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1
Dimitranov, Dilyan, et Blagovest Belev. « Reducing Ship’s Energy Consumption through Accommodation and Cargo Spaces Lights Automation ». Journal of Marine Science and Engineering 11, no 2 (16 février 2023) : 434. http://dx.doi.org/10.3390/jmse11020434.
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The effective use of energy proposes using less energy to achieve the same goal. The International Maritime Organization started using criteria for ship’s energy efficiency in 2013, when the new International Convention for the Prevention of Pollution from Ships, Annex VI, was adopted. The purpose of the Annex is to improve the ships’ energy efficiency through the use of new technologies such as improved hull design, and new propulsion systems, including innovations in energy management. One of the topics for improving the car carriers’ energy efficiency is the constantly working lights in the superstructure and on the car decks. Lights’ energy consumption may be negligible on most ships, but on car carriers, the consumption is of greater magnitude. This article presents a survey of the improvement of energy consumption on board a car carrier during regular voyages as well as the cost-effectiveness of introducing light control automation. The authors of this article review an example of light automation set up to control the lights in a ship’s superstructure and on the car decks. The implementation of such a system and the different types of automation are also reviewed. This research is towards new regulations, established by Maritime Environment Protection Committee and implemented in shipping since 1 November 2022. Conclusions for practical use are extracted.
2
Sameoto, D., N. A. Cochrane et A. W. Herman. « Response of Biological Acoustic Backscattering to Ships' Lights ». Canadian Journal of Fisheries and Aquatic Sciences 42, no 9 (1 septembre 1985) : 1535–43. http://dx.doi.org/10.1139/f85-192.
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The response of zooplankton (copepods and euphausiids) and micronekton (myctophids) to ships' lights was quantitatively assessed in terms of the acoustic backscattering from these organisms under controlled sea surface illumination. Two frequencies, 51 and 198 kHz, were utilized. No acoustic response to light on stations off the edge of the Nova Scotia continental shelf was found but a strong response on the shelf was observed. The response at both frequencies consisted of a nearly instantaneous drop in volume back-scattering strength by as much as 20 dB in the top 60 m. Biological sampling tentatively suggested that the organisms responsible were euphausiids and that a sudden geometric reorientation when the light was turned on resulted in a drop in their target strength.
3
Kemp, John. « The Evolution of Navigation Lights for Ships ». Journal of Navigation 48, no 2 (mai 1995) : 256–67. http://dx.doi.org/10.1017/s0373463300012728.
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The earliest record of a requirement for ships to carry lights that the author has been able to find is in the Rhodian Laws. These appear to date from about the 3rd or 2nd century B.C., and were certainly incorporated into Roman Law by A.D. 161, although Ashburner suggests that the earliest known copy dates from Byzantine times, A.D. 600–800. The Laws contain a section intended to prevent collisions between vessels under way and vessels at anchor or stopped.
4
Wynn, Tony, Peter A. Howarth et Bert R. Kunze. « Night-time Lookout Duty : The Role of Ambient Light Levels and Dark Adaptation ». Journal of Navigation 65, no 4 (17 juillet 2012) : 589–602. http://dx.doi.org/10.1017/s0373463312000288.
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The aim of this research was to clarify and quantify the demands of the working environment and watch-keeping regime for large commercial ships in relation to dark adaptation. The night lookout task requires the identification of the relatively bright navigational lights of other ships against the dark background of the sky and sea. The probability of detection is determined by the ambient lighting conditions on the bridge and the dark adapted state of vision. Light levels were such that threshold sensitivity (after 15 minutes) was reduced by around 2 log units in comparison to complete darkness. This has implications for the effective range of navigational lights at sea as defined in regulations. The intensity and position of navigation lights on larger vessels is such that the sensitivity of the eye under typical bridge conditions is likely to be sufficient for their visibility to be acceptable. This may not be the case for less well lit small craft.
5
Crosbie, John Wilde. « Revisiting the Lessons of the Early Steering and Sailing Rules for an e-Navigation Age ». Journal of Navigation 62, no 1 (22 décembre 2008) : 109–17. http://dx.doi.org/10.1017/s0373463308005067.
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Armed with the axiom that the best way to avoid collision at sea is for one ship to pass under the stern of the other, this paper revisits the early steering and sailing rules. It conjectures that the port tack rule was an antidote to the sailing ship's imperative to gain ground to windward even at the cost of risk of collision. It draws attention to evidence that with early steamships, free of the port tack rule, one altered course to pass astern of the other and that, in fact, the one to alter was invariably the faster of the two. It traces, to the want of prescribed navigation lights, the introduction of the port helm/right rudder rule for all ships by day and by night. It records how with the introduction of prescribed lights the port tack rule, though in a form proposed by France, was re-introduced for sailing ships together with an analogous crossing rule for streamers. The paper concludes that the port tack rule is redundant in this collision conscious age and that its objective of motivating one ship to alter course can be achieved by making both ships to blame in the event of a collision. It is submitted that these lessons offer the e-navigator a method of avoiding collision at sea applicable in all situations; the only technical requirement for its safe conduct is for each ship to be able to tell instantly and accurately at any moment how the other ship is heading.
6
Clarke, Malcolm R., et P. L. Pascoe. « The Influence of an Electric Light on the Capture of Deep-Sea Animals by a Midwater Trawl ». Journal of the Marine Biological Association of the United Kingdom 65, no 2 (mai 1985) : 373–93. http://dx.doi.org/10.1017/s0025315400050499.
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For centuries man has used lights to attract and concentrate fishes near the sea surface to aid their capture by nets or hooks (Ben-Yami, 1982). Underwater lights lowered into shallow seas are now regularly used to lure fish into set nets, large nets suspended beneath ships or into the vicinity of powerful pumps (Sidelnicov, 1981; Andreev, 1962; Nikonorov, 1969). Usually lights of more than 1 kw are used and such power requires a surface generator and strong insulated cable from the surface to the light. Although we know from these applications that some fish species are attracted by lights, the use of lights on trawls has not been developed for commercial exploitation or for research sampling. Perhaps such development has been discouraged by the safety problem and technical difficulties of providing electrical power on deck and handling heavily insulated conducting cable between the trawl and the generator. Lights have been used on commercial trawls with television in experiments to study fish reaction to trawls but such experiments were not concerned with finding the effect that lights might have on the quantity of fish caught and catches have not been analysed (A. Maclntyre, personal communication).
7
Bush, Elizabeth. « The Lights and Types of Ships at Night by Dave Eggers ». Bulletin of the Center for Children's Books 74, no 3 (2020) : 128–29. http://dx.doi.org/10.1353/bcc.2020.0750.
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Owen, John Roger. « “Give Me a Light:” The Development and Regulation of Ships' Navigation Lights up to the Mid-1860s ». International Journal of Maritime History 25, no 1 (juin 2013) : 173–203. http://dx.doi.org/10.1177/084387141302500109.
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Polinov, Semion, Revital Bookman et Noam Levin. « A Global Assessment of Night Lights as an Indicator for Shipping Activity in Anchorage Areas ». Remote Sensing 14, no 5 (22 février 2022) : 1079. http://dx.doi.org/10.3390/rs14051079.
