Commercial Port Research Articles

ПАМЯТКИ КАК ИСТОЧНИК ПРАВА В ТОРГОВЫХ ПОРТАХ СССР В 1930-Х ГГ.

The memos considered in the article in the 1930s, in the form of a special document, became possible with the onset of a certain stabilization in the evolution of the regulation of the activities of loaders in commercial ports During this period, «memo» is a special kind of information and rationing, in some cases created taking into account and relying on existing, mainly local, regulatory legal acts. The purpose of such a document is to directly guide its user for use in appropriate conditions. Memos, as you know, are informational, recommendatory, i.e. such that they are not responsible for the violation of the provisions contained in them, or binding. The latter, usually, have such features as locality-action on a certain territory, or in relation to a group of persons, but their most important feature is normative fixedness, i.e. they are fixed in the form of a document adopted and put into effect often in an arbitrary order; the presence of a selection of norms included in the memo from other normative acts, selected and compiled for investing the production of any type of work, or managing them. One of the goals of the development and introduction of memos is to give a narrowly defined circle of participants in specific relationships a certain set of the most necessary rules and calculations, always «at hand», a hint for the order of actions. In the conditions of the complicated technology of loading and unloading operations, a high degree of injury risk, low literacy of the bulk of movers, such acts should be recognized as very useful.

Influence of the Southern area of the Ust-Luga commercial sea port on the channel regime of the Khabolovka river

The problem investigated in the framework of this work is devoted to the study of changes in the hydrological and channel regimes of the estuary region after the construction of the Southern Port area. The object of the study is the Khabolovka River, which flows into the Luga Bay. Based on the materials of channel surveys, the article gives a modern assessment of the general condition of the channel, presents data on manmade changes in the hydromorphological structure. After the conducted research, it was determined which consequences affecting the hydromorphological appearance of the considered section of the river have now occurred from the influence of various factors. Taking into account the performed and studied in detail analysis of riverbed transformations on the river section, it is possible to formulate the main conclusions and recommendations. As a result, a forecast of the further course and changes of the estuary area of the river is given if the necessary measures to protect against wind-wave influence are not carried out.

The Russian City Dalnii through the Eyes of the Minister of War Aleksei Kuropatkin

Using the unpublished documents from The Russian State Military Historical Archive, the article explores the history of visit to Dalian (Russian – Dalnii) city by the minister of war of the Russian Empire Aleksei N. Kuropatkin in 1903. The research is based on the diary written by the minister during the trip, and also on the collection of the documents he compiled. During the trip to the Far East, he visited a new Russian commercial port, which was being built on the Liaotung peninsula. The article describes how he inspected the administrative part of the city and technical facilities, and analyzes his criticism and recommendations. The documents presented to the minister of war by V. V. Sakharov, the chief of city administration in Dalian, provide information on the contemporary situation in the city; on the number of inhabitants and their nationality; on city planning and architecture; on the system of public land auctions, taxes and fees. The significance of Dalian city to the defense of the Russian Far East as a suitable naval base for Japan in the case of the attack on Port-Arthur is considered as well as the necessity of placing a stronger garrison in Dalian. It is noted that minister of war was skeptical of the development of Dalian as a large Russian commercial port in the Pacific. He also paid attention to the imbalance between generous funding of commercial projects of Sergei U. Vitte and inadequately subsidized defense projects.

Formation of the Legal Basis for the Activities of the Commercial Port of Helsinki in the End of the 19th - early 20th Centuries

Formation of the Legal Basis for the Activities of the Commercial Port of Helsinki in the End of the 19th - early 20th Centuries

AN EXPERIMENTAL STUDY ON THE RELATIVE MOTIONS BETWEEN A FLOATING HARBOUR TRANSHIPPER AND A FEEDER VESSEL IN REGULAR WAVES

The Floating Harbour Transhipper (FHT) is a pioneering logistics solution that was designed to meet the growing demands for coastal transhipment in the mining sector as well as commercial port operations. The primary advantage of the FHT system is that it can reduce transhipment delays caused by inclement weather, by reducing relative motions between the FHT and feeder vessel. The feeder is sheltered when inside the FHT well dock when compared to the more exposed location when a feeder is in a traditional side-by-side mooring arrangement.
 This paper discusses previously published studies into the relative motions of vessels engaged in side-by-side mooring arrangements and also presents details and results from a series of physical scale model experiments. In these experiments, both side-by-side and aft well dock mooring arrangements are investigated. The results provide strong evidence that the FHT well dock concept can significantly reduce the heave, pitch and roll motions of feeder vessels when transhipping in open seas – this being the cornerstone of any successful open water transhipment operation.

