estimated to calculate the duration of exposure. The methodology for assessing the possible amount of harm to water bodies during the discharge of bulk cargo in transport accidents is based on taking into account the aggressiveness of the ingredients of various types of cargo and the conditional probabilities of their discharge, the time and place of discharge, and the duration of exposure. As a result of the research carried out, a mathematical description was developed to assess the possible extent of damage to water bodies from discharges of bulk cargo during transport accidents; a classification of areas of concentration of traffic accidents was created according to the level of possible damage to water bodies during the discharge of bulk cargo; an equation was obtained for the relationship between the size of damage during the discharge of bulk cargo and the carrying capacity of the vessel (discharge mass).
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Churchill, Robin. "Dispute Settlement in the Law of the Sea: Survey for 2019." International Journal of Marine and Coastal Law 35, no. 4 (September 7, 2020): 621–59. http://dx.doi.org/10.1163/15718085-bja10037.
Full textAbstract:
Abstract This is the latest in a series of annual surveys in this Journal reviewing dispute settlement in the law of the sea, both under Part XV of the UN Convention on the Law of the Sea and outside the framework of the Convention. It covers developments during 2019. The most significant developments concerned the International Tribunal for the Law of the Sea (ITLOS). It delivered its judgment in the M/V Norstar (Panama v. Italy) case (concerning bunkering on the high seas and the scope of non-flag State prescriptive jurisdiction over vessels); made two provisional orders – in the Detention of Three Ukrainian Naval Vessels (Ukraine v. Russia) and San Padre Pio (Switzerland v. Nigeria) cases, both concerned with the alleged unlawful seizure and detention of ships; and was seized of two new cases. In addition, an arbitral tribunal made an award of reparation in the Duzgit Integrity (Malta v. São Tomé and Príncipe) case.
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Jones, Stephanie. "Maritime piracy and the cost of world trade*." Competitiveness Review 24, no. 3 (May 13, 2014): 158–70. http://dx.doi.org/10.1108/cr-02-2013-0008.
Full textAbstract:
Purpose – The aim of this study is to determine the nature and extent of the threat of global maritime piracy. The cost of global piracy has been estimated at USD15-25 billion, reaching an all-time high in 2011, remaining an ongoing threat to world trade and contributing to high commodity costs. Design/methodology/approach – Based on a literature review of formal and informal published sources, this exploratory and diagnostic article attempts to approximately quantify global piracy in terms of pirate activity worldwide and shipper response, and looks at global trends and some tentative economic implications. Findings – The overall findings are inconclusive due to unreliable and piecemeal data, but global piracy clearly impacts goods carried by sea. The piracy problem may be estimated in terms of ships and crew affected, ransoms paid, the impact on specific commodities in terms of cargoes carried and cost implications of pirate-avoiding rerouting. Practical implications – Pirates are getting rich, but their compatriots are poorer than ever. Countries desperate for international aid are corruptly laundering pirate ransom income and continuing to support pirate warlords. Prices are continuing to rise for consumers in all countries. Solutions to the piracy problem remain elusive, and are considered in a follow-up article, Maritime piracy – the challenge of providing long-term solutions. Originality/value – Most articles in this field consider specific piracy incidents in particular locations, without an overall analysis of the impact on world trade as a whole. There is a gap in the literature for an up-to-date, analytical study of maritime piracy worldwide.