Relevant bibliographies by topics / Ship-owner

Contents

  1. Journal articles
  2. Dissertations / Theses
  3. Books
  4. Book chapters
  5. Conference papers

Academic literature on the topic 'Ship-owner'

Author: Grafiati
Published: 4 June 2021
Last updated: 5 February 2022

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Journal articles on the topic "Ship-owner"

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Paramita, Kartika. "Tort Claim under the Ship Time Charter: The Perspective of Indonesian Law." Fiat Justisia: Jurnal Ilmu Hukum 15, no. 3 (June 29, 2021): 233–54. http://dx.doi.org/10.25041/fiatjustisia.v15no3.2089.

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During a cargo carriage by sea under the time charter scheme, there can be a situation where the Ship-owner of the vessel does not have a contractual relationship with the cargo owner. This situation could happen when the charterer becomes the contractual carrier under the bill of lading instead of the Ship-owner. In that given scenario, if cargo damage occurs, the cargo owner can submit a tort claim against the Ship-owner. Indonesia never ratifies an international convention in the field of carriage of goods by sea. Suppose the given scenario happens without the incorporation of the Charter party or the provision of any international convention into the bill of lading, a tort claim will become a choice for the cargo owner to ask the Ship-owner's liability. It is the purpose of this article to analyze how Indonesian laws will examine a tort claim and how the Ship-owner will construe his defense in the field of carriage of goods by sea. The writing finds that Indonesia Commercial Code provides a legal basis for a cargo owner's tort claim against the Ship-owner. However, it needs further discussion to set the relationship status among the Ship-owner, the time-charterer/contractual carrier, and the cargo owner under Indonesian laws and regulations.
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Metz, Alessandro, Michael Hardt, and Sandro Mezzadra. "From Social Worker to Social Ship Owner." South Atlantic Quarterly 119, no. 1 (January 1, 2020): 176–81. http://dx.doi.org/10.1215/00382876-8007865.

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In this article, Michael Hardt and Sandro Mezzadra interview Alessandro Metz, social worker and “social” owner of the ship Mare Jonio, which seeks to aid and protect migrants during increasingly perilous Mediterranean Sea crossings. Metz explores the relation between social work and political activism, with particular emphasis on the writings of Franco Basaglia.
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Huang, Jie. "Odyssey's Treasure Ship: Salvor, Owner, or Sovereign Immunity." Ocean Development & International Law 44, no. 2 (April 2013): 170–84. http://dx.doi.org/10.1080/00908320.2013.750983.

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Stevan, Paul, Triwilaswandio Wuruk Pribadi, and Sufian Imam Wahidi. "Computer-Based Android Application for Vessel’s Condition Survey by Owner Surveyor." Applied Mechanics and Materials 874 (January 2018): 165–73. http://dx.doi.org/10.4028/www.scientific.net/amm.874.165.

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Ship condition survey is a survey conducted by an Owner Surveyor for reporting the actual condition of the ship and parts. Presently, the condition survey is still done manually that Owner Surveyor has to survey based on survey list which is published by the ship’s owner company. The survey result will be presented in the form of a report, which will be submitted to ship’s owner as consideration for doing repair and maintenance. The survey process which done presently is not effective and many Owner Surveyors have not sufficient knowledge and experience, and also the process of presenting a survey report which takes a long time. This project was implemented by built an android-based computer application that can assist an Owner Surveyor in the process of a condition survey. This application containes of survey list, survey review, updating survey, and several menus to facilitate Owner Surveyor in the condition survey. This application has been tested by a few respondents who have experience in surveying ships and who have an educational background of naval architecture and shipbuilding engineering. This test was done in the form of a questionnaire aimed to determine the respondents assessment of this application. From the results of the questionnaire could be concluded that the application is very useful in supporting ship condition survey.
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Alexandro, Vicky Hanggara, and Mety Rahmawati. "PERTANGGUNGJAWABAN PIDANA TERHADAP KECELAKAAN KAPAL AKIBAT TIDAK LAIK LAUT." Jurnal Hukum Adigama 1, no. 2 (January 30, 2019): 774. http://dx.doi.org/10.24912/adigama.v1i2.2913.

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Sea voyage is an important part for an archipelagic country like Indonesia to fulfill the people needs, either it’s the main needs or supporting needs. The use of ships in Indonesia should be the main attention. Indonesia has regulate Undang-Undang Nomor 17 Tahun 2008 tentang Pelayaran, and many more regulations that regulate all matters relate to water transportation for goods and people. In practice of the law and the regulations that regulate the function and duty for each parties along with their responsibilities, that either directly related or not in the ship’s operation. However, it doesn’t create a secure and controlled conditions with the result that many ships in Indonesia are drowned, burn out, crash that casualties have taken many life as happened to KM Zahro Express, were drowned because the ship was not seaworthy to be operated, nevertheless the captain still sailed the ship, in this case the caption is blamed for, but in terms of seaworthy, not only the caption that is responsible but also the ship owner and the syahbandar take parts of the responsibilities. The questions which arise from this case is that how is the criminal liability of the ship owner towards a ship accident? The method that is being use in this study is normative research method and strengthened with data and interviews. Study data shows that in ship accident not only the caption that is responsible but also the syahbandar and the ship owner have the same responsibilities for the ship accident.
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Galor, Wiesław. "Determination of Dynamic Under Keel Clearance of Maneuvering Ship." Journal of Konbin 8, no. 1 (January 1, 2008): 53–60. http://dx.doi.org/10.2478/v10040-008-0100-0.