Analysis of Sea Storm Events in the Mediterranean Sea: The Case Study of 28 December 2020 Sea Storm in the Gulf of Naples, Italy

The coastline of the Gulf of Naples, Italy, is characterized by a series of infrastructures of strategic importance, including touristic and commercial ports between Pozzuoli to Sorrento, main roads, railways, and urban areas. Furthermore, the Gulf of Naples hosts an intense traffic of touristic and commercial maritime routes. The risk associated with extreme marine events is hence very significant over this marine and coastal area. On 28 December 2020, the Gulf of Naples was hit by an extreme sea storm, with severe consequences. This study focuses on the waterfront area of Via Partenope, where the waves overrun the roadway, causing massive damage on coastal seawall, road edges, and touristic structures (primarily restaurants). Based on the analysis of the meteorological evolution of the sea storm and its effects on the waterfront, we suggest that reflective processes induced on the sea waves by the tuff cliffs at the base of Castel dell’Ovo had an impact in enhancing the local-scale waves magnitude. This caused in turn severe flooding of the roadway and produced widespread damage along the coast. The analysis of the event of 28 December 2020, also suggests the need of an effective mitigation policy in the management of coastal issues induced by extreme sea storm events. Wind-based analysis and prediction of the sea wave conditions are currently discussed in the literature; however, critical information on wave height is often missing or not sufficient for reliable forecasting. In order to improve our ability to forecast the effects of sea storm events on the coastline, it is necessary to analyze all the components of the coastal wave system, including wave diffraction and reflection phenomena and the tidal change. Our results suggest in fact that only an integrated approach to the analysis of all the physical and anthropic components of coastal system may provide a correct base of information for the stakeholders to address coastal zone planning and protection.

Byzantine Glazed Ware From Sestos-Akbaş in the Thracian Chersonesos

The castle of Sestos-Akbaş is located on the Hellespont coast of the Yalova Val-ley within the Thracian Chersonesos. The location of the castle creates natural defense. The ancient city of Sestos is localized in the place where the castle in Akbaş is located Ak-baş Port in the southeast of the castle is an important commercial and military port. The Byzantine glazed pottery items constituting the subject of this study are the sherds which were detected in this area. The finds include sherds with white and red paste. The group with white paste is small in number. Vessels decorated in incised technique are considerable among the glazed pottery items with red paste. Specimens of the Aegean and Zeuxippus ware were detected among the vessels with an incised decoration. By evaluating the distri-butional areas of the Zeuxippus ware, they are considered important indications of the trade among the Mediterranean Sea, the Aegean Sea, and the Black Sea in the late Byzan-tine period. Constituting the most considerable assemblage in the Byzantine settlement areas on the coast of the Hellespont, these pottery items indicate the important position of the Hellespont in the trade between the Mediterranean Sea and the Black Sea. Tripod trac-es which indicate production are frequently detected in these pottery items. Tripod traces were also determined at the center on the interior of the vessel in the sherds that we found in the region which was the port of the ancient city of Sestos and that constitute the subject of this study. Besides these sherds, which indicate defective production, semi-finished sherds left unglazed after they had been biscuit fired and slipped or after a composition had been incised on the slip are also available among the finds. Defective and semi-finished sherds are essential in that they indicate a production site of these vessels probably in the Hellespont.

К вопросу использования медных электродов для контроля защищенности от коррозии стальных корпусов судов и кораблей

The paper focuses on the reasons for the lack of proper control of the operation of the electrochemical protective systems of sea vessels, such as the absence of convenient technical equipment, primarily the reference electrodes, as well as the imperfection of the silver chloride reference electrode. There is considered the approach to the development of easy-to-use reference electrodes. A standard silver chloride reference electrode was used as the first electrode; experimental electrodes made of a copper wire strand stripped of insulation were used as the second and third electrodes. The experimental vessel is docked in the commercial port of Petropavlovsk-Kamchatsky. The corrosion protection of the ship’s hull was evaluated by measuring the potentials between the metal hull and the reference electrode at a given point. The measurements were performed at a time interval from 06/10/2021 to 06/18/2021, evaluating the control of the hull corrosion protection was made by taking 50 successive measurements, which were entered into the control tables. It has been stated that the results of ship’s hull sacrificial protection control by using experimental copper electrodes from cabling comply with the regulatory requirements. The ship’s crew didn’t have any financial, organizational or technical problems, which could usually arise from the operation of standard silver chloride reference electrodes. It has been inferred that using regulated and non-regulated electrodes in the organization of corrosion control on ships and metal offshore structures is possible.