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Accurate information on port shipping activities is critical for monitoring global and local traffic flows and assessing the state of development of the maritime industry. Such information is necessary for managers and analysts to make strategic decisions and monitor the maritime industry in achieving management goals. In this study, we used monthly night light (NTL) images of the Suomi National Polar-Orbiting Partnership (Suomi NPP) Visible Infrared Imaging Radiometer Suite (VIIRS) Day/Night Band, between 2012 and 2020, to study the night lights emitted by ships in ports’ anchorage areas, as an indicator for shipping activity in anchorage areas and ports. Using a dataset covering 601 anchorage areas from 97 countries, we found a strong correspondence between NTL data and shipping metrics at the country level (n = 97), such as container port throughput (Rs = 0.84, p < 0.01) and maximum cargo carried by ships (Rs = 0.66, p < 0.01), as well as a strong correlation between the number of anchorage points and the NTL values in anchorage areas across the world (Rs = 0.69, p < 0.01; n = 601). The high correspondence levels of the VIIRS NTL data with various shipping indicators show the potential of using NTL data to analyze the spatio-temporal dynamic changes of the shipping activity in anchorage areas, providing convenient open access and a normalized assessment method for shipping industry parameters that are often lacking.
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Strange, J. L. « The Position-fixing Needs of Merchant Ships : An Assessment in the Area Portland Bill to the Thames Estuary ». Journal of Navigation 41, no 1 (janvier 1988) : 90–100. http://dx.doi.org/10.1017/s0373463300009073.
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Yasin, Yasin Muhammad Syibli, et Dedi Nuryaman. « Peranan Alat Navigasi di Kapal Untuk Meningkatkan Keselamatan Pelayaran di Atas Kapal ». Dinamika Bahari 2, no 1 (18 mai 2021) : 39–48. http://dx.doi.org/10.46484/db.v2i1.250.
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The guard rules that have been set by Collision Regulation 1972, STCW 1978 as amended in 2010 Regulation II / 1, all ships are obliged to carry out the guard duty without exception. As for the implementation, the duty officer must ensure that 1) All visual early warnings are taking place on the existing situation, including the presence of ships and signs from the land. 2) Continuous observation and bearing of approaching ships. 3) Identifying ships and land lights. 4) Checking the direction of the steering wheel and commanded steering signals. 5) Radar observation and echo sounder. 6) Observation of weather changes, especially visibility. This research uses a qualitative approach with descriptive delivery. The purpose of this study is to describe the role of navigation tools in increasing the level of shipping safety. With the results of this study, where an officer must optimize the operation and maintenance of navigation devices in order to carry out a proper observation. The use of navigation tools such as binoculars, radar, Automatic Identification System (AIS), and Electronic Charts Display and Identification System (ECDIS) is very helpful in optimizing existing observations. So improving skills in guard duty, especially in terms of making observations, must be as optimal as possible to take advantage of the help of navigation tools. Because observation is very important in order to avoid the danger of collision and achieve safety in shipping.
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Saputra, Jasnur, et Marjoni Marjoni. « Design Build Mini Simulator Navigator Fish Boat (Design and Build Mini Fishing Ship Navigatioan Simulator) ». Riwayat : Educational Journal of History and Humanities 5, no 1 (9 février 2022) : 113–19. http://dx.doi.org/10.24815/jr.v5i1.26924.
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Navigation simulators have a very important role in the learning process to steer the ship's motion safely virtually based on the same shape and function as the original. However, the absence of a navigation simulator at the Aceh Marine and Fisheries Polytechnic of the Capture Fisheries Study Program (PTK) is thought to be the cause of the non-optimal learning process so that a navigation simulator is needed. This study aims to facilitate the navigational science learning process so as to make this navigation simulator a teaching and learning tool in the classroom, both in theory and practice. The method of designing and building a mini fishing boat navigation simulator is carried out in three stages, namely the literature review method, the observation method and the field work method. The results obtained are a navigation simulator with compass, radar, electronic maps, steering, weather control, ship lights and sound signals. The building space for this fishing boat navigation simulator can be used as a learning tool to sail ships and can increase interest in learning.
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Englesou, Julia, Mary Lekakou et Ernest Tzannatos. « The Efficiency of the Greek Lighthouse Network ». Journal of Navigation 51, no 3 (septembre 1998) : 421–29. http://dx.doi.org/10.1017/s0373463398007930.
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Among the many primary causes which lead to a shipping casualty, those of wrecking, stranding or coming into contact with fixed coastal structures depend (although not exclusively and only under specific conditions of visibility) upon the efficiency of the lighthouse and navigating lights network of a national coastline. The analysis of the shipping casualties involving Greek ships in the Greek seas revealed that, despite the recent introduction of sophisticated navigating aids for the prevention of stranding and contact, the share of the corresponding casualties remains unchanged. It appears that for coastal shipping operations, and in particular for port approaches, the traditional light navigating aids are and will always provide an irreplaceable safety service for navigators. This is mainly attributed to their technological simplicity which offers a high level of signal reliability and friendliness for the navigator.
14
Na, Song-Jin. « Improvement of Navigation Lights of Middle and Small Size Ships for Marine Traffic Safety in Coastal Areas of Korea ». Journal of the Korean Society of Marine Environment and Safety 28, no 7 (30 décembre 2022) : 1129–39. http://dx.doi.org/10.7837/kosomes.2022.28.7.1129.
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Bailkin, Jordanna. « Color Problems : Work, Pathology, and Perception in Modern Britain ». International Labor and Working-Class History 68 (octobre 2005) : 93–111. http://dx.doi.org/10.1017/s0147547905000219.
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This article explores the historical relationship between scientific research and labor management by investigating the state supervision of color perception in British workers (1870s-1920s). Whereas eighteenth-century scientific writers had described color blindness as an individual idiosyncrasy, color blindness was interpreted in the late nineteenth century as a social contaminant. As multiple sites of labor and industry were saturated with color—for example, through the deployment of flashing red and green lights on ships and railways—the color vision of workers became an increasingly significant medical and legal concern. Starting in the 1890s, the Board of Trade developed new efforts to legislate the admittedly subjective realm of color perception. But British workers also publicly opposed the Board's efforts to regulate their perception and objected to the “modernist” palette that was commonly used in color vision tests. I trace the emergence of color blindness as a class-specific pathology and consider both the denigration and the valorization of workers' perceptions in modern British industrial society.
16
Рябцов, А. В. « Application of Optical Switches in ship’s data transfer systems ». Automation of ship technical facilities 26, no 1 (1 décembre 2020) : 72–84. http://dx.doi.org/10.31653/1819-3293-2020-1-26-72-84.
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The article is devoted to the usage of optical switches in ship's automated systems to increase the noise immunity of transmitted information. Ship’s sizes enlargement leads to the lengthening of communication lines. This causes the increasement of noises and electromagnetic interference to the signals in cable lines. Traditional methods of interference protection are becoming ineffective. Therefore, fiber-optic communication lines (FOCL) are used onboard the ships, where information is distributed in the form of modulated light pulses. Theoretically it makes possible to eliminate the interference at all. Also it increases the noise immunity of transmitted information in the main communication lines of ship’s systems. However, other sections of ship communications remain wired and are still subjected to interference. The usage of FOCL in all sections of ship communication lines is still impossible due to the high cost of optoelectronic switching equipment, where the principle of double conversion is used.
