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Artículos de revistas sobre el tema "The Swedish merchant fleet"

Autor: Grafiati

Publicado: 4 de junio de 2021

Última modificación: 1 de febrero de 2022

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1

Forsell, Karl, Helena Eriksson, Bengt Järvholm, Monica Lundh, Eva Andersson y Ralph Nilsson. "Work environment and safety climate in the Swedish merchant fleet". International Archives of Occupational and Environmental Health 90, n.º 2 (4 de noviembre de 2016): 161–68. http://dx.doi.org/10.1007/s00420-016-1180-0.

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2

Hammar, AnnaSara. "How to transform peasants into seamen: The manning of the Swedish navy and a double-faced maritime culture". International Journal of Maritime History 27, n.º 4 (noviembre de 2015): 696–707. http://dx.doi.org/10.1177/0843871415610103.

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During the seventeenth century Sweden rapidly changed from a small insignificant country in Europe’s northern periphery to a great military power. The navy was a crucial part of the expansion, but to maintain a standing navy was a demanding task for a comparatively poor and sparsely populated country. One of many difficulties was to recruit skilled and competent seamen. Sweden had no large merchant fleet that could serve the navy with experienced men, and to hire professional crews would have been too expensive. The solution was to recruit poor men from the lower strata of society in coastal villages and towns through what is known as the allotment system (in Swedish: indelningsverket). Those men normally had very little experience of handling large sailing vessels but were soon trained for the task. Once conscripted in the navy they lived two lives. In the summer during the sailing season they were naval seamen. During winter they became farmhands, workers and craftsmen ashore. Thus they constructed a maritime culture of their own, with ideals and values that sometimes were closely linked to a broader maritime culture in Europe and sometimes had more in common with a Swedish rural community culture. This article investigates how this maritime/rural culture was shaped; to what extent the seamen adjusted themselves to a military order and finally what happened when the seamen’s values and ideas collided with the hierarchy and power relations within the navy.

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3

Krailassuwan, Somchart. "History of Thai maritime trade". Maritime Technology and Research 1, n.º 1 (24 de noviembre de 2018): Proof. http://dx.doi.org/10.33175/mtr.2019.147777.

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The Thai commercial fleet can carry about 10% of the volume of imports and exports. History of Thai maritime trade is divided into 1) Sukhothai period era 2) Ayutthaya and Thonburi period 3) Rattanakosin period 4) The first of the national fleet period. .Sukhothai period era trade with various foreign countries. In the King Ramkhamhaeng era is a prosperous.. 1) The Gulf of Thailand trade with China 2) Trade on the Andaman sea is a merchant ship from India. Ayutthaya and Thonburi period. Traders of various nationalities come to trade. The Gulf of Thailand (South China Sea) and the Indian Ocean. Trading in Ayutthaya is a monopoly trade, operated by monarchs and noblemen.Rattanakosin period Thailand entered into a Treaty of Burney, the outcome of the agreement was that the country had to cancel its monopoly trade and the end of trade by the government. The growth of the trade has increased. The production structure from the old to be self-transformed into production for export. The first of the national fleet period 1918 - 1925 After the First World War I King Rama VI established a Thai merchant fleet in April 1918, the name of Siam Commercial Maritime Company Limited. It was terminated in 1925. On June 22, 1940, the cabinet approved the establishment of Thai Maritime Navigation Company Limited for international maritime shipping. The The cabinet was terminated in 2011 .The role of Thai National Maritime Navigation.The merchant fleet were not growing. Because lack of and thai merchant fleet too small, there was a lack of negotiating power with the foreign merchant fleet. The government must set up a policy to promote the merchant fleet.

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4

Browsing, M. R. "The British merchant fleet: a practical perspective". Maritime Policy & Management 20, n.º 3 (enero de 1993): 177–80. http://dx.doi.org/10.1080/03088839300000010.

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5

Markova, M. V., K. A. Kosenko y K. D. Gaponov. "Peculiarities of addictive realization and psychosocial stress in the representatives of the working personnel of the merchant and passenger-carrying fleets". Reports of Vinnytsia National Medical University 24, n.º 1 (18 de mayo de 2020): 152–57. http://dx.doi.org/10.31393/reports-vnmedical-2020-24(1)-30.

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Annotation. The purpose of the work is to study the peculiarities of addictive realization and psychosocial stress in the representatives of the working personnel of the merchant and passenger-carrying fleets, in order to determine the need to create systemic measures for the given contingent to protect their mental health. In compliance with the principles of bioethics and deontology, 120 workers of the Ukrainian fleet were surveyed in 2016–2019: 90 sailors, motormen and other workers of the merchant fleet and 30 workers of the passenger-carrying fleet. All surveyed were male, citizens of Ukraine. The study included the use of clinical, psychopathological and psychodiagnostic methods. Statistical-mathematical analysis included the formation of descriptive statistics and analysis of discrepancies using nonparametric methods. The results of the study have established that the share of workers of the merchant fleet and workers of the passenger-carrying fleet has an increased severity of addictive realization, the average indicators of which are within the “harmful consumption” of chemical origin (alcohol, tobacco, coffee/tea) and non-chemical origin (the Internet, computer and gambling, watching TV, sports, eating, shopping). The general tendency inherent in the workers of the merchant and passenger-carrying fleets is an increase in the severity of addictive seizure of objects of both chemical and non-chemical origin, with an increase in the level of psychosocial stress experienced by the examined people from “safe consumption” in people with low levels of stress to “dangerous consumption” or “addiction” in people with severe stress. Workers are characterized by a greater severity of addictive realization of all addictive objects, compared to merchant fleet workers, both on average in the sample and in each stress load range. Thus, the level of psychosocial stress can be considered as a trigger and a marker of the severity of addictive realization in the workers of the merchant and passenger-carrying fleets. The identified patterns should be considered when developing specific measures of psychotherapy and psychoprophylaxis for this contingent, which is the perspective of this study.