Completion of single-incision laparoscopic cholecystectomy using the modified Konyang standard method.

To date, a surgical method for single-incision laparoscopic cholecystectomy (SILC) has not been standardized. Therefore, this study aimed to introduce a standardized surgical method for SILC, in addition to reporting our experience over 10years. Patients who underwent SILC at a single institution between April 2010 and December 2019 were included in this study. We analyzed the patient demographics and surgical outcomes according to the surgical method used: phase 1 (Konyang standard method, KSM) comprising initial 3-channel SILC, phase 2 (modified KSM, mKSM) comprising 4-channel SILC with a snake retractor, and phase 3 (commercial mKSM, C-mKSM) using a commercial 4-channel port. Of 1372 patients (mean age, 51.3years; 781 [56.9%] women), 418 (30.5%) surgeries were performed for acute cholecystitis (AC), 33 (2.4%) were converted to multiport or open cholecystectomy, and 49 (3.6%) developed postoperative complications. The mean operation time (OT) and length of postoperative hospital stay (LOS) were 51.9min and 2.6days, respectively. Overall, 325 patients underwent SILC with the KSM, 660 with the mKSM, and 387 with the C-mKSM. In the C-mKSM group, the number of patients with AC was the lowest (26.8% vs. 38.2% vs. 20.4%, p < 0.001) and the OT (51.7min vs. 55.4min vs. 46.1min, p < 0.001), estimated blood loss (24.5mL vs. 15.5mL vs. 6.1mL, p < 0.001), and LOS (2.8days vs. 2.5days vs. 2.3days, p = 0.001) were significantly improved. The surgical outcomes were better in the non-AC group than in the AC group. Based on our 10year experience, C-mKSM is a safe and feasible method of SILC in selected patients, although there were lower percentage of patients with AC compared to other groups.

Deep Learning for Imputation and Forecasting Tidal Level

Tidal observations influence the transport efficiency of international commercial ports and can be affected by mechanical failures or typhoon-induced storms. These factors cause observational interruptions, which lead to tidal data loss or anomaly. Thus, the applicability of the data is reduced. Existing methods still have certain limitations in accurately predicting the tide level because of the omission of a large amount of data. Therefore, missing value imputation and tide level forecasting of tidal data are crucial topics in tidal observation study. In this study, we propose a deep learning algorithm for missing value imputation and tide level forecasting of tidal data. The test data are obtained from the tidal data of Keelung Port, Taipei Port, Tamsui Port, Taichung Port, Jiangjun Port, Anping Port, Kaohsiung Port, Hualian Port, Suao Port, and Penghu Port, constructed by the Harbor and Marine Technology Center, Taiwan. The average error value for conducting missing value imputation is 0.086 m ± 5%, and the average error value for tide level forecasting is 0.071 m. The experimental results reveal that the deep neural network has better performance than the traditional statistical methods and other artificial neural networks.

A Conceptual Model of Smart Port Performance and Smart Port Indicators in Thailand

Autonomous ports and digital ports are a modern trend of global commercial ports that are established to develop toward smart ports in many ports. Smart port indicators (SPIs) are used as important tools for measuring, encouraging, and indicating smart port performance. These are the main indicators to operate smart port management as the practical direction and port development planning are enclosed. This research aims to identify the SPIs and to develop a conceptual model of smart port performance in a case study of The Eastern Economic Corridor (EEC) in Thailand. Triangulation data are used in the data collection with three sources: the reviewed literature of five international databases in 2016–2021, participant observations, and in-depth interviews. Content analysis is utilized to analyze these data to develop a conceptual model approach. The findings of this research are shown in three main domains classified as smart port operation, smart port environment/energy, and smart port safety/security. These indicators represent 29 SPIs for developing smart port performance, which can be explained with a conceptual model. This information will exist as the foundation framework guiding Thai smart ports towards international standards of smart port efficiency.