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Nugraha, I. Made Aditya. « Penggunaan Pembangkit Listrik Tenaga Surya Sebagai Sumber Energi Pada Kapal Nelayan : Suatu Kajian Literatur ». JURNAL SUMBERDAYA AKUATIK INDOPASIFIK 4, no 2 (4 novembre 2020) : 101. http://dx.doi.org/10.46252/jsai-fpik-unipa.2020.vol.4.no.2.76.
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The need of electricity in every ship are very diverse. Power plants for using diesel as an engine can also come from sunlight as an alternative source of electrical energy. The measurement of solar energy in Indonesia is 4.8 kWh /m2. This renewable energy is in suitable for the Indonesian topography. Thus, the energy from the sunlight around the equator is so abundant that its availability is always available throughout the year, except when it rains. Utilization of solar energy can be used as a substitute for conventional energy which is starting to be limited and the price is quite expensive. Therefore, the data that are presented in this paper comes from publications, manufacturers, relevant official government documents, scientific publications and other publications. Utilization of solar energy as electrical energy can be done by using solar panels mounted in ships. The generated electricity can be used to turn on electrical equipment and send lights at night, and can be used as fishing aids. The use of solar power plant can also have a positive impact on fishermen, such as improving health, economy, environmental sustainability, and building independent fishermen.
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Soldani, Maurizio, et Osvaldo Faggioni. « A System to Improve Port Navigation Safety and Its Use in Italian Harbours ». Applied Sciences 11, no 21 (1 novembre 2021) : 10265. http://dx.doi.org/10.3390/app112110265.
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This article describes research aimed at developing a system able to support local authorities and port communities in optimizing port navigation, avoiding or managing critical situations induced by sea-level variations in harbours and minimizing environmental damages and economic losses. In the Mediterranean basin, sea-level changes are mostly due to astronomical tides, related to the gravitational attraction between Earth, Moon and Sun. Nevertheless, sea-level variations are also influenced by meteorological tides, which are geodetic adjustments of sea surface due to atmospheric pressure variations above a water basin. So, starting from monitoring or forecasting environmental parameters in harbours, the system updates port bathymetric maps based on sea-level variations (acquired in the past, measured in real-time, or expected in the future) and detects hazardous areas for a certain ship moving inside a port at a given moment, by means of the implementation of “virtual traffic lights”. The system was tested on some real situations, including the analysis of maritime accidents (stranding of ships), providing satisfactory results by correctly signalling potentially dangerous areas variable over time. The architecture of the system and results achieved using it in the ports of Livorno and Bari, in Italy, are herewith described.
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Di Ciaccio, Fabiana, Paolo Menegazzo et Salvatore Troisi. « Optimization of the Maritime Signaling System in the Lagoon of Venice ». Sensors 19, no 5 (10 mars 2019) : 1216. http://dx.doi.org/10.3390/s19051216.
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Aids to Navigation (AtoN) are auxiliary devices intended to support maritime navigation. They include both traditional signals (e.g., buoys and lights) and electronic aids, as for example those transmitted to ships through automatic tracking systems. In both cases, international organizations together with local authorities define technical specifications and standards on their use. Work still being finalized in the Venetian Lagoon made it necessary an assessment of the existing signaling system to guarantee the maximum level of safety in the waterways. Considering the severe atmospheric conditions to which the Lagoon is frequently subjected and the bathymetry restrictions affecting the navigation, an alternative aid system has been formalized for the first time in Italy. It is based on electronic and identification devices employed to virtualize the AtoN that will not be located at sea but only remotely identified by their coded messages, thus guaranteeing the continuity of port operations in any visibility conditions. This paper presents the procedures followed to reach a solution in line with the safety and efficiency standards given for the AtoN systems, considering position and luminous characteristics of physical signals in the first case, theoretical and statistical studies on Virtual AIS AtoN placement in the second case.
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Kuptsov, N. V. « CURRENT STATUS AND PERSPECTIVE FOR THE DEVELOPMENT OF SHIPS AND PORT TERMINALS FOR CARBON DIOXIDE (CO2) ». Vestnik Gosudarstvennogo universiteta morskogo i rechnogo flota imeni admirala S. O. Makarova 14, no 2 (28 juin 2022) : 199–217. http://dx.doi.org/10.21821/2309-5180-2022-14-2-199-217.
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The current achievements and future prospects in international scientific and project activities in the field of sea transportation of carbon dioxide (CO2) for further application in projects in the Russian Federation are analyzed in the paper. The theme is relatively new and actual - the port transshipment and transportation of this new gaseous cargo has been considered by the authors since the early 2010s, the first projects will be implemented by the mid-2020s. CCS (carbon capture and storage) is capture of CO2 from industrial processes, transportation and storage in underground geological structures; it is one of the key large-scale technologies for reducing CO2 emissions at industrial facilities. This causes a growing interest in the development of CO2 maritime transport, which is confirmed by the fact that in the current decade in Europe more than 5 large-tonnage CO2 maritime hubs have been announced for implementation. Maritime transport is a promising type for the delivery of carbon dioxide from territorially remote emitters (more than 1 km) to CO2 injection geological fields, what is confirmedby the scientific researches and feasibility studies. The analysis of the most cited and authoritative scientific sources performed in the paper has shown that significant progress has been made in certain technological areas: the reliability of the technological chain has been confirmed, the transport characteristics of CO2 have been determined, and a conclusion about the advisability of transporting CO2 in ships under medium (15-20 bar, operated by a small-tonnage fleet of food-quality CO2 and vessels for the Norwegian Longship project) or low pressure(up to 10 bar, the greatest prospects are in cost reduction and increase of cargo capacity) has been drawn. At port terminals, operations for CO2 storage in isothermal tanks and loading-unloading through marine loading arms of liquid cryogenic cargoes will be confirmed by 2024 with the construction of the first marine CO2 hub in Norway(Northern Lights). In the study described in the paper, for the first time on the Russian language, the general functional and technological logic of the CO2 maritime transport chain is formed and the best promising available technologies are identified. Eventually based on the results of the analysis, a groundwork for further research and applied work, which has high potential due to the growing demand of the state and industrial enterprises to reduce the carbon footprint, is created.
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Kuncowati, Kuncowati, Nyoman Ardiana Listriyawati et Supangat Supangat. « IMPLIKASI KEMAMPUAN BERKOMUNIKASI DAN PENGGUNAAN KODE ISYARAT INTERNASIONAL TERHADAP KESELAMATAN PELAYARAN KAPAL DI PELABUHAN TANJUNG PERAK SURABAYA ». JURNAL SAINS DAN TEKNOLOGI MARITIM 20, no 2 (15 mai 2020) : 147. http://dx.doi.org/10.33556/jstm.v20i2.228.