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6

Hennessy, Michael A. "World War II and the Rebirth and Death of Canada’s Merchant Marine". Montréal 1995 6, n.º 1 (9 de febrero de 2006): 209–41. http://dx.doi.org/10.7202/031094ar.

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Abstract Twice before the Second World War the Canadian merchant marine had collapsed in the face of competing conceptions of empire and commercial interest. Though once home to a thriving merchant fleet, the passing of the age of sail marked Canada's decline as a maritime nation. Most of the surviving merchant fleet sailed under British registry, employing British crews and officers. During the Second World War, Canada rebuilt its merchant marine. As the war drew to a close, the state, labour and enterprise supported the framing of a Canadian maritime policy to preserve the merchant shipping capacity developed during the war. The fleet's ambiguous origins, conflicting national trade policy, the absence of a laissez-faire international shipping market, the rise of cold-war tensions and the very peculiar problems of trade to the sterling bloc savaged post-war efforts to maintain the fleet. The timing and nature of the collapse were particularly Canadian. Barriers to currency convertibility, carriage restrictions, and high labour and production costs, proved formidable obstacles which representatives of the Canadian state were very largely powerless to overcome. In combination, these elements, rather than some invisible hand, explain why Canadian ship owners led the way in abandoning their national flag and why the state helped them. Sole attribution for the death of the merchant marine should no longer fall to unfavourable labour costs or union activism.

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7

Luo, Meifeng, Lixian Fan y K. X. Li. "Flag choice behaviour in the world merchant fleet". Transportmetrica A: Transport Science 9, n.º 5 (mayo de 2013): 429–50. http://dx.doi.org/10.1080/18128602.2011.594969.

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8

Kosenko, Korneliia y Marianna Markova. "Peculiarities of psychosocial stress and anxiety-depressive response in representatives of the command staff and workers of merchant and passenger-carrying fleets". Ukrains'kyi Visnyk Psykhonevrolohii, Volume 28, issue 1 (102) (29 de marzo de 2020): 54–59. http://dx.doi.org/10.36927/20790325-v28-is1-2020-12.

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300 sailors of long-distance voyages were surveyed, including 200 merchant fl eet representatives (110 crew members and 90 sailors) and 100 workers of passenger-carrying fleet of Ukraine (70 crew members and 30 sailors). The study involved the use of clinical-psychopathological and psychodiagnostic methods. Indicated that 63.0 % of sailors of long-distance voyages, including 69.1 % of command staff representatives and 58.9 % of workers of merchant fleet, and 57.1 % of command staff and 66.7 % of workers of passenger-carrying fleet, have signs of mental maladaptation, which in most cases do not reach clinically defined severity. 18 % of the examined sailors of long-distance voyages, including representatives of all surveyed groups, were diagnosed with clinically delineated adaptation disorders, namely, mixed anxiety-depression, prolonged depressive reaction, disorder with predominance of disturbance of other emotions, as well as disorders of emotions and behavior. The distribution of stress load and pathological anxiety-depressive response in the command staff and workers of long-distance voyages is heterogeneous and associated with the specificity of professional activity. The synchronicity of dynamics of the growth of indicators of level of stress and deterioration of mental health condition of the examined up to clinically defined adaptation disorders, allow to reach the conclusion about the signifi cant role of psychosocial and psychological stress in the formation of mental health disorders in sailors of long-distance voyages that should be taken into account in the development of specifi c measures of psychotherapy and psychoprophylaxis for this contingent. Keywords: sailors of long-distance voyages, merchant fleet, passenger-carrying fleet, command staff, working staff, psychosocial stress, mental maladaptation, pathological anxiety, depression, adaptation disorders

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9

McMillan, Gregor. "Socialist Workhorse to Capitalist Powerhouse: Developing a Modern Chinese Commercial Fleet in the Pre-Reform Era". Modern China 45, n.º 3 (7 de septiembre de 2018): 316–49. http://dx.doi.org/10.1177/0097700418797603.

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As China approaches dominance in commercial shipping, the task of understanding its rise from irrelevance as a seafaring nation in 1949 to its current position has increasing importance. This article remedies the absence of scholarship on this subject by describing the foundation and development of China’s commercial fleet through political turmoil before 1971. Working with data from Chinese annals 志, chronicles 史, and international primary sources, the article explores the development of China’s merchant fleet. Fleet development followed two contrasting modes: the domestic fleet, founded on a backward junk fleet and a limited fleet of liners inherited in 1949 and shaped by internal pressures, and an international fleet, which developed modern capacity and became integrated with the global market. The article traces the growth of China’s fleet through a period of political turmoil from 1966 to 1971 when, paradoxically, fleet-building demonstrated impressive stability. This suggests high-level political patronage despite violent and contrary changes in political circumstances.

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10

Dittmann, Florian, Martin Dirksen-Fischer, Volker Harth, Thomas Von Münster, Stefanie Mache y Marcus Oldenburg. "The rescue of refugees: a challenge for the merchant fleet". International Maritime Health 66, n.º 4 (22 de diciembre de 2015): 252–57. http://dx.doi.org/10.5603/imh.2015.0047.

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11

Kosenko, K. A. "Comparative characteristic of manifestations of pathological anxiety in workers of the marine merchant and passenger fleets". Archives of psychiatry 25, n.º 3 (18 de septiembre de 2019): 168–72. http://dx.doi.org/10.37822/2410-7484.2019.25.3.168-172.