A Framework for Compiling Quantifications of Marine Biosecurity Risk Factors Associated With Common Vessel Types

Globally, movements of commercial vessels can facilitate the spread of marine non-indigenous species (NIS) beyond their current biogeographic ranges. Authorities at potential destination locations employ a number of biosecurity risk assessment strategies to estimate threat levels from potential origin locations, vulnerability levels of specific destination regions, or the consequences of successful establishment of particular NIS species. Among the many factors and processes that have an influence on the probability that NIS will survive transport and establish successfully at new locations, vessel type has been identified as an important risk factor. Different vessel types have different structural and operational characteristics that affect their overall level of marine biosecurity risk. Several recent studies have examined subsets of vessel types or vessel characteristics for their ability to spread NIS. While high-quality information is available via these endeavors, it is fragmented and not readily available as an integrated resource to support biosecurity regulators or other end-users. In this study, we synthesize available empirical data on a wide range of vessel types and characteristics to develop a framework that allows systematic quantification of the relative risk of NIS transfer by common commercial vessel types. We explain our approach for constructing the framework, from selection of key risk factors for inclusion, to selection of which datasets to use for those risk factors. The framework output is a set of risk scores which denote the relative biosecurity risk of common commercial vessel types. To demonstrate a potential application of our framework, we applied the risk scores to vessel visit data for commercial ports around New Zealand and assigned a relative risk level per port based on the arrival frequencies of different vessel types. The resulting per-port risk levels matched closely with the results of a prior benchmark study that employed state-of-the-art risk modeling approaches. Our framework is based on globally relevant data, is simple to implement, and is adaptable as new empirical information arises. It can serve as a simple tool to determine the relative levels of vessel-related biosecurity risk associated with geographic shipping hubs, or it can be used as a vessel-specific “risk mask” for maritime transport models. It can be applied to any scientific or policy question that requires information on vessel type differences in relation to marine biosecurity risk.

Baseline on rare earth elements in the marine sediments of a Mediterranean commercial port as environmental tracers and their relationships with inorganic contaminants

The Port of Genoa (north-western Mediterranean Sea) receives sediments from two different catchment areas (Bisagno and Polcevera torrents). The aim of the work is to evaluate if Rare Earth Elements (REEs) could be used to identify the two sedimentary inputs and to unravel the origin of inorganic contaminants in an anthropised basin. REE results constitute a baseline for this port. The main REE-bearing minerals are phosphates and zircon. As, Cd, Hg, Pb, and Sn concentrate in the sediments closer to the Bisagno Torrent mouth, and the correlation with Ca and Light-REEs suggests their plausible geological origin. Co, Mn, and Ni maxima lie in the sediments closer to the Polcevera Torrent. Their correlation with Middle-REEs and Mg suggest that ophiolitic rocks could explain their presence. Cr, Cu, V, and Zn do not show a clear correlation with REEs, and their origin probably is a combination of natural and anthropogenic sources.

Locating ship strike risk hotspots for fin whale (Balaenoptera physalus) and sperm whale (Physeter macrocephalus) along main shipping lanes in the North-Western Mediterranean Sea

The Pelagos Sanctuary is the only pelagic marine protected area in the Mediterranean Sea, instituted for the conservation of cetaceans. Considering the number and size of commercial and touristic ports located along its coasts, this protected area is highly impacted by human activities, and especially marine traffic. Fin whales and sperm whales are regularly sighted in the Pelagos Sanctuary, and ship strikes with large vessels are one of the main threats affecting these two species. Mapping hotspots of distribution along main shipping lanes could be an effective conservation tool, as they directly allow locating high risk areas. In this work, we used data collected during summer from 2009 to 2019, along main marine traffic corridors in the central region of Pelagos Sanctuary. Ship strike hotspots have been identified, considering the persistence of distribution hotspots over the 11 years period. Hotspots occurrence has then been predicted over the entire Pelagos Sanctuary area applying Generalized Additive Models, allowing for ship strike risk assessment over the marine protected area. Our results highlighted the recurrence of important areas for both species along shipping lanes characterized by high vessel traffic, identifying regions where to address conservation measures.