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<p>Crews ships comuunication skills are speaking, writing and using objects, lights and sounds to make contact. It is both for sending or receiving messages between individuals on the ship, communication with other ships and with related parties. The ability of the crew to use and understand codes are expected to achieve the safety of a voyage. This research was conducted to 98 respondents. They are the crews of ships that wer berthing at Tanjung Perak Port of Surabaya. It is expected to know how the implication of the crews’ ability to communicate and to use international codes. It is meant to ensure the safety of the voyages. This research was using quantitative methods with linear regression analysis, t test, f test and test of determination. Therefore, it resulted that there ware a positive and significant influence both partially and jointly between the ability to communicate and the use of international codes on the safety of a voyage. The ability to communicate with the crew especially the ability in communication using English and understanding in the use of international codes is implicated in the safety of a voyage.</p><p><em><strong>Keywords : Communication skills, Codes, Safety of a voyage</strong></em></p><p><em><strong><br /></strong></em>Kemampuan komunikasi awak kapal baik secara lesan, tulisan,menggunakan sosok benda,cahaya dan bunyi untuk berinteraksi baik mengirim atau menerima pesan baik antar individu di kapal,komunikasi dengan kapal lain maupun dengan pihak – pihak terkait dan kemampuan awak kapal dalam menggunakan dan memahami penggunaan kode isyarat diharapkan dapat mencapai keselamatan pelayaran. Penelitian ini dilakukan dengan responden dengan sejumlah 98 ( Sembilan puluh delapan ) awak kapal yang kapalnya sedang berada di Pelabuhan Tanjung Perak Surabaya untuk mengetahui implikasi kemampuan berkomunikasi awak kapal dan penggunaan kode isyarat internasional supaya tercapai peningkatan keselamatan pelayaran.Penelitian ini dilakukan dengan metode kuantitatif yaitu dengan analisis regresi linier , uji t,uji f dan uji determinasi.Dari penelitian diperoleh bahwa terdapat pengaruh yang positif dan signifikan baik secara partial maupun bersama -sama antara kemampuan berkomunikasi dan penggunaan kode isyarat internasional terhadap keselamatan pelayaran .Kemampuan berkomunikasi awak kapal terutama kemampuan dalam komunikasi berbahasa inggris dan pemahaman dalam penggunaan kode isyrat internasional berimplikasi terhadap keselamatan pelayaran</p><p><em><strong>Kata kunci : Kemampuan berkomunikasi, Kode isyarat, Keselamatan pelayaran</strong></em><strong> </strong></p>
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Turner, Neil MacDonald. « Traditional Aids to Navigation : The Next 25 Years ». Journal of Navigation 50, no 2 (mai 1997) : 234–41. http://dx.doi.org/10.1017/s0373463300023833.
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The authors of this paper are the three General Lighthouse Authorities (GLAs) of the United Kingdom and the Republic of Ireland. It was presented on their behalf at the RIN-96 conference by Captain Turner. The paper gives a brief overview of the policy of the GLAs (i.e. the Corporation of Trinity House, the Northern Lighthouse Board and the Commissioners of Irish Lights) regarding the provision of an aids to navigation service with emphasis on the future prospects of traditional aids to navigation over the next 25 years. The three GLAs have recently carried out a consultation exercise on marine aids to navigation into the 21st century. The results of this consultation exercise are discussed. It should be noted that, for clarity, the General Lighthouse Authorities (GLAs) refer to the systems that they provide as ‘aids to navigation’ (AtoN), to differentiate their provision from the equipment carried on board ships for navigational purposes which are referred to by the GLAs as ‘navigational aids’. This paper therefore in the main deals with AtoN.The coastlines within the GLAs' areas of responsibility rank with the most heavily trafficked and dangerous in the world. The coastlines vary from isolated rocks and the steep, Atlantic coastline, to the low-lying relatively featureless coastline of south-east England, off which are shifting sandbanks and channels. The tidal range in GLA waters is significant and tidal streams can reach 10 knots or more in a number of places.
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Meem, Ishrat Jacy, Safwat Osman, Khadem Md Habibul Bashar, Nazrul Islam Tushar et Riasat Khan. « Semi Wireless Underwater Rescue Drone with Robotic Arm ». Journal of Robotics and Control (JRC) 3, no 4 (1 juillet 2022) : 496–504. http://dx.doi.org/10.18196/jrc.v3i4.14867.
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Wireless communication with underwater drones plays a vital role in rescuing an after-ship accident, and it is considered one of the most challenging technologies nowadays. The wireless underwater drone also contributes significantly to navy, gas and oil companies, underwater infrastructure, aquaculture industry, commercial diving, and deep archeological investigations. Bangladesh, a developing country with many rivers and seashores used by many water transport vehicles, faces boat and ship accidents as a typical scenario every year. Many lives, dead bodies, ships, boats, and valuable objects do not get rescued because of the lifetime risk of the divers or the rescue team. The rescue operation is exceptionally troublesome because of the absence of wireless underwater drone technology at the cheapest cost, whose innovation and function are very challenging for Bangladesh. Considering these problematic situations, in this paper, we have proposed a prototype of a semi wireless underwater drone designed and structured with the best quality PVC pipe of 6mm diameter, considering the weight as lowest as possible, maintaining its buoyancy properly. In this prototype, we have used three propellers, each connected with three servo motors, to move it up, down, back, and forth. A robotic arm is also utilized to rescue objects from under the water, and a 4K HD EKEN camera and two waterproof fog lights to search and visualize underwater objects on the mobile screen from the land. For wireless communication between the controller and the drone, we have used two nRF24L01 modules; one is for the controller, and the other is for the drone’s receiver to send and obtain the signals from the controller to the drone. 12V and 24V lithium-ion batteries are employed as power sources for the controller and receiver, respectively. Finally, real experimental tests of the proposed underwater device were performed in a swimming pool facility.
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An, Lei, Long Ma, Hui Wang, Heng-Yu Zhang et Zhen-Hua Li. « Research on navigation risk of the Arctic Northeast Passage based on POLARIS ». Journal of Navigation 75, no 2 (10 février 2022) : 455–75. http://dx.doi.org/10.1017/s0373463322000042.
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AbstractThe complex sea ice conditions in Arctic waters has different impacts on the legs of the Arctic passage, and ships of specific ice classes face different navigation risks. Therefore, the quantitative analysis of the navigation risks faced in different legs has important practical significance. Based on the POLARIS introduced by IMO, the sea ice condition data from 2011 to 2020 was used to quantify the navigation risk of the Arctic Northeast passage. The risk index outcome (RIO) of the Arctic Northeast Passage were calculated. The navigable windows of the route for ice class 1A ships sailing independently under different sea ice conditions in the last decade were determined, with a navigable period of 91 days under normal sea ice conditions, approximately 175 days under light sea ice conditions and only week 40 close to navigation under severe sea ice conditions. The three critical waters affecting the safety of ships were identified. Combined with the navigable windows and critical waters, recommendations on ship's navigation and manipulation and recommendations for stakeholders were given. The method and results provided reference and support for the assessment of the navigation risk of ships in the Northeast Passage and safety navigation and operations of ships, and satisfied the needs of relevant countries and enterprises to rationally arrange shipment dates and sailing plans based on different ice classes of ships.
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Feng, Yan Er, Li Li Li et Juan Yi Liu. « The Design on Speed Monitoring System of Ship's Main Engine ». Applied Mechanics and Materials 401-403 (septembre 2013) : 1222–25. http://dx.doi.org/10.4028/www.scientific.net/amm.401-403.1222.
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Speed monitoring system of ship’s main engine was completed a few of functions such as ship speed signal acquisition. The smsm system can also count, analysis and process the signal through the master ecu, and display the host speed value on the lcd circuit. When the rotational speed of the ship’s main engine is different to the present speed, it’ll output a control signal to adjust the engine throttle . When the ship's speed exceeds the speed limit, The smsm will alarm by sound and light.