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Background. The activities of seafarers are extremely complex and at the same time risky professions; they put forward specific requirements for the crew of ships. Long seagoing are associated with the constant presence of crew members in a confined space, monotony of activity, a sharp narrowing of external social relations, an increased risk of emergency situations and etc. Scientific studies show the differentiation of the negative impact of occupational stress factors depending on the ranks of long-distance sailors. Objective – to study the specifics of manifestations of anxiety reaction of workers of the marine merchant and passenger fleets to determine the need to create specific systemic measures to protect mental health for this contingent. Materials and methods. During 2016–2019 we examined 120 workers of the Ukrainian navy. Of these, 90 were sailors, minders, and other merchant fleet workers, and 30 were passenger fleet workers. All examined were men, citizens of Ukraine. The study included the use of clinical, psychopathological, psychodiagnostic and statistical methods. Results. A significant part of the deck ratings (workers) of both merchant and passenger fleets has manifestations of a pathological anxiety reaction, mainly of medium-low intensity. Representatives of the working professions of the passenger navy are characterized by more intense manifestations of anxiety symptoms, the average severity of which approaches the upper limit of subclinical values, while among the representatives of the merchant fleet it approaches the upper limit of normative indicators. Conclusions. The data obtained should be taken into account when developing specific measures of psychotherapy and psychoprophylaxis for this contingent, which is the prospect of this study.

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12

Rosenthal, Laura J. "Obscenity and Work in Early-Eighteenth-Century British Fictions". PMLA/Publications of the Modern Language Association of America 127, n.º 4 (octubre de 2012): 947–53. http://dx.doi.org/10.1632/pmla.2012.127.4.947.

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George Lillo's play the london merchant (1731), one of the most popular tragedies of the eighteenth century, makes the case for the respectability of men who have accumulated wealth through work. Lillo takes every opportunity to display the honor of a London merchant named Thorowgood. In the opening scene, the merchant describes how he persuaded his international colleagues to withhold a loan from Spain, leaving that country unable to attack the English fleet. Thorowgood's action, from which the merchant makes no profit, is unrelated to the plot and serves only to establish his character and patriotism. In another demonstration of his honorable nature, Thorowgood insists that his daughter should marry the man she loves without regard to his fortune or status.

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13

Iheduru, Okechukwu C. "Merchant fleet development by legislation: lessons from West and Central Africa". Maritime Policy & Management 19, n.º 4 (diciembre de 1992): 297–317. http://dx.doi.org/10.1080/03088839200000029.

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14

Ackerman, Brian M. "Modular Gas Turbine Propulsors: A Viable Alternative for Today’s Merchant Fleet". Marine Technology and SNAME News 40, n.º 02 (1 de abril de 2003): 106–25. http://dx.doi.org/10.5957/mt1.2003.40.2.106.

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Gas turbines offer the commercial shipping industry the best power to volume ratio available for a propulsion package. When coupled with a podded propulsor, gas turbines can be placed in a module anywhere on the vessel, allowing optimal use of vessel space for cargo. As the shipping market continues to evolve, modular gas turbines seem to be the logical choice for future vessels. The object of this paper is to demonstrate the substantial increase in profits associated with a modular gas turbine propulsion package.

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15

Kulapat, D. y A. V. Boykov. "Calculation of the Need in Merchant Fleet for the Transport and Logistics System". World of Transport and Transportation 17, n.º 2 (13 de septiembre de 2019): 146–52. http://dx.doi.org/10.30932/1992-3252-2019-17-2-146-152.

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The article considers the transport and logistics system (TLS) with routes passing through sea and river basins, which is designed to enhance the possibilities of transportation. With the help of such multimodal routes, the country will receive a transport network with much greater throughput, which will ensure sustainable growth rates of the regional economy. The authors solve the problem of developing methodological approaches to justifying the need for the fleet, adapted to the conditions of transportation of road trains on ferries of ro-ro type following the emergence of new sea transport routes. A model calculation of the need for a fleet for a cargo line of TLS using sea and river vessels is provided.

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16

Eggert, Håkan y Ragnar Tveterås. "Potential rent and overcapacity in the Swedish Baltic Sea trawl fishery for cod (Gadus morhua)". ICES Journal of Marine Science 64, n.º 3 (19 de marzo de 2007): 439–45. http://dx.doi.org/10.1093/icesjms/fsm019.

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Abstract Eggert, H. and Tveterås, R. 2007. Potential rent and overcapacity in the Swedish Baltic Sea trawl fishery for cod (Gadus morhua). – ICES Journal of Marine Science, 64: 439–445. Many European Union (EU) fisheries have problems with depleted stocks and fleet overcapacity following the regulation of open-access regimes. Some EU countries have introduced individual vessel quotas (IVQs), which can stop “the race to catch” and provide fishers with incentives to minimize costs for a given catch. We model an IVQ fishery using a cost function approach and apply the methodology to the Swedish cod fishery in the Baltic Sea. Estimating a translog cost function for a data set of Swedish trawlers in 2001, we assess the potential gains from structural adjustment of the fleet. Results suggest a desired fleet reduction of 50–60% and a potential resource rent amounting to 25–30% of the landing value.

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17

Waldo, Staffan y Anton Paulrud. "ITQs in Swedish demersal fisheries". ICES Journal of Marine Science 70, n.º 1 (17 de septiembre de 2012): 68–77. http://dx.doi.org/10.1093/icesjms/fss141.

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Abstract Waldo, S., and Paulrud, A. 2013. ITQs in Swedish demersal fisheries. – ICES Journal of Marine Science, 70:68–77. Individual transferable quota (ITQ) is a management measure that is widely discussed, not least in the reform of the European Common Fisheries Policy. While the system is expected to reduce overcapacity and improve economic performance, questions are raised concerning the future of small-scale fisheries. This paper uses a model for Swedish fisheries (the Swedish Resource Rent Model for the Commercial Fisheries, SRRMCF) where the economics and fleet structure in a potential Swedish ITQ-system are analysed. The model is an optimization model based on linear programming and data from the European Union's data collection framework. The modelling approach can readily be used by other member states. Three main conclusions can be drawn on how ITQs will affect fisheries: The fishing fleet measured in number of vessels will decrease by approximately 30–50%.Profitability will increase so that the fishing industry will be able to provide competitive wages and make a financial contribution to fisheries management.The system can be designed so that small-scale fisheries are not disadvantaged.