Spatial and Temporal Patterns of Stony Coral Tissue Loss Disease Outbreaks in The Bahamas

Coral reefs of Grand Bahama and New Providence islands in The Bahamas have been surveyed several times over the past decade, and long-term monitoring indicates declines in coral cover associated with hurricanes, bleaching events, and local threats. However, the greatest declines in coral populations in The Bahamas over the past decade may be attributed to the recent introduction of stony coral tissue loss disease (SCTLD). In 2019, a comprehensive assessment of both islands was conducted using Atlantic and Gulf Rapid Reef Assessment (AGRRA) methods to characterize reefs before SCTLD was reported in The Bahamas. Following reports of SCTLD in late 2019, timed roving diver assessments of corals were conducted for Grand Bahama in March 2020 and New Providence in June 2020 to determine which species were affected by the disease and the proportion of corals that were healthy, infected with SCTLD, and those that appeared to have experienced recent mortality for the most abundant intermediate or highly susceptible species. Additional surveys were conducted for both islands in January 2021 to further assess the extent of the outbreak, and repeated assessments of several sites for each island were used to determine the impact of the disease on corals over the previous 6.5 to 10.5 months. Infection rates varied among species following patterns described for Florida and elsewhere, with higher infection rates occurring in vulnerable species for both Grand Bahama and New Providence. Pseudodiploria strigosa appears to be the most affected species with 45.6% of colonies on Grand Bahama infected and 23.1% infected on New Providence and recent mortality rates of 31.5 and 42.7%, respectively, at the time of surveys. Spatial patterns of mortality and infection rates for the most vulnerable species were greatest close to international commercial shipping ports on both islands, suggesting SCTLD has been present in those locations for a longer time, and the proportion of healthy colonies increased with distance from the port. For Grand Bahama, there was also a significant effect of depth, with shallow reefs having a higher proportion of colonies that was infected or experienced recent mortality. For New Providence, sites to the east of the port saw a sharp decline in infection and mortality rates with distance compared to sites west of the port, where nearly the entire coastline was affected by SCTLD. Temporal analyses showed an increase in recent mortality and a decrease in active infection for most species on both islands, but little change in the proportion of healthy corals, suggesting some degree of resistance to the disease. Because Freeport and Nassau are the two largest container ports in The Bahamas and are over 200 km apart with multiple islands between them where SCTLD has not yet been reported, it is probable that SCTLD arrived in The Bahamas via commercial shipping, followed by rapid spread within islands via local currents and other vectors. Results from this study stress the need for early detection and suggest that preventing the spread of the disease between islands via vessel traffic is of utmost importance.

The “Big Ship” of Wismar: a well-preserved 12th-century cargo vessel from the harbour of Wismar

In December 2017, maritime archaeologists from the state department for archaeology in Mecklenburg Western Pomerania excavated, recovered, and documented a shipwreck in the seaport of Wismar. The wreck of a clinker-built cargo vessel was one of three medieval vessels found during the extension of the commercial port. With riveted outer planking and the presence of bitis, the wreck can be placed in the Nordic shipbuilding tradition. The results of the dendrochronological analysis show that the vessel was built from oak and pine sourced from western Sweden in the period AD 1184–1190. The construction shows striking similarities with a number of large 12th-century cargo vessels found in northern Germany and Scandinavia.

Between drift and confinement: What can the study of "lunatics" in Hong Kong contribute to the historiography mental health in East Asia?

In this essay, the author reflects on his past and current research in transnational history psychiatry and the history of lunatics in Hong Kong, attempting to develop an alternative narrative in the unique free port between the East and the West concerning the conventional colonial historiography of psychiatry. He emphasizes that, in Hong Kong, the historiography of psychiatry should broaden its focus and not limited to the role of mental asylums, for modern psychiatry was almost absent in Britain's crown colony until the end of World War II, and custodial care for lunatics was only one temporary measure in a much broader network of patient repatriation. The grand project was designed not for the well-being of the mentally ill but the smooth operation of the international commercial port. In addition, the post-war institutionalization of psychiatry, including the expansion of hospitals and the creation of the psychiatric specialty in Hong Kong, did not improve the mental health of Hong Kong residents. The author argues that this is because the rapid development of modern psychiatry in the former British colony overlooked the social determinants of mental suffering. A historical understanding of psychiatry in Hong Kong is helpful to address such ignorance.