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Chen, Chen, et Ying Li. « Ship Berthing Information Extraction System Using Three-Dimensional Light Detection and Ranging Data ». Journal of Marine Science and Engineering 9, no 7 (6 juillet 2021) : 747. http://dx.doi.org/10.3390/jmse9070747.
Texte intégralRésumé :
Safe and efficient berthing is essential to ensure maritime transportation and the safety of ships and ports. Three-dimensional (3D) light detection and ranging (LiDAR) can monitor and support ship berthing because it provides abundant target information and offers excellent advantages in measuring accuracy. Hence, a berthing information extraction system has been developed based on 3D LiDAR. Principal component analysis is used to calculate a ship’s heading and the normal vector, and the feature points of the bow and stern are determined. The segments passing through the points are obtained via region growing. The bow and stern are recognized by the similarity of the normal vector of the segments and ship’s heading according to the positions of the ship relative to the berth through visibility analysis. Qualitative and quantitative calculated analyses of the distance, velocity, and approach angle of the dynamic ship’s bow and stern relative to the dock are performed based on the feature points of 3D LiDAR data. A laser scanner, used as the detection unit, efficiently monitored the Ro–Ro ship Ocean Island berthing at Lushun Port in field experiments. On-site applications demonstrated the feasibility and effectiveness of the proposed method for the recognition of dynamic ship target and ensuring safe ship berthing.
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Sun, Zequn, Chunning Meng, Tao Huang, Zhiqing Zhang et Shengjiang Chang. « Marine ship instance segmentation by deep neural networks using a global and local attention (GALA) mechanism ». PLOS ONE 18, no 2 (24 février 2023) : e0279248. http://dx.doi.org/10.1371/journal.pone.0279248.
Texte intégralRésumé :
Marine ships are the transport vehicle in the ocean and instance segmentation of marine ships is an accurate and efficient analysis approach to achieve a quantitative understanding of marine ships, for example, their relative locations to other ships or obstacles. This relative spatial information is crucial for developing unmanned ships to avoid crashing. Visible light imaging, e.g. using our smartphones, is an efficient way to obtain images of marine ships, however, so far there is a lack of suitable open-source visible light datasets of marine ships, which could potentially slow down the development of unmanned ships. To address the problem of insufficient datasets, here we built two instance segmentation visible light datasets of marine ships, MariBoats and MariBoatsSubclass, which could facilitate the current research on instance segmentation of marine ships. Moreover, we applied several existing instance segmentation algorithms based on neural networks to analyze our datasets, but their performances were not satisfactory. To improve the segmentation performance of the existing models on our datasets, we proposed a global and local attention mechanism for neural network models to retain both the global location and semantic information of marine ships, resulting in an average segmentation improvement by 4.3% in terms of mean average precision. Therefore, the presented new datasets and the new attention mechanism will greatly advance the marine ship relevant research and applications.
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Zhang, Haomin, et Xingang Xu. « Research and Design of Wind and Solar Complementary Electric Sightseeing Boat ». E3S Web of Conferences 145 (2020) : 02056. http://dx.doi.org/10.1051/e3sconf/202014502056.
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To solve the problem of rapid development of domestic water tourism and water pollution in scenic waters, windsurfing technology and solar photovoltaic technology are applied to small and medium-sized sightseeing cruise ships. While optimizing the hull design and component coordination, the application of automatic control technology further improves the utilization efficiency of wind and light energy, and achieves the adaptation of the sail angle of attack and the efficient coupling of the two energies. The ship mainly uses the natural resources of solar energy and wind energy. It will not burn fossil fuels during the ship’s travel, thus reducing the emission of toxic and harmful substances, which has positive significance for environmental protection. In short, the solar wind-assisted power generation ship studied in this project has remarkable features such as zero emission, high degree of intelligence, significant wind-assisted effect, high efficiency of light energy utilization, and low hull space occupation. Compared with the ordinary lake area cruise ship, the energy-saving and emission reduction effect of the power generation ship is very obvious[1].
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Gutsuliak, Vasiliy N. « Impact of COVID-19 on the freedom of the merchant ship’s access to foreign ports ». Pomorstvo 35, no 1 (30 juin 2021) : 23–29. http://dx.doi.org/10.31217/p.35.1.3.
Texte intégralRésumé :
Nowadays, merchant shipping is facing a new challenge in the context of COVID-19. The ships at sea may find themselves in need of immediate medical assistance relating to the crewmembers and/or passengers due to COVID-19. Besides, there is a problem with the change of ship crews in due time and their repatriation. Under international custom, coastal States keep their ports open for merchant shipping but may require the ship’s master to take appropriate action to prevent a threat of danger. In cases of failure or urgency, the coastal State can exercise its authority in taking responsive action appropriate to the threat. The article analyzes the main issue - how reasonable are the actions of states that close their ports to foreign vessels in the light of COVID-19. In this paper, the practice of foreign and Russian ports in the context of the COVID-19 is assessed.
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Bačkalov, I., S. Rudaković et M. Cvijović. « Intact Stability of Historic Passenger Ships in Light of the Second Generation Intact Stability Criteria ». International Journal of Maritime Engineering 163, A1 (7 avril 2021) : 119–30. http://dx.doi.org/10.5750/ijme.v163ia1.10.
Texte intégralRésumé :
The paper examines the intact stability of historic passenger ships from the point of view of the contemporary notion of the intact stability, i.e. the Second Generation Intact Stability Criteria (SGISC) framework. An intact stability assessment using the Vulnerability Level 2 calculation procedures of SGISC for the dead ship condition was performed on four ocean liners: RMS Titanic, RMS Queen Mary, SS United States and SS Michelangelo, and two cruise ships: MS Song of America and MS Costa Concordia. In addition, the intact stability of the selected ships was appraised using the present-day mandatory intact stability requirements contained in the 2008 Intact Stability Code. The selected ships are believed to be good representatives of the main trends in passenger ship design over a one-hundred-year span bounded by two well-known maritime catastrophes: the sinking of the Titanic in 1912 and the Costa Concordia disaster in 2012. The paper offers an insight into how major design changes have affected the intact stability properties of passenger ships over this period. It was found that the examined ocean liners would perform well in terms of intact stability in the dead ship condition even from the point of view of the SGISC. The analysis also confirmed the advantages of the approach using the SGISC framework over simplified, (semi)empirical stability assessment methods. By looking into the evolution of the intact stability of ocean liners and cruise ships from the contemporary perspective, the paper draws the conclusions which are considered useful for the design of future passenger ships.
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Poprawe, Reinhart. « Part 1 - Coherent Light : “From Chips to Ships” ». Laser Technik Journal 7, no 2 (février 2010) : 31–36. http://dx.doi.org/10.1002/latj.201090022.
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Poprawe, Reinhart, Peter Loosen, Wolfgang Schulz, Mihael Brajdic, Arnold Gillner, Stefan Beckemper, Henrich Schleifenbaum et al. « Part 2 - Coherent Light : “From Chips to Ships” ». Laser Technik Journal 7, no 3 (25 mai 2010) : 13–17. http://dx.doi.org/10.1002/latj.201090036.