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Determination of Dynamic Under Keel Clearance of Maneuvering Ship The safety of navigation of a ship manoeuvring within port waters mainly depends on its under keel clearance (UKC). Mainly UKC depends on water level change, squatting of moving ship and heeling and wave response. The effect of these components will be determined currently than such UKC is called as dynamic under keel clearance. The paper presents an analysis of certain components of UKC to maximise of ship draft and thus to achieve the economic benefit to port and ships owner.
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Yifan, Shen, Zhao Ning, and Mi Weijian. "Group-Bay Stowage Planning Problem for Container Ship." Polish Maritime Research 23, s1 (October 1, 2016): 152–59. http://dx.doi.org/10.1515/pomr-2016-0060.

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Abstract Stowage planning is the core of ship planning. It directly influences the seaworthiness of container ship and the handling efficiency of container terminal. As the latter step of container ship stowage plan, terminal stowage planning optimizes terminal cost according to pre-plan. Group-Bay stowage planning is the smallest sub problem of terminal stowage planning problem. A group-bay stowage planning model is formulated to minimize relocation, crane movement and target weight gap satisfying both ship owner and container terminal. A GA-A* hybrid algorithm is designed to solve this problem. Numerical experiment shown the validity and the efficiency.
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Nur Rohmah, Adhi Pratistha Silen, and Yusuf Sutrisno. "MEKANISME REPLACEMENT CREW KAPAL GUNA MEMPERLANCAR CREWING MANAGEMENT DI PT. JASINDO DUTA SEGARA." Dinamika Bahari 8, no. 1 (October 31, 2017): 1918–29. http://dx.doi.org/10.46484/db.v8i1.67.

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Diketahui bahwa replacement crew adalah kegiatan yang sangat penting terhadapkelancaran crewing management pada perusahaan crew manning agency. Dari hal tersebut,maka penulis tertarik untuk meneliti tentang “Mekanisme Replacement Crew Kapal gunaMemperlancar Crewing Management di PT. Jasindo Duta Segara”. Penelitian ini menggunakanmetode deskriftif kualitatif dengan mendeskripsikan secara terperinci mekanisme replacementcrew kapal dalam menunjang crewing management di PT. Jasindo Duta Segara.Hasil penelitian menunjukkan kendala-kendala yang dihadapi adalah control waiting listbelum rapi, permintaan crew menddadak, pengarsipan dengan sistem manual dan sedikitnyaminat crew bekerja pada perusahaan Korea. Upaya yang dilakukan adalah dengan mengupdatewaiting list crew secara teratur, membuat kebijakan baru kepada ship owner, pengarsipandengan sistem komputerisasi dan menyakinkan kepada crew kapal mengenai keuntunganbekerja pada perusahaan Korea dan memberikan masukan ke ship owner sebagai bahanevaluasi.
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Ζαχαριάδου, Ελισάβετ Α. "Στην Πάτμο το δέκατο έκτο αιώνα. Ο καραβοκύρης κι επιχειρηματίας Διάκος της Κρητικής." Gleaner 28 (December 30, 2011): 65. http://dx.doi.org/10.12681/er.128.

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ΙΝ PATMOS IN THE 16th CENTURY <br />Diakos, Son of Kritikis, Ship-owner and Businessman<br /><br /><br />It is well-established that the island of Patmos was prosperous and thriving by the end of the 16th century. This article examines the case of a successful ship-owner and entrepreneur from Patmos, who can be considered as a representative of this period: with his business connected to the sea, his relations with the Ottoman authorities, his wealth and his attachment to the Greek-Orthodox faith. Although he became somehow an almost legendary figure, his will, preserved in the archive of the Monastery of Patmos, reveals his approach to thought and action.<br /><br />ELISABETH A. ZACHARIADOU<br />
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Łosiewicz, Zbigniew, and Dariusz Pielka. "Application of artificial intelligence in the process of supporting the ship owner's decision in the management of ship machinery crews, in the aspect of shipping safety." AUTOBUSY – Technika, Eksploatacja, Systemy Transportowe 19, no. 12 (December 31, 2018): 121–25. http://dx.doi.org/10.24136/atest.2018.367.