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18

Kosenko, K. A. "The level of psychosocial stress and mental health state in sailors of long-distance voyages". Reports of Vinnytsia National Medical University 23, n.º 4 (30 de diciembre de 2019): 697–702. http://dx.doi.org/10.31393/reports-vnmedical-2019-23(4)-24.

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Annotation. The purpose of the work is to study the level of psychosocial stress and mental health state in sailors of long-distance voyages, to determine the need to create system-specific measures for the protection of their mental health. During 2016–2019, 300 sailors of long-distance voyages were surveyed, including 200 merchant fleet representatives (110 crew members and 90 sailors) and 100 workers of passenger-carrying fleet of Ukraine (70 crew members and 30 sailors). All surveyed were male, citizens of Ukraine. The study involved the use of clinical psychopathological and psychodiagnostic methods. Revealed that among the surveyed in each group, at least one third of the people who were consulted by a doctor did not show signs of mental health disorder or maladaptation. Among the respondents with some manifestations of mental maladaptation of different severity and clinical filling, there were more representatives of crew members (the number of merchant fleet commanders was higher than the number of passenger-carrying fleet commanders - 53% vs. 45%), and among sailors of both fleets the number of such persons was approximately the same (37% vs. 40%). The highest number of persons with pronounced manifestations of mental maladaptation of the clinical level of severity was recorded among sailors of the passenger-carrying fleet (27%), while among commanders the number of such persons had no statistical difference (16% vs. 13%). Healthy individuals without signs of maladaptation did not feel the burden of stress; surveyed with maladaptive manifestations of donozological severity and content, had a moderate level of psychosocial stress; patients with severe psychopathological inclusions have a severe level of stress. Thus, the level of psychosocial stress has a significant impact on the formation of mental health disorders in sailors of long-distance voyages, which should be taken into account when developing specific measures of psychotherapy and psychoprophylaxis for this contingent.

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19

Mielcarek, Andrzej. "THE MERCHANT FLEET OF POMERANIA AND EAST PRUSSIA PROVINCES IN 1919-1939". Zeszyty Naukowe Uniwersytetu Szczecińskiego Problemy Transportu i Logistyki 37 (2017): 221–31. http://dx.doi.org/10.18276/ptl.2017.37-31.

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20

Galešić, Antonio-Džordž y Sandra Tominac Coslovich. "Working with Multinational and Multicultural Crews". Pomorstvo 33, n.º 1 (28 de junio de 2019): 56–62. http://dx.doi.org/10.31217/p.33.1.6.

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Nowadays most of the vessels in the global merchant fleet are manned by multinational and multicultural crews. Working together with mixed crews on board ships can lead to potential misunderstandings and miscommunication, thus causing a potential threat to safety. Since Croatian seafarers frequently sail in mixed crews, a brief research was conducted using the method of questionnaire to elicit their views and opinions regarding the work within multinational and multicultural crews on board merchant vessels, the impact such crews have on the operation of the vessel and challenges they may pose. The questionnaire also elicited Croatian seafarers’ views on the importance of cross-cultural training.

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21

Sverdrup, Cato Fredrik. "World Shipbuilding Capacity and Utilization: How Do European Shipyards Fit into the Pattern?" Journal of Ship Production 2, n.º 02 (1 de mayo de 1986): 63–98. http://dx.doi.org/10.5957/jsp.1986.2.2.63.

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In recent years the supply of merchant ships of practically all classes has outstripped the available cargo for them, leading to a severe slump in shipbuilding orders worldwide. This paper examines current fleet utilization and the prospects for European yards against a background of slow growth in seaborne trade and stiff competition from Japanese, Korean, and emerging third world shipbuilders.

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22

Beser Hugosson, Muriel, Staffan Algers, Shiva Habibi y Pia Sundbergh. "Evaluation of the Swedish car fleet model using recent applications". Transport Policy 49 (julio de 2016): 30–40. http://dx.doi.org/10.1016/j.tranpol.2016.03.010.

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23

Pasquay, J. N. "Hydrographic Requirements for Modern Shipping". Journal of Navigation 39, n.º 3 (septiembre de 1986): 341–48. http://dx.doi.org/10.1017/s0373463300000813.

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Until 1950 the largest ships of the merchant fleet and the major warships had the same draught, about 12 m. Hydrographic offices concentrated their efforts on those areas likely to contain hazards to such vessels, that is to say the areas extending from the shallow waters to the 20 m contour line. The maximum draught of warships has been stable whereas the draught of merchant vessels increased considerably up to 30 m in recent years. A VLCC may risk grounding after having crossed the 30 m line or even the 40 m line. Nowadays, the part of the continental shelf which is best known is the part in which the largest vessels are unable to operate.

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24

Abramowicz-Gerigk, Teresa y Zbigniew Burciu. "Design and Operational Innovations in Adapting the Existing Merchant River Fleet to Cost-Effective Shipping". Polish Maritime Research 26, n.º 4 (1 de diciembre de 2019): 157–64. http://dx.doi.org/10.2478/pomr-2019-0078.

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Abstract Modernisation of the existing river fleet adapted for the local conditions of the Middle and Lower Vistula can be considered as a solution to slow down the progressive decrease of river transport in this area. The implementation of technical improvements, smart technologies and enhancement of transport performance may partially solve the problem of growing demand for multimodal transport of containers and oversized loads in a shorter perspective than the expected period of planned revitalisation of the river. The paper presents investigations on the modernisation of river convoys adapted to the current navigational conditions of the Lower Vistula. The different options have been discussed by the authors with river fleet operators and the best recognised solution was agreed to be the use of river convoys combining modernised motor barges and the pushed barges previously used in this area. Improvement of the transport profitability, reduction of fuel consumption, air pollution and noise can be achieved at minimum costs by modernisation of the main power-propulsion systems of outdated motor barges and the implementation of innovative steering systems on pushed barges. The demand for power-propulsion and manoeuvring performance of modernised convoys is discussed in the paper.