MANAGING SHIPPING EFFICIENCY IN THE SYSTEM OF ANTI-CRISIS DEVELOPMENT STRATEGIES

Topicality. The topicality lies in the actual �importance increase� of the development of the fleet and ports, which in turn requires certain efforts both on the part of ports and fleets, and at the macroeconomic level. In turn, this kind of development is an indispensable criterion that creates positive consequences regarding the commercial status and efficiency of any of the shipping companies. Aim and tasks. The purpose of the article is to develop and determine methods of achieving a stable level of functioning by activities. Merchant shipping forms two statuses of functional activity, one of which boils down to solving standard tasks of entrepreneurial efficiency, and the other one forms ensuring the stability of international economic relations together with the formation of an effect of emergence. Research results. The essence of the development of categories of management and direct management of a particular industry affects the formation of the value of capital assets of sea transport enterprises and the degree of their efficiency. The variability of the parameters of the maritime trade market predetermines the difficulty of achieving a normalized financial condition of shipping companies and commercial ports on the terms of shipping. As for anti-crisis companies, transportation management takes into account the prevention of internal and external regional problems and ensuring that there are no shortcomings, which must be accordingly minimized. All of these operations are closely related to general economic rates and transportation from the point of origin to destination. The positive side of the effect of emergence is one of the main criteria for increasing the activity of ports or a shipping company. This effect, however, is based on many different factors, including the development strategy of the next company, which, in turn, generates certain costs that the consumer must cover in order to remain the company efficient and profitable at the same time. Conclusion. The variability of the marginal market parameters predetermines the difficulty of achieving a normalized financial condition of shipping companies and commercial ports under the appropriate conditions of shipment. In turn, depending on the complexity of achieving a certain financial position of the shipping company, its final efficiency depends both on international relations connected to transportation and on the requirements of transportation, influencing the formation of the stability of international economic activity.

Selecting Suitable, Green Port Crane Equipment for International Commercial Ports

Responding to the increasing global need for environmental protection, a green port balances economic vibrancy with environmental protection. However, because exhaust emissions (e.g., CO2 or sulfide) are difficult to monitor around ports, data on such emissions are often incomplete, which hinders research on this topic. The present study aimed to fill this gap in this topic. To remedy this problem, this study formulated a new data envelopment analysis (DEA) method for collecting CO2 emissions data at their source. This method was applied to collect real-world operating data from a large container-handling company in Taiwan. Specifically, we provide a real example using a novel green energy index to account for undesirable outputs. Our main objective was to formulate two methods that combine: (1) data envelopment analysis based on a modified slack-based measure, and (2) a multi-choice goal programming approach. The contributions of this paper included the finding that rubber-tired gantry cranes are the greenest and should be used in ports. Finally, our findings aid port managers in selecting port equipment that provides the best balance between environmental protection and profitability.

RELATIONSHIP BETWEEN SANITATION CONDITION AND VECTOR'S EXISTENCE ON VESSELS AT THE WORKING AREAS OF PORT HEALTH OFFICE (KKP) CLASS II SEMARANG IN 2019

Semarang Port Health Office (KKP Kelas II Semarang) is included in 25 strategic commercial ports in Indonesia. Data from the KKP shows that there was a 1,3% increase in vessels with high health risks in 2019 with compartments most at risk for vector breeding ground are the galley room and pantry room. The purpose of this study was to determine the relationship between sanitary conditions and vector’s presence in each compartment of the ship. This research was an analytical method with a cross-sectional design and uses secondary data from KKP Class II Semarang in 2019. The research’s samples were ships with high health risk including Semarang and Tegal’s Port in 2019 with a total of 34 ships. The independent variables in this study were the sanitary conditions of the galley, pantry, warehouse, crew’s bedrooms, officer’s bedroom, and ship’s deck. The dependent variable is the presence of vectors on the ship. The results with chi-square test showed that there was a relationship between galley sanitation (p-value = 0.031), pantry sanitation (p-value = 0.002), warehouse sanitation (p-value = 0.025), crew’s bedroom (p-value = 0.021), and officer’s bedroom (p-value = 0.043) with vector’s presence on the ship. Meanwhile, the sanitary condition of the ship’s deck was not related to the vector’s presence in the compartment of the ship (p-value = 0.3870. So, it can be concluded that the sanitary conditions of the galley, pantry, warehouse, bedroom for crew and officers are related to the presence of vectors on the ship