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The article discusses the problem of the impact of crew competence level, including ship's engine crews on the amount of operational losses and the occurrence of failures. Errors made at a higher decision level generate serious consequences as a result of incorrect decisions in the operation of the ship, including loss of the ship. A higher level of qualification decreases the probability of improper operation of the ship while increasing the level of safety of navigation, which the ship is a participant. Expert systems are a modern tool that can help and automate decision making at sea, how to assist ship owners in the selection of competent deck and machine crews. In the article, an example of the possibility of using artificial intelligence was presented as an expert system, designed to support the ship-owner in the management of ship machinery crews in the aspect of shipping safety.
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Dissertations / Theses on the topic "Ship-owner"

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Milonas, Kristoffer. "Essays in Empirical Finance." Doctoral thesis, Handelshögskolan i Stockholm, Institutionen för Finansiell ekonomi, 2015. http://urn.kb.se/resolve?urn=urn:nbn:se:hhs:diva-2324.

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This thesis contains three self-contained chapters, covering different subjects but using similar methods: The Effect of Foreclosure Laws on Securitization: Evidence from U.S. States shows that mortgage loans are less likely to be securitized in states with costlier foreclosure procedures. I interpret this in light of prior literature showing a higher foreclosure risk for securitized loans, due to unwillingness to renegotiate by the agents working on behalf of investors. Moreover, the magnitude of the effect increases for loans with higher risk of default, and disappears for loans where state foreclosure laws usually do not apply. Do daughters make family firms more sustainable? studies listed companies with a family owning a large block of shares, and asks how the family composition affects the company’s policies. Creating a novel Swedish data set, I find that environmental performance improves when the family has more daughters. The effect does not seem to operate through more adult daughters leading to more female CEOs or board members, or through the appointment of family members as CEOs. Bank taxes, leverage and risk uses staggered changes in US state-level bank taxation, and documents an increase in leverage when taxes are raised. Banks partly dampen the effect by adjusting their Tier 2 capital (a lower-quality form of regulatory capital that is less able to absorb losses), and by reducing the risk on the asset side of the balance sheet as measured by regulators.

Diss. Stockholm :  Stockholm School of Economics, 2015. Introduction together with 3 papers

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Butaeye, Étienne. "La maîtrise des compétences de l'équipage du navire marchand pour la prévention des dommages : une prérogative de l'armateur." Thesis, Aix-Marseille, 2019. http://www.theses.fr/2019AIXM0169/document.

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La complexité de la conduite du navire marchand impose aux opérateurs d’avoir de nombreuses connaissances dans différents domaines. La standardisation de la formation maritime au niveau international par la convention STCW est un élément qui participe à garantir de leur capacité à conduire l’expédition maritime. Mais il n’est pas suffisant. L’armateur est l’acteur clé dans ce domaine. Son investissement dans le maintien et le développement des connaissances techniques, dans l’encadrement de l’exploitation du navire et dans la mise en place d’une stratégie de gestion des facteurs humains adaptée, est déterminant pour maîtriser les compétences de son personnel navigant et prévenir les dommages qui résulteront de leurs erreurs. Il est très intéressant de constater que le droit maritime tient compte de cet investissement pour déterminer le régime de responsabilité civile auquel l’armateur sera soumis lorsqu’il devra répondre des actes dommageables de ses préposés. Son implication dans la mise en place de stratégies de gestion humaine adaptées lui permettra d’accéder à de larges aménagements ou exonérations de responsabilité. Le régime très protecteur dont il bénéficie sera en revanche progressivement levé, en fonction des manquements personnels retenus à son encontre. Le droit maritime participe donc, d’une certaine manière, à responsabiliser les armateurs. La réalité est en fait plus nuancée car les difficultés pour lever ce régime spécifique sont nombreuses. Les protections qui lui sont accordées pourront alors apparaître comme un facteur démobilisant dans l’objectif de maîtriser l’élément humain, pourtant essentiel pour la sécurité maritime
The complexity of operating a vessel requires that crew members have in depth knowledge in a wide variety of areas. The International maritime training that has been standardized by the STCW convention is one of the elements that helps to guarantee their ability to make the maritime expedition a success. But it is not enough. The shipowner is the key actor in this area. His personal investment to maintain and develop technical knowledge, to supervise vessel operation and to implement an appropriate human factor strategy, is crucial for controlling the competencies of his crew to prevent potential damages that could result from human errors. It is very interesting to see that maritime law considers this investment in determining the civil liability regime to which shipowners will be subject for the damages caused by negligence of his crew. His involvement in implementing efficient human strategies will allow him to benefit from wide exemptions or limitation of liability. The very protective civil liability regime he enjoys will nevertheless be lifted, at least partially, for his own omissions that contribute to the damage. Maritime law therefore encourages, in a certain way, shipowners to get involved in vessel crewing. The reality is actually more nuanced because the difficulties to lift this specific regime are various. The protections that are granted to a shipowner will then appear to be a demobilizing factor in controlling the human element, which is essential for maritime safety
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Wilkins, Frances. "The old ship of Zion singing in Evangelicalism in North-East and Northern Isles Scottish coastal communities, 1859-2009 /." Thesis, Available from the University of Aberdeen Library and Historic Collections Digital Resources, 2009. http://digitool.abdn.ac.uk:80/webclient/DeliveryManager?application=DIGITOOL-3&owner=resourcediscovery&custom_att_2=simple_viewer&pid=25878.