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25

Harris, Daniel G. "ADMIRAL FREDERIC AF CHAPMAN'S AUXILIARY VESSELS FOR THE SWEDISH INSHORE FLEET". Mariner's Mirror 75, n.º 3 (enero de 1989): 211–29. http://dx.doi.org/10.1080/00253359.1989.10656254.

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26

Vassallo, Carmel. "The Maltese Merchant Fleet and the Black Sea Grain Trade in the Nineteenth Century". International Journal of Maritime History 13, n.º 2 (diciembre de 2001): 19–36. http://dx.doi.org/10.1177/084387140101300204.

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27

BaŞer, Sadik O¨zlen. "Technology Choice and Productivity in the Turkish merchant fleet in the last two decades". Maritime Policy & Management 25, n.º 4 (diciembre de 1998): 391–96. http://dx.doi.org/10.1080/03088839800000061.

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28

Çetin, İsmail Bilge, E. Fġrat Akgúl y Engin Koçak. "Competitiveness of Turkish Coaster Merchant Fleet: A Qualitative Analysis By Short Sea Shipping Perspective". TransNav, the International Journal on Marine Navigation and Safety of Sea Transportation 12, n.º 2 (2018): 389–96. http://dx.doi.org/10.12716/1001.12.02.21.

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29

Valdaliso, Jesus M. "The Diffusion of Technological Change in the Spanish Merchant Fleet during the Twentieth Century". Journal of Transport History 17, n.º 2 (septiembre de 1996): 95–115. http://dx.doi.org/10.1177/002252669601700202.

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30

Corduneanu, Dumitru. "The Economy of Romanian Naval Transports in the Period 1990 – 2000". International conference KNOWLEDGE-BASED ORGANIZATION 25, n.º 2 (1 de junio de 2019): 27–31. http://dx.doi.org/10.2478/kbo-2019-0052.

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Abstract This article analyses the restructuring and evolution of the most important elements of naval infrastructure which laid the base of The Economy of the Romanian Naval Transports, during the transition period: 1990 – 2000. Also, this article attempts to determine the total value of assets on the main components of the system infrastructure, following the next issues: • Ways of Communication on the Water; • River and Sea Ports; • Naval Industry; • National Merchant Fleet-river, maritime and oceanic fishing fleet. We mention that this article is the latest in a series of four articles that analyses, in a unitary conception, the formation and evolution of the main elements of the Naval Transportation System of the last century, at the level of four reference periods: the pre-war period (1900-1914); the interwar period (1919-1939); socialist period (1950-1990) and transition period (1990-2000).

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31

Sjögren, Hans, Thomas Taro Lennerfors y René Taudal Poulsen. "The Transformation of Swedish Shipping, 1970–2010". Business History Review 86, n.º 3 (2012): 417–45. http://dx.doi.org/10.1017/s0007680512000761.

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Since the early 1970s, as shipping has undergone a period of structural change, Swedish shipping has rapidly declined from a position of global importance. The Swedish-controlled fleet has dwindled, and the structure of the industry itself has changed. This article explores the influence of shipping markets, shipping regulations, company strategies, maritime know-how, and financial resources on the development of Swedish shipping from 1970 to 2010. A comparison is made between, on the one hand, the direction taken by two failing companies and, on the other, the courses followed by two companies that managed to grow despite difficult conditions. On a broader level, the article traces the development of expertise in a declining industry.

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32

Olyunin, Leonid A. "Gains and losses of the Swedish Merchant Navy in World War II". International Naval Journal 3, n.º 1 (12 de septiembre de 2014): 49–54. http://dx.doi.org/10.13187/inj.2014.3.49.

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33

Surtees, Rebecca. "Trapped at Sea. Using the Legal and Regulatory Framework to Prevent and Combat the Trafficking of Seafarers and Fishers." Groningen Journal of International Law 1, n.º 2 (5 de diciembre de 2013): 91. http://dx.doi.org/10.21827/5a86a7a0dd73c.

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The breadth and diversity of trafficking for forced labour has become increasingly recognised over the past several years, including heightened attention to human trafficking within the seafaring and commercial fishing industries. Not only are these sectors where trafficking abuse can and does take place, but there are also aspects of these sectors that may lend themselves particularly to human trafficking abuses due to the nature of this form of trafficking as well as the legal and regulatory framework in place. The article begins by framing what constitutes trafficking at sea, both in the commercial fishing sector and in the merchant fleet and then presents the legal and regulatory framework to combat trafficking at sea – namely, international anti-trafficking law, international maritime law and the international law of the sea. The article then considers the “three P paradigm” of anti-trafficking (that is, prevention, protection and prosecution) and how improved policies, regulation and legislation (and, as importantly, enforcement) in these areas have the potential to contribute to an improved situation for seafarers and fishers—to both prevent and combat trafficking in commercial fishing and the merchant fleet, while also noting differences between the two sectors. The analysis also draws on the perspective and experiences of men trafficked in the seafaring and commercial fishing sectors to firmly situate the discussion in the practical realm and articulate what, in concrete terms, can be done to effectively prevent and combat trafficking of seafarers and fishers.

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34

Akimov, Alexander. "ASIAN MARITIME TRANSPORT IN ASIA: A BRIEF STATISTICAL ESSAY". Eastern Analytics, n.º 3 (2020): 15–27. http://dx.doi.org/10.31696/2227-5568-2020-03-015-027.