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Diosono, Francesca, et Tiziano Cinaglia. « Light on the water : ritual deposit of lamps in Lake Nemi ». Journal of Roman Archaeology 29 (2016) : 451–68. http://dx.doi.org/10.1017/s104775940007224x.
Texte intégralRésumé :
Lake Nemi, in a crater of volcanic origins, lies along the via Appia c.30 km south of Rome in the region of the Alban Hills. The basin as a whole has a high density of archeological evidence, most noticeably the sanctuary of Diana on the NE and the imperial villa on the SW sides. Famously, two large ships belonging to Caligula were long preserved in the lake bed. Following repeated attempts beginning in Renaissance times, in 1927 the recovery of the two ships became a matter of national prestige and propaganda for the Fascist government. The decision was taken to lower the level of the lake by c.22 m to the lake floor where the hulls lay, using powerful pumps that sucked and directed the water through the ancient emissary that was re-opened (figs. 2-3). These operations, conducted between 1928 and 1932, concluded in 1936 with the grand opening on the NW shore of the Museo Nazionale delle Navi Romane, where the ships were displayed. But the tragic epilogue came just a few years later in 1944 during the Second World War when the ships, symbols of a régime that was as boastful as it was fragile, were completely destroyed.
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Samiotis, G., D. Grekos et P. Saviolakis. « Legal Analysis of Government Ships’ Immunity in the Light of Sustainable Development and Environmental Security ». Environmental Policy and Law 50, no 4-5 (12 mars 2021) : 325–38. http://dx.doi.org/10.3233/epl-200234.
Texte intégralRésumé :
The immunity accorded to military ships and government ships used for non-commercial service in the high seas does not, in many cases, comply with the environmental protection measures set by the UN Convention on the Law of the Sea (UNCLOS). Both coastal and flag States attempt to balance their differing interests through UNCLOS; coastal States support the environmental protection of the high seas adjacent to their maritime zones while the flag States claim the rights of immunity and freedom of navigation. The jurisdictional immunity in the high seas accorded to government ships used only for non-commercial service will continue to raise inter-State disputes regarding the nature of permissible services and environmental protection. States should engage in a dialogue on these issues, in which they could discuss the concept of non-commercial service in the high seas, and bring into focus the potentially serious socio-economic and environmental consequences, such as accidental marine pollution caused by these ships.
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Zhong, Liang, Xiaosheng Liu, Peng Yang et Rizhi Lin. « Explore the application of high-resolution nighttime light remote sensing images in nighttime marine ship detection : A case study of LJ1-01 data ». Open Geosciences 12, no 1 (31 octobre 2020) : 1169–84. http://dx.doi.org/10.1515/geo-2020-0180.
Texte intégralRésumé :
AbstractNighttime light remote sensing images show significant application potential in marine ship monitoring, but in areas where ships are densely distributed, the detection accuracy of the current methods is still limited. This article considered the LJ1-01 data as an example, compared with the National Polar-orbiting Partnership (NPP)/Visible Infrared Imaging Radiometer Suite (VIIRS) data, and explored the application of high-resolution nighttime light images in marine ship detection. The radiation values of the aforementioned two images were corrected to achieve consistency, and the interference light sources of the ship light were filtered. Then, when the threshold segmentation and two-parameter constant false alarm rate methods are combined, the ships’ location information was with obtained, and the reliability of the results was analyzed. The results show that the LJ1-01 data can not only record more potential ship light but also distinguish the ship light and background noise in the data. The detection accuracy of the LJ1-01 data in both ship detection methods is significantly higher than that of the NPP/VIIRS data. This study analyzes the characteristics, performance, and application potential of the high-resolution nighttime light data in the detection of marine vessels. The relevant results can provide a reference for the high-precision monitoring of nighttime marine ships.
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Zhou, Shibo, Zhizheng Wu et Lüzhen Ren. « Ship Path Planning Based on Buoy Offset Historical Trajectory Data ». Journal of Marine Science and Engineering 10, no 5 (15 mai 2022) : 674. http://dx.doi.org/10.3390/jmse10050674.
Texte intégralRésumé :
In the existing research on the intelligent navigation of ships, navigation route planning often regards light buoys as fixed obstructions. However, due to factors such as water ripples, the position of the buoys keeps periodically changing. If the buoys are set to a fixed range of avoidance areas in the process of ship navigation, it is easy to allow a collision between the ship and the light buoys. Therefore, based on historical motion trajectory data of the buoys, a SARIMA-based time-series prediction model is proposed to estimate the offset position of a given buoy in a specified time. Furthermore, the collision-free path planning approach is presented to dynamically recommend an accurate sailing path. The results of the simulation experiment show that this method can effectively deal with collisions of ships caused by the offset position of the light buoys during the navigation of the large and low-speed autonomous ships.
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Shan, Zhao, Pan, Wang et Zhao. « Sea–Sky Line and its Nearby Ships Detection Based on the Motion Attitude of Visible Light Sensors ». Sensors 19, no 18 (16 septembre 2019) : 4004. http://dx.doi.org/10.3390/s19184004.
Texte intégralRésumé :
In the maritime scene, visible light sensors installed on ships have difficulty accurately detecting the sea–sky line (SSL) and its nearby ships due to complex environments and six-degrees-of-freedom movement. Aimed at this problem, this paper combines the camera and inertial sensor data, and proposes a novel maritime target detection algorithm based on camera motion attitude. The algorithm mainly includes three steps, namely, SSL estimation, SSL detection, and target saliency detection. Firstly, we constructed the camera motion attitude model by analyzing the camera's six-degrees-of-freedom motion at sea, estimated the candidate region (CR) of the SSL, then applied the improved edge detection algorithm and the straight-line fitting algorithm to extract the optimal SSL in the CR. Finally, in the region of ship detection (ROSD), an improved visual saliency detection algorithm was applied to extract the target ships. In the experiment, we constructed SSL and its nearby ship detection dataset that matches the camera’s motion attitude data by real ship shooting, and verified the effectiveness of each model in the algorithm through comparative experiments. Experimental results show that compared with the other maritime target detection algorithm, the proposed algorithm achieves a higher detection accuracy in the detection of the SSL and its nearby ships, and provides reliable technical support for the visual development of unmanned ships.
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Lehtola, Ville V., Jakub Montewka et Johanna Salokannel. « Sea Captains’ Views on Automated Ship Route Optimization in Ice-covered Waters ». Journal of Navigation 73, no 2 (14 août 2019) : 364–83. http://dx.doi.org/10.1017/s0373463319000651.
Texte intégralRésumé :
Safety in ice-covered polar waters can be optimised via the choice of a ship's route. This is of utmost importance for conventional as well as autonomous ships. However, the current state of the art in e-Navigation tools has left two open questions. First, what essential information are these tools still missing, and second, how they are seen by sea captains. In order to address these questions, we organised an ice navigation workshop to systematically collect routing justifications given by and waypoints planned by experienced sea captains that are particularly seasoned in ice navigation. Here, we report the outcome of that workshop. Our key findings include the reasoning and the commentary of the participants in looking for a better and safer route. These comments shed light upon both the official and unofficial code of conduct in open waters and boil down into a list of additional prerequisite information if further steps towards system autonomy are sought. Finally, the expert-planned waypoints are to be published alongside this paper to act as a benchmark for future maritime studies.