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CHEN, YI-HUA, and 陳宜樺. "The Influential Factors Analysis of Foreign Ship Owner Select Shipping Agent in Taiwan." Thesis, 2018. http://ndltd.ncl.edu.tw/handle/v9bx6y.

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碩士
國立高雄海洋科技大學
航運管理研究所
106
Taiwan is an island country and the most major economic activities resources rely on shipping. Accord to Taiwan Shipping Act, the ship owners from worldwide shall delegate an authorized agent for assisting them to handle their cargo delivery, passenger transportation or seamen caring during their vessel in our commercial ports. In order to study the decision-making factors about the ship owners how to select their agent in Taiwan. This research will find out those important facts of agent selecting though the literature review and the operation of current shipping agents. By questionnaire survey we will finger out the main decision-making factors when the ship owners of different type of the ship select the agent, and it may provide shipping agents reference on their business adjustment or marketing segment. The conclusion of this research show that, when the foreign ship owner select the agent in Taiwan, the most important factor of decision-making the agent is “be familiar with shipping business and operation process in local commercial port”, the second factor is “attach importance to the right of the ship owner and relationship between the agent and the ship owner”, the third factor is “the agent staff possess specialized knowledge”. In the research, we find it is a bonus option but considering for the ship owner about the agent provide additional business information and other services, and the old name shipping agent will not take any advantage in competitive. Obviously, the agent who has professional services is more attractive than the experienced. If the shipping agent takes to reference conclusions from this research to adjust their operating model, it will not only help them to increase opportunity the ship owner agency but also to improve development related to our marine industry.
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Adil, Hind. "Le régime juridique international de la responsabilité du transporteur maritime de marchandises sous connaissement : un échec?" Thèse, 2009. http://hdl.handle.net/1866/4790.

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Les avocats, praticiens et universitaires qui sont engagés dans le droit des transports internationaux de marchandises par mer ont l’habitude de travailler avec un régime complexe de responsabilité du transporteur maritime. La coexistence de plusieurs conventions régissant ce régime et l’imprécision des textes de ces différentes législations rendent leur application difficile d’où l’échec permanent du voeu d’uniformisation de ce droit. En premier lieu, nous retrouvons le régime de base celui de la Convention de Bruxelles sur l’unification de certaines règles en matière de connaissement, ratifiée le 25 août 1924 et ses Protocoles modificatifs annexés en 1968 et 1979. Il s’agit d’un régime fondé sur la présomption de responsabilité comprenant une liste de cas exonératoires appelés « cas exceptés ». En second lieu figurent les Règles de Hambourg, édictées en 1978, qui établissent un régime basé sur la présomption de faute du transporteur à l’exception de deux cas exonératoires : l’incendie et l’assistance ou la tentative de sauvetage. Enfin, apparaît la Convention sur le contrat de transport international de marchandises effectué entièrement ou partiellement par mer, adoptée par les Nations unies en 2009, sous l’appellation « Les Règles de Rotterdam », qui adopte un régime de responsabilité « particulier ». Cette étude a tenté d’analyser ces mécanismes juridiques mis en place. Pour ce faire, nous nous sommes concentrées sur les sources du dysfonctionnement de ces régimes, afin de favoriser le développement d’initiatives d’uniformisation des règles de responsabilité du propriétaire du navire. L’analyse des textes positifs, de la doctrine et de la jurisprudence, nous a permis de constater que les différentes approches du régime juridique du transporteur maritime des marchandises sous ces différentes législations ne garantissent pas la prévisibilité et la sécurité juridiques recherchées par les différents acteurs maritimes. Par conséquent, l’absence d’un régime cohérent et unifié a créé des incertitudes au sein de la communauté maritime internationale et au sein des tribunaux en cas de litige. Pour surmonter cette réalité complexe, notre thèse propose une approche qui pourra simplifier ce régime, l’approche objective.
Lawyers, academics and practitioners who are involved in law of carriage of goods by sea are used to working with a complex regime of carrier’s liability. The coexistence of multiple international conventions governing the regime of liability of the maritime carrier and their different and inconsistent legislative styles, have become the main reason for lack of uniformity in the field of the carriage of goods by sea. The Brussels Convention for the Unification of Certain Rules Relating to Bill of Lading signed in August 25, 1924 and its Protocols amending 1968 and 1979 are based on presumption liability regime with a list of "excepted cases". A second Convention known as the Hamburg Rules of 1978 established a regime based on the presumption of fault of the carrier with two exceptions: fire and assistance or salvage. Finally, in 2009 the United Nations adopted the Convention on Contract for the International Carriage of Goods Wholly or Partly by Sea based on a ''special'' regime. This study of the three conventions attempts to analyze their legal mechanisms and the sources of their dysfunction. By analyzing the positive texts, jurisprudence, opinions and thoughts of scholars on this matter, we found that the different legal approaches adopted under these various laws do not ensure predictability and legal certainty sought out by maritime actors and courts. To overcome this complex reality, this thesis proposes an approach that will simplify the applicability of the rules of carrier’s liability, which is the objective approach.
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Books on the topic "Ship-owner"

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Cushing, John E. Captain William Matson: From Handy Boy To Ship Owner. Kessinger Publishing, LLC, 2006.