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The article describes the state of the Asian merchant marine fleet as of 2018. The main trends of international Maritime trade are described, the composition of the fleet by types of vessels is characterized, and the main directions of trade by groups of goods transported by different types of vessels are shown. The transition of leadership in tonnage from tankers to bulk carriers is revealed, due to the reduction of the role of oil in sea transportation and the formation of flows of raw materials and coal for the ferrous metallurgy to China. The largest container ports in the world are shown, among which East Asian ports predominate. Two leading flag of convenience countries in Asia have been identified – Hong Kong and Singapore. In the global shipbuilding industry, three East Asian countries – China, Japan, and the Republic of Korea – account for 90 % of ship production.

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Lysyy, Andriy, Vitaliy Kotenko y Stanislav Yakovtsev. "CONCEPTUAL SCHEME FOR ENSURING THE ENERGY EFFICIENCY PRINCIPLE IN MODERN CONTAINER FLEET". EUREKA: Physics and Engineering 6 (30 de noviembre de 2018): 41–47. http://dx.doi.org/10.21303/2461-4262.2018.00749.

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As a result of the analysis of the modern merchant fleet, indicators have been revealed of an increase in the size of modern merchant vessels, which affects the overall energy efficiency. It should be noted a significant increase in the container fleet, namely, not only an increase in the number of vessels themselves, but also an increase in the average carrying capacity by almost 2.8 times. As a result, emissions to the atmosphere have also increased due to a significant increase in ship propulsion power and fuel consumption. This is due to the specifics of container traffic, namely for the rapid transportation of goods from port A to port B, for which container ships often move in all weather conditions with maximum speed, respectively, fuel consumption is enormous compared to other types of ships. Despite the fact that the goods must be delivered as soon as possible and without delay, in practice, due to the lack of effective feedback between all participants in the transportation process, this is not always possible. The inefficiency of feedback leads to wasteful resources, which in turn increases the financial costs of the shipowner by increasing fuel consumption. It also reduces the energy efficiency of the ship and increasing emissions of harmful substances into the atmosphere. Considering the experience of the giants of maritime transport such as MAERSK, MSC, CMA CGM, it is possible to see that all participants in the process are single unit and interested in maximum efficiency of transportation. Containers of smaller companies that do not own their terminals often face ineffective feedback and are not able to influence the situation. The conceptual scheme proposed in the article should increase the efficiency of feedback between the vessel charter and the port, which, in turn, will increase the efficiency of sea freight. Constant access to information about the situation in the port will make it possible to avoid unnecessary delays of the ship.

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36

Ledger, Gillian y Michael Roe. "The decline of the UK merchant fleet: an assessment of government policies in recent years". Maritime Policy & Management 19, n.º 3 (septiembre de 1992): 239–51. http://dx.doi.org/10.1080/751248664.

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Gurov, K. A., E. V. Savolova, V. Y. Yarmolovych y D. M. Ezerovych. "Review and comparative analysis of complex digital electrical metering devices used on modern merchant fleet". Automation of technological and business processes 12, n.º 2 (30 de junio de 2020): 29–34. http://dx.doi.org/10.15673/atbp.v12i2.1806.

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To monitoring and optimization the operation of merchant vessels, remote access to the ship's systems, the so-called "ship-shore" networks, is being established. This requires the use of new complex digital electrical metering devices. Choosing the right and optimal device from the available on the current market is not an easy task. This article provides an overview of the typical electrical value analyzers used to create online data collection and transmission systems. A comparative review of the three devices currently widely used by different manufacturers (Phoenix Contact, Germany; ABB, Switzerland; DEIF, Denmark). The data reviewed is compiled into a table. Examples of the usage of these devices on specific vessels are given.

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38

Abdusalamov, M.-P. B., Sh A. Magaramov y Z. A. Khalaev. "DEVELOPMENT OF THE WESTERN CASPIAN MARITIME TRADE IN THE FIRST HALF OF THE 18th CENTURY". History, Archeology and Ethnography of the Caucasus 13, n.º 4 (15 de diciembre de 2017): 5–12. http://dx.doi.org/10.32653/ch1345-12.

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The article deals with the development of trade contacts between Russia and Oriental countries that were carried out through the western and southern coasts of the Caspian Sea in the first half of the 18th century. Since the early Middle Ages, the Russians had been contacting with the population of the Caspian Sea regions and Oriental countries via the Volga-Caspian Route. The western coast of the Caspian Sea, in contrast to the eastern one, had significant merchant harbors (Derbent, Nizabad, Baku), which accounted for a great part of international trade turnover. Since the beginning of the 18th century, the transit role of the Caucasian coast of the Caspian Sea had been increasing, Russia was interested in establishing trade and economic contacts with the East, as the main commodity of the Eastern trade - silk - was to be exported to European countries via the Caspian-Volga Route. Therefore, measures were taken to reconstruct the merchant harbors, particularly in Derbent and Baku, the required infrastructure along the western and southern coasts of the Caspian Sea was created, the Caspian flotilla was modernized, and more weight-lifting vessels were built and replaced the busses of the previous century. Transportation of cargo across the Caspian Sea was quite a profitable business, and it was carried out only by Russian sea-going vessels that had been built in the Astrakhan Admiralty established on the order of Peter I. The Caspian trade with the countries of the Caucasus and the Western Caspian Sea regions continued developing in the post-Petrine period. During the period of the Caucasian conquests, Nadir Shah planned to create a strong fleet in the Caspian Sea like that of Russia. For this purpose, the representatives of the English company, Hanway and Elton, were employed by Nadir Shah and were allowed to build ships and sail on merchant ships over the Caspian Sea. However, the Iranian Shah’s plans to create his own fleet in the Caspian Sea, as well as his Dagestan campaign failed.