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Pribadi, Elwas Cahya Wahyu, Juniarko Prananda et Eko Susanto. « Application of Navigation Light Monitoring and Control in Ship’s KRI Sampari 628 Based on Android ». IOP Conference Series : Earth and Environmental Science 972, no 1 (1 janvier 2022) : 012021. http://dx.doi.org/10.1088/1755-1315/972/1/012021.
Texte intégralRésumé :
Abstract The current BCC ( Bridge Control Console) system is still controlled manually mainly on the ship’s navigation lights, which requires the crew to come to the BCC room, so it will be difficult if the crew is far from the BCC room. From that problem the author wants to create a digital system, in this case an android-based control and monitoring system for navigation lights which is expected to be practical and efficient to operate both in the BCC room and outside the room. In facing the industrial revolution 4.0, the author uses the scientific field of Internet of Things (IoT) with the main electronic device, namely Arduino UNO with a MEGA 2560 microcontroller as the system control center, as well as the ESP8266 wifi module for controller communication. LDR is used to detect light, relay is used to switch lights, Interface is made based on applications installed on Android and the hardware is a series of systems and prototypes.
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Wlodarczyk-Sielicka et Polap. « Automatic Classification Using Machine Learning for Non-Conventional Vessels on Inland Waters ». Sensors 19, no 14 (10 juillet 2019) : 3051. http://dx.doi.org/10.3390/s19143051.
Texte intégralRésumé :
The prevalent methods for monitoring ships are based on automatic identification and radar systems. This applies mainly to large vessels. Additional sensors that are used include video cameras with different resolutions. Such systems feature cameras that capture images and software that analyze the selected video frames. The analysis involves the detection of a ship and the extraction of features to identify it. This article proposes a technique to detect and categorize ships through image processing methods that use convolutional neural networks. Tests to verify the proposed method were carried out on a database containing 200 images of four classes of ships. The advantages and disadvantages of implementing the proposed method are also discussed in light of the results. The system is designed to use multiple existing video streams to identify passing ships on inland waters, especially non-conventional vessels.
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Cazenave de la Roche, Arnaud, Fabrizio Ciacchella, Fabien Langenegger, Max Guérout, Marco Milanese et Ana Crespo Solana. « Review of the research programme on the Mortella III wreck (2010-2020, Corsica, France) : A contribution to the knowledge of the Mediterranean naval architecture and material culture of the Renaissance. » Open Research Europe 2 (18 mai 2022) : 6. http://dx.doi.org/10.12688/openreseurope.13942.2.
Texte intégralRésumé :
The Mortella wrecks are the remains of two navi, Genoese seagoing merchant ships, sunk in 1527 in the Bay of Saint-Florent (Upper-Corsica, France) during the Seventh Italian War. A programme of archaeological excavations and historical research has been held on one of them, Mortella III, between 2010 and 2020. It has involved a multidisciplinary team around a European research project called ModernShip (Horizon 2020), whose objective is to shed light on Mediterranean shipbuilding during the Renaissance, a field still little known to this day. At the end of these 10 years, the aim of the present article is to conclude this research programme with the presentation of a scientific review that complements a recently published monograph on the Mortella III wreck. This study presents the latest results on the ship's architecture obtained during the excavation of the wreck in 2019, including a study of the wood of the framework. Finally, this article broadens our understanding of the nave presenting the results of a collaborative line of research on material culture with three studies in close connection with the ship architecture: artillery, anchors and ceramics.
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Cazenave de la Roche, Arnaud, Fabrizio Ciacchella, Fabien Langenegger, Max Guérout, Marco Milanese et Ana Crespo Solana. « Review of the research programme on the Mortella III wreck (2010-2020, Corsica, France) : A contribution to the knowledge of the Mediterranean naval architecture and material culture of the Renaissance. » Open Research Europe 2 (11 janvier 2022) : 6. http://dx.doi.org/10.12688/openreseurope.13942.1.
Texte intégralRésumé :
The Mortella wrecks are the remains of two navi, Genoese seagoing merchant ships, sunk in 1527 in the Bay of Saint-Florent (Upper-Corsica, France) during the Seventh Italian War. A programme of archaeological excavations and historical research has been held on one of them, Mortella III, between 2010 and 2020. It has involved a multidisciplinary team around a European research project called ModernShip (Horizon 2020), whose objective is to shed light on Mediterranean shipbuilding during the Renaissance, a field still little known to this day. At the end of these 10 years, the aim of the present article is to conclude this research programme with the presentation of a scientific review that complements a recently published monograph on the Mortella III wreck. This study presents the latest results on the ship's architecture obtained during the excavation of the wreck in 2019, including a study of the wood of the framework. Finally, this article broadens our understanding of the nave presenting the results of a collaborative line of research on material culture with three studies in close connection with the ship architecture: artillery, anchors and ceramics.
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Gorlov, Alexander M. « Transporting Ships by Land as an Alternative to a New Panama Canal Project ». Marine Technology and SNAME News 26, no 04 (1 octobre 1989) : 303–7. http://dx.doi.org/10.5957/mt1.1989.26.4.303.
Texte intégralRésumé :
In the light of an increased interest in new alternatives to the existing Panama Canal [1],2 an investigation of the possibility of transporting loaded ships over the Panama Isthmus by railroad or paved track [2, 3] was undertaken. Suggested transportational means should allow the following operations: in-water loading of a ship on an assembly of wheeled transporters, transporting it by land over the isthmus, and unloading it in the new water. The main problem of the present canal is the high tonnage and large size of modern ships. For this reason, the suggested transportation system is to be designed primarily for the heaviest and largest ships, while small and medium ships would continue to use the existing locks and canal. The author understands that, at first look, such a super project may seem to be/unrealistic. Nevertheless, the analysis shows that it is feasible and can be justified economically.
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Fuentes, David Ignacio, et Hernán De Lavalle Pérez. « Fuel-Cell Integration on Board Surface Ships ». Ciencia y tecnología de buques 8, no 16 (23 janvier 2015) : 19. http://dx.doi.org/10.25043/19098642.108.
Texte intégralRésumé :
Given the high levels of air pollution around the world, produced by the emission of greenhouse gases,the shipbuilding industry is in search of a "zero emissions" ship. To achieve this, research groups, havefocused on the further investigation of the fuel cells. These devices can produce energy by only usinghydrogen and oxygen as main power sources, having the next advantages features: low noise production,no emissions, and high efficiency. They can also be integrated with other systems. As Jules Verne wrote inhis “The Mysterious Island”, one day water will be used as fuel. The hydrogen and oxygen that constituteit, used alone and simultaneously, produce inexhaustible heat source and light intensity much greaterthan that of coal.
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Wang, Chuya, Minghu Ding, Yuande Yang, Ting Wei et Tingfeng Dou. « Risk Assessment of Ship Navigation in the Northwest Passage : Historical and Projection ». Sustainability 14, no 9 (6 mai 2022) : 5591. http://dx.doi.org/10.3390/su14095591.