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Hugh, Beale, Bridge Michael, Gullifer Louise, and Lomnicka Eva. Part IV Priorities, 16 Priority Between Consensual and Non-Consensual Security Interests. Oxford University Press, 2018. http://dx.doi.org/10.1093/law/9780198795568.003.0016.

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This chapter demonstrates how, in the case of things in possession, non-consensual security interests may be treated as consisting, for present purposes, of liens, in favour of carriers, repairers, and the like; of maritime liens (and similar statutory rights), in favour of master and crew; claimants against the ship, suppliers, and repairers; rights of distress, in favour of local authorities; rights of commercial rent arrears recovery in favour of landlords; and of execution creditors. In these various instances, the rights of the lienholder, landlord, local authority, and execution creditor, as the case may be, against a competing chargee are part of the larger subject of how those rights might be exercised against the owner in those cases where the owner is not the person in possession of the thing.
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Hill, Jonathan. 2. Civil jurisdiction. Oxford University Press, 2016. http://dx.doi.org/10.1093/he/9780198732297.003.0002.

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This chapter addresses the English court's jurisdiction other than in family law matters and excluding a few other kinds of proceedings. There are two types of claim which may be commenced in England: claims in personam and admiralty claims in rem. A claim inpersonam is one in which the claimant seeks a judgment requiring the defendant to pay money, deliver property or do, or refrain from doing, some other act. A claimant who wishes to commence proceedings in personam must be able to serve a claim form on the defendant — either in England or abroad. Admiralty proceedings in rem are directed against property, usually a ship. A typical case is where the claimant has a claim against a ship-owner in respect of his ship — for example, where the claimant's cargo has been damaged as a result of the negligent navigation of the vessel. The remainder of the chapter discusses the bases of jurisdiction in personam; declining jurisdiction and staying proceedings; provisional measure designed to maintain the status quo pending the outcome of the dispute between the parties; and restraining foreign proceedings.
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Publications, Teddy. Rule #1 Don't Fall off the Boat: Boat Captain's Log Book - Gift for Boat Owner - Record Essential Passage Information - Cruise Ship Journal - Boat Log Book. Independently Published, 2020.

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Redmayne Ross, Nancy, ed. The Diary of a Maritimer, 1816-1901. Liverpool University Press, 1996. http://dx.doi.org/10.5949/liverpool/9780969588597.001.0001.

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This journal comprises the edited diaries of Canadian seafarer, Joseph Salter, arranged chronologically from 1839 through to 1899, chronicling the many voyages of his career. He took employment with John Leander Starr, a Halifax Merchant, between 1839 and 1841, then moved into ship owning and the purchase of the Moncton, New Brunswick shipyard in 1846. The mid-nineteenth century was a difficult time for shipping, and Salter declared bankruptcy in 1858. He continued to work in maritime industries but gradually moved toward landward business and politics, as shipping went into decline. The diaries provide a comprehensive view of the life of ship-owner, shipbuilder, ship’s agent, and shipbroker during the age of sail. The diaries are introduced by editor Nancy Ross, great-granddaughter of Salter. Chapter 1 serves as Salter’s introduction, Chapters 2 through 16 record his various voyages: to British Guiana; Jamaica; Sierra Leone; Grenada; and his maritime business dealings and later life. Interspersed with his diaries are collections of his letters and several of his renderings of ships and boats. Appendix 1 lists the vessels under his ownerships; Appendix 2 concerns patent applications; Appendix 3 details his genealogy; and Appendix 4 gives a history of the Moncton Shipyard in New Brunswick.
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Book chapters on the topic "Ship-owner"

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Galley, Michael. "Ship Registration, Owner Anonymity and Sub-standard Shipping." In Shipbreaking: Hazards and Liabilities, 99–115. Cham: Springer International Publishing, 2014. http://dx.doi.org/10.1007/978-3-319-04699-0_4.

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Varga, Zsuzsanna. "13. The post-Socialist transformation of land owner-ship in Hungary." In Contexts of Property in Europe, 267–85. Turnhout: Brepols Publishers, 2010. http://dx.doi.org/10.1484/m.rurhe-eb.4.00074.

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"Interchapter II. The dialectics of owner ship." In Jewish Studies as Counterlife, 55–59. Fordham University Press, 2020. http://dx.doi.org/10.1515/9780823283972-005.

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De Romanis, Federico. "Dramatis Personae." In The Indo-Roman Pepper Trade and the Muziris Papyrus, 298–320. Oxford University Press, 2020. http://dx.doi.org/10.1093/oso/9780198842347.003.0017.