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Lennerfors, Thomas Taro. "An involuntary ship owner: Swedish state involvement in shipping during the 1970s and 1980s". International Journal of Maritime History 26, n.º 4 (noviembre de 2014): 702–19. http://dx.doi.org/10.1177/0843871414552610.

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This article contributes to modern shipping history by analysing the Swedish state’s role as a ship owner in the 1970s and 1980s, when it at most controlled a fleet of 47 ships of six million deadweight tonnes, making it one of the world’s largest ship owners. The article, departing from a theoretical framework of the ‘state as entrepreneur’, describes the conception, functioning and dismantling of two state-owned shipping companies, Zenit and Uddevalla (UV) Shipping, and throws light on a hitherto undocumented aspect of modern Swedish maritime history. It argues that Zenit and UV Shipping had a significant impact on the development of the Swedish shipping industry in the 1970s and the 1980s.

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40

Westlund, Karin, Stig Attvall, Ralph Nilsson y Olaf C. Jensen. "Telemedical Maritime Assistance Service (TMAS) to Swedish merchant and passengers ships 1997–2012". International Maritime Health 67, n.º 1 (30 de marzo de 2016): 24–30. http://dx.doi.org/10.5603/imh.2016.0006.

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41

Krámli, Mihály. "A trianoni békeszerződés és a dunai hajózás". Belvedere Meridionale 32, n.º 2 (2020): 5–21. http://dx.doi.org/10.14232/belv.2020.2.1.

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The scope of this paper is to analyse the Danube policy of the Allied Powers after the First World War, their intention to create a new international régime, and to hone in on the impact of the Treaty of Trianon, the new Statue of the Danube of 1921 and the distribution of a part of the former Austrian and Hungarian riverine merchant fl eets on the Hungarian navigation on the Danube. Before the end of the World War the Austro-Hungarian riverine merchant fl eet was a dominant factor in the navigation on the Danube. The Allied Powers wanted to break this dominancy and to formulate a new international régime on the Danube favourable for them. These eff orts were present in the peace treaties. The Convention Instituting the Defi nitive Statue of the Danube was signed at Paris in July 1921. The provisions of the Convention formulated by the victors were very unfavourable for Germany, Austria, Hungary and Bulgaria. To capitalise on the benefi ts provided for them by the peace treaties and the Convention of 1921 in the Danube navigation, it had to create considerable merchant fl eets for Czechoslovakia, Kingdom of Serbs, Croats and Slovenes and Romania. For this scope the peace treaties provided that Germany, Austria, Hungary and Bulgaria should cede to the interested Allied Powers certain property pertaining to navigation on the Danube. Upon the decision of arbitrator Walker D. Hines of 2 August 1921, Hungary has lost nearly 50 percent of its Danube merchant fleet.

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42

Humphrey, Caroline. "Geographical imagination and sociality of sailors of the Black Sea merchant fleet during the Cold War". Focaal 2014, n.º 70 (1 de diciembre de 2014): 12–25. http://dx.doi.org/10.3167/fcl.2014.700102.

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The article discusses Soviet sailors' experiences away from home and seaborne social relations—the particular sociality brought to the Black Sea region by ships and sailors. The officers and sailors employed by the Black Sea Fleet had much wider horizons than ordinary Soviet citizens—and the small temporary society of the ship interpenetrated with the varied Black Sea inhabitants in limited but significant ways. They contrasted “high seas” of the world's great oceans, the setting for dangerous, daring and profitable exploits, with the enclosed drudgery of the Black Sea routes. The article shows how the Cold War inflected the imaginaries and practices of seamen and others. It argues that an anthropology of the sea can develop an analysis that combines regional specificities with visions that extend beyond the local and national.

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Köseoğlu, Burak, Ali Cemal Töz y Cenk Şakar. "Flag Choice Behavior in the Turkish Merchant Fleet: A Model Proposal with Artificial Neural Network Approach". Journal of ETA Maritime Science 5, n.º 2 (2017): 186–200. http://dx.doi.org/10.5505/jems.2017.02997.

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ROZVADOVSKA, O. V. "SUSTAINABILITY OF DEVELOPMENT OF MERCHANT SHIPPING OF UKRAINE IN TERMS OF DIVERSIFICATION OF MARITIME TRADE MARKET". Economic innovations 20, n.º 3(68) (20 de septiembre de 2018): 175–84. http://dx.doi.org/10.31520/ei.2018.20.3(68).175-184.

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Topicality. Shipping is a global industry, and its prospects are closely linked to the level of economic activity in the world. A higher level of economic growth usually leads to higher output of industrial goods, which in turn stimulates imports and exports. In the conditions of globalization of economic relations, the complicated dynamics of the potential and results of the maritime trade market is formed. In this case, quantitative, qualitative and structural changes both in the industrial infrastructure as a whole, and within the separate subsystems are allocated. The dynamism of this process is becoming the most important factor in the development of maritime transport potential. Therefore, the article deals with the fundamental features of the required response to the set of changes in the global shipping industry.Aim and tasks. The purpose of the article is to clarify the basic laws that determine the competitive directions of the development of commercial shipping in Ukraine in the context of the globalization of international relations, as well as to determine the prospects for the development of the maritime transport subsystem of Ukraine. It is important to identify rigid tendencies and new patterns of balanced and integrated development of the world transport industry and its regional, national and specialized subsystems.Research results. Strengthening and intensification of international integration processes puts a number of issues and problems before the Ukrainian economy. The presented article summarizes and substantiates the actual and important problem of the development of Ukraine's merchant fleet in the conditions of globalization of international relations, proposes a strategy for the formation of production potential for the competitive positioning of the marine transport complex of Ukraine, as well as scientific and practical recommendations for their implementation in the modern conditions of the country's economy.Conclusions. The modern structure of the world market of maritime transport services can be represented as a dynamically developed network of local markets, which intersect and / or do not overlap, whose boundaries form one or another segment of the market. Increasing the role of maritime enterprises in the system of maintaining the efficiency of the international division of labor leads to the emphasis on the national subsystems on the priority development of the fleet and ports. Solving the two-fold task - meeting the needs of the national economy and expanding the export of transport services forms, in the conditions of the availability of investment resources, the direction of development of enterprises of maritime transport. At the same time, the functions of the merchant fleet and ports are expanding and strategies for maintaining competitiveness within the active part of the company's life cycle are implemented, taking into account the uneven economic growth.