Texte intégralRésumé :
Shipping volumes in the Northwest Passage are likely to increase under climate change due to the distance advantage over traditional routes and the special strategic location of the Arctic. However, the harsh environment and poor channel conditions may pose a considerable risk to ship navigation. To ensure the safety of ships, understand the navigability of the route, and plan the sustainable use of the Northwest Passage, it is crucial to provide a quantitative risk assessment. Here, we present an analysis of several natural risks faced by ships in the Northwest Passage based on available datasets and use climate model simulations to project the navigability changes. The results showed that: (1) The sea-ice risk to ships in the Northwest Passage has been significantly reduced over the period 1979–2019, and the risk for Polar Class 6 (PC6) ships has decreased more rapidly than for general open-water (OW) ships. The difference in ice-breaking capacity further affects the seaworthy season, with the second seaworthy month being August for OW ships and October for PC6 ships, in addition to the commonly best September. (2) Low visibility is a more common form of adverse weather than strong wind for navigation in the Northwest Passage, mainly on the northern route, although pilotage conditions appear to be improving in September. (3) According to the comprehensive risk map, the distribution of risk is dominated by sea ice. The southern route of the Northwest Passage is superior to the northern route in terms of both sea ice and weather conditions, but there is a risk of shallow water. (4) For the northern route, which has greater transport potential, projections suggest that the sea-ice risk will be steadily lower than any extreme light ice year observed historically whether for the ship class OW or PC6 by 2050, with an increase of 50–80 navigable days, and the navigable period could be from June to January of the following year for PC6 ships by 2100. Our results provide valuable information for ships planning to pass through the Northwest Passage.
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Umeda, Naoya, Akihiko Matsuda, Masami Hamamoto et Shiro Suzuki. « Stability assessment for intact ships in the light of model experiments ». Journal of Marine Science and Technology 4, no 2 (20 novembre 1999) : 45–57. http://dx.doi.org/10.1007/s007730050006.
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Dong, Duc Tuan, et Wei Cai. « Life-cycle assessment of ships : The effects of fuel consumption reduction and light displacement tonnage ». Proceedings of the Institution of Mechanical Engineers, Part M : Journal of Engineering for the Maritime Environment 234, no 1 (29 juin 2019) : 143–53. http://dx.doi.org/10.1177/1475090219858810.
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Life-cycle assessment has been widely applied in many industry sectors for years and there are some applications of this method in the shipping sector. Fuel consumption and material consumption are considered as crucial factors in the life cycle of ship. This study uses the life-cycle assessment method to show the effects of fuel consumption reduction and light displacement tonnage on the environmental performance of ships. This is done by comparing the environmental impacts of 25 investigated scenarios with different fuel consumption and light displacement tonnage. CML2001 methodology is used to evaluate the impact assessment and the results are calculated using GaBi software. The results show that fuel consumption reduction could cut down the environmental impacts. However, some scenarios are not environmentally beneficial due to the increase in light displacement tonnage. The effects of fuel consumption and light displacement tonnage on 12 CML2001 environmental indicators are different. It is recommended that the life-cycle assessment method should be used to fully assess the environmental impacts of ships before applying any techniques in order to achieve the environmental benefits.
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Vassalos, Dracos, M. P. Mujeeb-Ahmed, Donald Paterson, Francesco Mauro et Fabien Conti. « Probabilistic Damage Stability for Passenger Ships—The p-Factor Illusion and Reality ». Journal of Marine Science and Engineering 10, no 3 (1 mars 2022) : 348. http://dx.doi.org/10.3390/jmse10030348.
Texte intégralRésumé :
The paper complements an earlier publication by the authors addressing the probability of survival in the IMO framework for damage stability assessment, the s-factor. The focus here is on the probability of occurrence of a certain damage scenario (breach), conditional on its dimensions and location (centre and port or starboard side), the p-factor. Pertinent assumptions and limitations are explained, following its evolution for specific application to passenger ships. Attempts to provide analytical descriptions of the damage breach distributions as tetrahedra shapes positioned along the ship length whilst accounting for changes in ship geometry, structural arrangements, and subdivision for consumption by the wider profession has led to misconceptions and misunderstandings of what exactly the p-factor is in the context of probabilistic damage stability calculations. This is evidenced by the fact that the same original damage breach distributions, derived in Project HARDER, based on largely cargo ships with the age spread over the last three decades of the previous century, are still being used today for all ship types, including modern passenger ships. Filling this gap, a new database for passenger ships developed in the EC-funded Project FLARE, is briefly presented, leading to new damage breach distributions specifically for passenger ships. It is believed that this paper will throw considerable light in enhancing understanding on the p-factor, which has been cluttered with unnecessary complexity from the outset.
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Berg, N., J. Mellqvist, J. P. Jalkanen et J. Balzani. « Ship emissions of SO<sub>2</sub> ; and NO<sub>2</sub> ; : DOAS measurements from airborne platforms ». Atmospheric Measurement Techniques 5, no 5 (15 mai 2012) : 1085–98. http://dx.doi.org/10.5194/amt-5-1085-2012.
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Abstract. A unique methodology to measure gas fluxes of SO2 and NO2 from ships using optical remote sensing is described and demonstrated in a feasibility study. The measurement system is based on Differential Optical Absorption Spectroscopy using reflected skylight from the water surface as light source. A grating spectrometer records spectra around 311 nm and 440 nm, respectively, with the telescope pointed downward at a 30° angle from the horizon. The mass column values of SO2 and NO2 are retrieved from each spectrum and integrated across the plume. A simple geometric approximation is used to calculate the optical path. To obtain the total emission in kg h−1 the resulting total mass across the plume is multiplied with the apparent wind, i.e. a dilution factor corresponding to the vector between the wind and the ship speed. The system was tested in two feasibility studies in the Baltic Sea and Kattegat, from a CASA-212 airplane in 2008 and in the North Sea outside Rotterdam from a Dauphin helicopter in an EU campaign in 2009. In the Baltic Sea the average SO2 emission out of 22 ships was (54 ± 13) kg h−1, and the average NO2 emission was (33 ± 8) kg h−1, out of 13 ships. In the North Sea the average SO2 emission out of 21 ships was (42 ± 11) kg h−1, NO2 was not measured here. The detection limit of the system made it possible to detect SO2 in the ship plumes in 60% of the measurements when the described method was used. A comparison exercise was carried out by conducting airborne optical measurements on a passenger ferry in parallel with onboard measurements. The comparison shows agreement of (−30 ± 14)% and (−41 ± 11)%, respectively, for two days, with equal measurement precision of about 20%. This gives an idea of the measurement uncertainty caused by errors in the simple geometric approximation for the optical light path neglecting scattering of the light in ocean waves and direct and multiple scattering in the exhaust plume under various conditions. A tentative error budget indicates uncertainties within 30–45% but for a reliable error analysis the optical light path needs to be modelled. A ship emission model, FMI-STEAM, has been compared to the optical measurements showing an 18% overestimation and a correlation coefficient (R2) of 0.6. It is shown that a combination of the optical method with modelled power consumption can estimate the sulphur fuel content within 40%, which would be sufficient to detect the difference between ships running at 1% and at 0.1%, limits applicable within the IMO regulated areas.
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Watanabe, Satoshi, Kazuki Arikawa, Makoto Uda, Syuji Fujii et Masashi Kunitake. « Multimotion of Marangoni Propulsion Ships Controlled by Two-Wavelength Near-Infrared Light ». Langmuir 37, no 50 (7 décembre 2021) : 14597–604. http://dx.doi.org/10.1021/acs.langmuir.1c02222.
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