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This concluding chapter identifies the two co-signatories of the loan contract. The manager of the department charged with levying customs duties on Indian commodities (paralemptes) was also the lender of the loan contract written on the recto of the Muziris papyrus. In all likelihood, the borrower was the owner of the Hermapollon. However, the cargo imported from Muziris was so enormous that it could hardly have belonged to a single merchant, as the loan contract—signed by a single borrower—seems to suggest. In all likelihood, the underwriter, a lone Indian Ocean ship owner (naukleros Erythraikos), represented also the Indian Ocean merchants (emporoi Erythraikoi) who chartered transport space on his ship. The Muziris papyrus lays bare the terms of a cooperative arrangement between the paralemptes and the naukleros, which may have been a structural peculiarity of Roman trade with India in the first two centuries AD. Above the merchants/borrowers and customs collectors/lenders is the imperial administration, whose officers assist and monitor the arabarchs’ work.
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Dixon, R. M. W. "Eager-ness, bidd-ing, pay-ment, owner-ship, satisf-action: Making new nouns." In Making New Words, 296–364. Oxford University Press, 2014. http://dx.doi.org/10.1093/acprof:oso/9780198712367.003.0009.

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Davis, Ralph. "Shipping Management and the Role of the Master." In The Rise of the English Shipping Industry in the Seventeenth and Eighteenth Centuries, 153–68. Liverpool University Press, 2012. http://dx.doi.org/10.5949/liverpool/9780986497384.003.0008.

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This chapter examines British shipping management in the seventeenth and eighteenth centuries, with particular focus on the role of the shipmaster. It identifies several of the problems in ship management and the consequences that came from joint-stock ownership. It also explores how ships advertised business and employment, and the decision making-process behind the chartering of ships. It determines the duties of shipmasters and how they varied based on the level of involvement of the ship’s managing owner. Using contemporary correspondence to further illustrate the life of the shipmaster, it attempts to define the scope of his authority. It concludes that despite the level of autonomy a shipmaster might attain, ultimately the crucial decisions that ensured a ship’s success lay with the shipowners: purchase of the ship, how to deploy it, and indeed the choice of shipmaster.
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Hofmann, Michael. "Karen Solie." In Messing About in Boats, 83–100. Oxford University Press, 2021. http://dx.doi.org/10.1093/oso/9780198848042.003.0005.

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The fourth and last of these poems is the newest, and dates from 2015. ‘The World’ is shown to be an actual ship, a privately owned and managed luxury liner kept in continuous, obscene movement around our planet. Hence its name. Solie’s speaker (male, unnamed) is a co-owner and passenger-cum-inmate. His speech or pitch runs in parallel to the ship’s unceasing progress. Alas for both, it is shown to have the unhappy, destabilizing knack of puncturing itself, of turning down, of emerging into profound, unhappy, unanswerable questions.
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Meersman, Hilde, and Eddy Van de Voorde. "Port Capacity Extension – A Trade-off between Public Investment and Ship Owner Time Losses." In Man, Environment, Space and Time - Economic Interactions in Four Dimensions, 377–94. Nomos, 2014. http://dx.doi.org/10.5771/9783845260440_377.

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"ARREST OF SHIPS OWNED BY THE CHARTERER IN RESPECT OF CLAIMS OF THE OWNER OF THE CHARTERED SHIP." In Berlingieri on Arrest of Ships, 375–82. Informa Law from Routledge, 2013. http://dx.doi.org/10.4324/9780203719237-24.

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Truc, Jean-Paul. "Mathematical studies in the 18th century, in the work of François René de Chateaubriand." In “DIG WHERE YOU STAND” 6. Proceedings of the Sixth International Conference on the History of Mathematics Education, 143–49. WTM-Verlag Münster, 2020. http://dx.doi.org/10.37626/ga9783959871686.0.11.

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In the 17th century, the youngest son of a noble family would follow a career as an officer in the army or as a priest. It is not surprising that Viscount François René de Chateaubriand (1768-1848) decided to prepare the exam to join l’École navale (Naval Academy), at that time École des gardes de la Marine. In fact, he did not decide this by himself, but followed the steps of his father, Count René-Auguste de Chateaubriand, ship-owner, navigator, and merchant. In this article, we will explore the book Mémoires d’outre tombe, following the young Chateaubriand in different schools, such as the Collège de Dol and the Collège de Rennes. At that time, the mathematician Étienne Bézout (1730-1783) was the almighty examiner for the entrance to l’École Navale. The memories of Chateaubriand introduce us to the way the scholars of the year 1780 studied their “Bézout” to improve their mathematical level. Keywords: Naval Academy, Bézout
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Conference papers on the topic "Ship-owner"

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Mahmud, Bahri. "Malaysia Ship Owner Readiness Towards Green Ship Technology." In 13th Asian Academy of Management International Conference 2019. European Publisher, 2020. http://dx.doi.org/10.15405/epsbs.2020.10.95.