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Kolmykova, O. "DIFFICULTIES OF TEACHING THE ENGLISH LANGUAGE FOR SPECIFIC PURPOSES TO THE WOULD-BE OFFICERS OF MERCHANT FLEET". Pedagogy of the formation of a creative person in higher and secondary schools 2, n.º 69 (2020): 179–83. http://dx.doi.org/10.32840/1992-5786.2020.69-2.35.

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Yang, Yi-Chih. "Assessment criteria for the sustainable competitive advantage of the national merchant fleet from a resource-based view". Maritime Policy & Management 37, n.º 5 (septiembre de 2010): 523–40. http://dx.doi.org/10.1080/03088839.2010.503712.

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Kosenko, K. A. "Analysis of severity and variability of psychopathology disturbances in structure mental health disorders in long-distance sailors depending on their levels of psychosocial stress". Медицина сьогодні і завтра 85, n.º 4 (20 de diciembre de 2019): 69–78. http://dx.doi.org/10.35339/msz.2019.85.04.10.

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Using clinical-psychopathological and psychodiagnostic methods, we studied the severity and variability of psychopathological symptoms in the structure of mental health disorders in seafarers, depending on the level of psychosocial stress they experienced, to determine the targets of personalized mental health care measures for this contingent. During 2016–2019, 110 officers of the command staff of the Maritime Merchant Navy (CMN), 90 sailors of the Maritime Merchant Navy (SMN), 70 representatives of the command staff of the Maritime Passenger Fleet (CPF) and 30 privates of the Maritime Passenger Fleet (SPF) were surveyed. All were examined by men, citizens of Ukraine. The study included the use of clinical-psychopathological and psychodiagnostic methods. In the inter-voyage period, the vast majority of long-distance sailors are either mentally healthy (30.9 % CMN, 41.1 % SMN, 42.9 % CPF, 33.3 % SPF), or have some signs of mental maladaptation (52.7 % CMN, 37.7 % SMN, 44.3 % CPF, 40.0 % SPF). Clinically delineated disorders of the neurotic register of the F43 cluster (adaptation disorders) are characterized by 26.7 % SPF, 21.1 % SMN, 16.4 % CMN and 12.8 % CPF. The severity and variability of psychopathological manifestations, in general in the sample, correspond to the neurotic level of response, however, have differences among the examined different groups. The greatest severity of symptoms of depression on the background of high levels of anxiety, hostility and psychosis is inherent in SPF, and the greatest severity of anxiety, phobic anxiety, hostility and somatization is inherent in CMN. The lowest severity of psychopathological symptoms is characteristic of CPF. The severity and variability of psychopathological manifestations is directly associated with the level of stress experienced by the subjects: with increasing stress burden, the severity of the psychopathological response increases. The identified patterns should be taken into account in the development of specific measures of psychotherapy and psychoprophylaxis for this contingent, which is the prospect of this study.

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Kumar, Uday, Bengt Klefsjö y Sven Granholm. "Reliability investigation for a fleet of load haul dump machines in a Swedish mine". Reliability Engineering & System Safety 26, n.º 4 (enero de 1989): 341–61. http://dx.doi.org/10.1016/0951-8320(89)90004-5.

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Golubkova, I., O. Sienko, N. Lysenko, T. Frasyniuk y I. Parkhomenko. "Criteria for the management of a sustainable and safe positioning of the fleet in the conditions of globalization". Naukovyi Visnyk Natsionalnoho Hirnychoho Universytetu, n.º 2 (2021): 178–83. http://dx.doi.org/10.33271/nvngu/2021-2/178.

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Purpose. To develop a model of minimizing transportation risks for strengthening the criteria for sustainable and safe positioning of the fleet. Methodology. Scientific research, whose results are given in the presented article, is performed using both general and special methods of cognition. Methods of quantitative and qualitative comparison, content analysis, scientific abstraction and systematization and the method of mathematical formalization were used. Findings. An algorithm of a criterion-based approach to sustainable and safe positioning of the fleet in the presence of international transport market constraints is proposed. A mathematical model has been developed for minimizing transportation risks, which will reduce the current costs of the merchant fleet and, accordingly, contribute to its sustainable and safe positioning. Since it is important for industrial enterprises to reduce the time and cost of delivering raw materials, components, reducing transport costs for delivering products to the consumer, the paper presents forecasting of volumes of container transportations through ports of Ukraine and comparative analysis with the forecast trend of container transportations in the world market. This made it possible to form a tool for determining the appropriate positioning of the fleet. Originality. The study developed an algorithm for a criteria-based approach to sustainable and safe fleet positioning under international transport market constraints and a mathematical model to minimize transportation risks. This allows moving over to the formation of an integrated multimodal transport system and coordinated actions of all market participants in transport services. The efficiency and reliability of the system will be enhanced by the ability to predict the reorientation of routes associated with increased risk and dynamic management of traffic flows. Practical value. The results of the study can be used to create integrated automated information systems for dynamic traffic management using alternative routing of traffic flows to minimize risks. The results of the forecast study on container traffic through Ukrainian seaports can be used for practical or scientific purposes.

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Rozanov, Vsevolod. "Mental health problems and suicide in the younger generation — implications for prevention in the Navy and merchant fleet". International Maritime Health 71, n.º 1 (21 de marzo de 2020): 34–41. http://dx.doi.org/10.5603/imh.2020.0009.

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