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Xu Zhao, Shuang Zhang, Wei Zhang, and Weihong Zou. "Research on cooperative game model of ship owner and seafarer." In 2008 IEEE International Conference on Industrial Engineering and Engineering Management (IEEM). IEEE, 2008. http://dx.doi.org/10.1109/ieem.2008.4738210.

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Broderick, Darren, Peter Wright, and Raouf Kattan. "Minimising the Cost of Coating Ships." In SNAME Maritime Convention. SNAME, 2012. http://dx.doi.org/10.5957/smc-2012-p31.

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In the current economic climate the pressures on both ship builders and ship owners to minimise the cost of their operations is stronger than ever. Although paint material cost, to coat an entire vessel, only represents a very small percentage of the total for a new build vessel. For a ship builder the labour cost of applying coatings to a vessel can represent in excess of 10-15% of the total labour costs to build a vessel, in some cases as much a 30% this can be attributable to rework. For the ship owner coatings can have significant impact on the operating costs, and the availability of the vessel. With greater emphasis being placed on sustainability and life cycle costs it is in the interest of both ship builders and the owner/operators to seek ways to minimise the cost of the coatings at both the application stage and maintenance during the service life of the vessel. This paper will present work that has been undertaken to examine the life cycle process of designing, building, operating and recycling a ship, and how the activities within the different stages effect the application of paint and the influence this has on costs.
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Yang, Xu-dong. "The Technical Practices of Compressed Natural Gas Fueled Ship." In SNAME Maritime Convention. SNAME, 2010. http://dx.doi.org/10.5957/smc-2010-p01.

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On July 6, 2009, the world first commercial single compressed natural gas (CNG) fueled ship, M.V. NP Jenjosh, which is first one of 12 contracted vessels built in Dajiang and Hongyu shipyards located in Wuhu city of Anhui Province, P.R. China and classed to China Classification Society (CCS), is delivered to the owner, Jenjosh Group based in Thailand. This paper will make some technical discussions during the class plans review of the subject vessels, including: hull technical practices, machinery & electrical technical practices and also make some discussions on the designing the similar CNG fueled ships and developing the international gas fueled (IGF) ship code in future. In the final, this paper has made conclusions and looked forward to the future practice of the CNG fueled ship.
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van den Boom, Henk J. J., and Thijs W. F. Hasselaar. "Ship Speed-Power Performance Assessment." In SNAME Maritime Convention. SNAME, 2014. http://dx.doi.org/10.5957/smc-2014-t04.

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The speed/power characteristics of ships have always been at the core of ship design. To prove contractually agreed values, speed trials are conducted by the yard prior to delivery of the ship to the owner. In the past schedule integrity of the vessel was often the most important factor for the speed requirement. Today, owners and operators are keen to reduce fuel consumption to decrease operational costs. So far a variety of methods for conducting and analyzing speed/power trials have been used by shipyards. With the assistance of the Sea Trial Analysis-Joint Industry Project, ITTC developed guidelines for the execution and analysis of speed/power trials compliant with IMO EEDI. The need to reduce fuel costs and exhaust gas emissions including the upcoming environmental regulations such as EEOI by IMO urge for reliable monitoring of ship performance in service conditions. This requires accurate information of the speed through water. Although the speed log is one of the oldest instruments on board it is not considered the most reliable one. Results of an extensive monitoring campaign on board a 1800 TEU container vessel equipped with six speed logs within SPA-JIP will be presented. The state of art of performance monitoring will be presented.
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Valkonen, Janne, Grunde Løvoll, Magnus Strandmyr Eide, and Erik Løkken Walter. "COSSARC: Concept Selection for Shipping in the Arctic." In ASME 2013 32nd International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2013. http://dx.doi.org/10.1115/omae2013-10063.

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Increased global demand for oil, gas and minerals combined with melting sea ice opens new opportunities for shipping companies, both in the form of new Arctic shipping routes and extended use of existing ones. It can be challenging for a ship owner to make informed decisions and plan for Arctic operations, as it requires complex techno-economical assessments of information that has a high degree of uncertainty. To aid ship-owners in making decisions for operation in the Arctic, DNV has developed a prototype decision support tool to assess strategic options: COSSARC — Concept Selection for Shipping in the Arctic. The tool integrates detailed models for ship performance both in ice and in open water with port and route alternatives to simulate travel time, fuel consumption, emissions and overall economics. The tool makes use of stochastic models for wave and ice conditions, but specific historical data or model data from climate models can also be taken as input. In this paper, the COSSARC tool is described, including a case study demonstrating the capabilities of the tool.
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Mermiris, George, Ioannis Moatsos, P. K. Das, and I. E. Winkle. "Towards a Method for the Optimisation of Midship Section in Terms of Production Cost in Preliminary Ship Design." In ASME 2005 24th International Conference on Offshore Mechanics and Arctic Engineering. ASMEDC, 2005. http://dx.doi.org/10.1115/omae2005-67496.

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The most closely related attribute to the actual building cost of a new ship is its structural arrangement. Other particulars related to that cost, such as the pay load capacity, the propulsion installation, the endurance of the ship, etc., are more or less defined in the specification document. On the other hand, the structural integrity of the vessel is not in any case directly considered by the ship owner. It is responsibility of the designer to analyse it in depth and within the limits of a given budget. The latter feature directly implies that the strength and production cost of a new vessel are closely related and require special attention in the design stage since this is the time to make substantial changes with the least cost penalty. Considering the above, a method is proposed for the estimation of structural integrity of the hull in terms of production cost. The potential of this method lies in the fact that strength and cost virtues are expressed as functions of the same fundamental variables. As a result the method is particularly useful in the early design stages. Despite the simplistic approach, the foundation is set for a more rational approach of cost analysis in ship design.
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Lee, AiKuo, Eric VanDerHorn, and Ge Wang. "Residual Strength Analysis for Rapid Response Damage Assessment (RRDA) of Steel Ship Structures." In ASME 2012 31st International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2012. http://dx.doi.org/10.1115/omae2012-83831.

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Numerical and experimental simulations for residual strength analysis of ship structures have recently been investigated in the marine industry. The technology of residual strength analysis is mature enough to assist ocean-going vessels shortly after experiencing a damage incident. The analysis can be used to evaluate the remedial actions necessary to minimize the risk of further damage during stabilization efforts and allow for the eventual transit to a repair facility. In 2010, the American Bureau of Shipping (ABS) implemented enhancements to its Rapid Response Damage Assessment (RRDA) program, in particular to the evaluation of residual strength. An integrated software system was developed to quickly and efficiently provide guidance to the ship owner through the utilization of the analysis results. This paper highlights the residual strength analysis results of several actual RRDA cases evaluated in recent years. These results were obtained from the application of an analysis software system, which includes the ability to perform timely calculations of the hull girder ultimate strength, hull girder shear stress, buckling and local strength in the damaged condition. This paper also provides an example of the use of analysis data to provide recommendations for remedial actions during a response. The strengths and weaknesses of this current analysis procedure are discussed and conclusions about the use of this software tool in damage scenarios are evaluated by comparing the analysis results with the outcomes of the presented cases.
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Pericard, Yaël, and Karl H. Halse. "Collision Study Between a Ship Section Moving Sideways and an Oil Platform." In ASME 2017 36th International Conference on Ocean, Offshore and Arctic Engineering. American Society of Mechanical Engineers, 2017. http://dx.doi.org/10.1115/omae2017-61799.

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Over the last decades, the need for overseas transportation of both people and goods has gradually increased. At the same time, several offshore activities as oil and gas exploration, wind power parks as well as fish farms have bloomed. As a consequence of the increased traffic and activities, the risk of accidents became noticeable. This paper presents a study of the collision between a Platform Supply Vessel (PSV) and an oil platform. Even if such accidents are seldom, their consequences are disastrous, for the ship owner as well as the oil-platform company. Beyond the economic consequences, some lives have been lost due to the ship - structure collisions. These problems are inducing to investigate the possibility of developing protective systems in order to save lives of the concerned persons. Structural impact analyses can be carried out to give a scientific foundation for an evaluation of the consequences of a possible collision. This study is based on Non-Linear Finite Element Analysis (NLFEA) of the interaction between the PSV and the platform. Due to heavy calculations, only the ship section located close to the crash zone has been modelled and additional masses have been included on each side of this section in order to get the correct ship inertia. These additional masses correspond to the mass of the remaining part of the ship structure. Moreover, the sideways ship motion is modelled with a prescribed initial velocity, and does not contain hydrodynamic response calculations. The NLFEA software package HyperWorks is used to perform the numerical simulations. As a way to reduce the consequences of a ship platform collision, a shock absorber called “crash box” is proposed mounted on the platform column to absorb the kinetic energy and thus decrease the effect in both ship and platform. 4 case studies are performed in order to compare the results with and without the crash box. Presented results are based on the deflection, resultant forces due to the contacts and absorption of the kinetic energy. The results demonstrate that penetration of the oil platform into the ship structure can be decreased by 96% if the crash box is used. Similar systems such as tires are currently used but this crash box should be investigated with an inner structure using “honeycomb” shape in order to maximise the absorption.
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Ghowel, Ahmed Samir. "Lean Response for Emergency Dry-Docking." In SNAME Maritime Convention. SNAME, 2014. http://dx.doi.org/10.5957/smc-2014-p27.

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As part of his study the author concluded a case study to show that lean manufacture should be implemented specifically in the case of emergency dry-docking which leads to an international competition in ship repair. This case study discusses an accident that happened to a bulk carrier while crossing the Suez Canal, where she was grounded from the forward area causing severe damage concentrated in the Fore compartment and separate localized other damage in way of the bilge keel. A request was sent from the owner to the surrounding shipyards to see the space availability for emergency dry-docking and the best approach for handling such case. For this case the author as project manager in the respective shipyard that had been selected, is illustrating what is done and what should be done as response for similar emergency Dry-docking
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