Gross Tonnage Research Articles

Determination of the Amount of Bilge Waste Generated by Motorized Fishing Vessels in Türkiye

When bilge water from ships is illegally discharged into the sea, it causes severe damage to the marine and coastal ecosystem. MARPOL Annex-1 does not cover many fishing vessels since it only covers vessels over 400 GT (gross tonnage). According to Turkish Statistical Institute (TURKSTAT) data, only 174 of the 14064 fishing vessels registered in Türkiye are above 400 GT. In our country, only 63 of 325 fishing harbors have waste reception facilities to control and collect bilge water. In this study, the amount of bilge waste that fishing vessels can produce was calculated using engine power information, and it was determined that a fishing vessel can produce an average of 155 L/day of bilge waste. It was also calculated that the bilge waste from fishing vessels could be at least 463872 m3/year, which is more than the 416370 m3 bilge waste collected from all vessels in 2021 according to the data of the Ministry of Environment, Urbanization and Climate Change. As a result, it is assessed that this risk can be reduced by increasing the number of waste reception facilities, the legal responsibility of waste reception facilities for bilge waste of fishing vessels, and strict inspections.

Perancangan Sistem Alarm Kebisingan untuk Kapal Penangkap Ikan Berbasis Arduino Uno dengan Sensor KY-037

Fishermen are highly susceptible to hearing impairment due to prolonged exposure to the high-intensity noise of boat engines. While numerous studies have investigated the noise intensity levels of boat engines, no research has been conducted on noise warning alarm systems for fishing boats. Therefore, this study aims to develop a sound noise alarm system based on Arduino Uno with a KY-037 sensor for fishing boats, which is expected to reduce the potential for hearing impairment among fishermen. This research employs a quantitative descriptive approach, with data collected through experimental methods and analyzed by comparing noise level data at various engine speeds. The results of the noise level measurements of boat engines at the Fish Landing Base (PPI) in Cikidang, Pangadaran Regency, indicate that the majority of fishermen are safe from hearing impairment due to engine noise, as most boats there are small, with a Gross Tonnage (GT) capacity of under 5 GT. The risk of hearing impairment emerges for boats with a capacity of 11 GT running at a maximum engine speed of 1600 rpm, producing noise levels up to 84 dB. Thus, it is recommended that crew members use earplugs.

A marine accident analysis based on data-driven Bayesian network considering weather conditions and its application to Taiwanese waters

Few marine accident studies contemplate the weather effects on the places where and dates when shipping casualties occur. This study conducts a marine accident analysis based on Bayesian Network (BN) considering the weather characteristics of the accident spots and occurrence dates. The weather element is adopted as a node in the BN that comprises a group of five clusters illustrating the states of current speed, wave height and wind speed. A total of 431 accidents occurring in the western coast of Taiwan during the period from 2014 to 2022 are analyzed. Wave with height greater than slight sea has a certain effect on the accident frequency and severity. Mishaps are likely to suffer severe consequences if encountering the weather conditions featured by strong current, moderate/fresh breeze and slight/moderate sea. In addition, Accident Type is the most influential node of Accident Severity among the parameters, followed by Ship Type, Gross Tonnage (GT), Weather Cluster, Location and Ship Age. Finally, the three most crucial parameters leading to Very Serious Marine Casualty are Accident Type, Ship Type and GT.

Are vessel arrival and port operations affected by COVID-19? Evidence from the Hong Kong port

Efficient vessel arrivals and departures are crucial for the smooth functioning of port operations and global supply chains. Nonetheless, the emergence of the Coronavirus disease (COVID-19) at the end of 2019 has presented unprecedented challenges to the shipping industry worldwide, disrupting vessel schedules and operations due to measures aimed at minimizing in-person interactions and restricting the movement of goods and people. The influence of the COVID-19 on vessel arrivals at ports around the world has been significant and far-reaching, with many ports struggling to maintain their efficiency and effectiveness. This study takes the Hong Kong port (HKP) as an example to evaluate the impact of the COVID-19 pandemic on vessel arrivals and port operations. Data from 2019 to 2022 on vessel arrivals and port operations are collected to examine whether, how, and why the pandemic has affected these arrivals and the related port operations. Specifically, we use four general indicators, namely the number of vessel calls, vessel total net tonnage (NT), vessel average gross tonnage (GT), and port total throughput, to comparatively evaluate the COVID-19 impact on vessel arrival. Additionally, we quantitatively assess the effects of COVID-19 on vessel arrival punctuality and vessel turnaround time at the HKP. Our analysis reveals that the COVID-19 and associated restrictions have led to fewer vessel calls across various vessel types, a decrease in overall port throughput, and consequently, reductions in total vessel NT and average GT. Furthermore, the pandemic-related restrictions have exacerbated vessel arrival delays and increased vessel turnaround time during the pandemic, further reducing the efficiency of port operations. To address these challenges, our study also proposes policy recommendations and management guidance for the port to enhance its resilience and efficiency in the post COVID-19 pandemic era. By shedding light on effects of the COVID-19 pandemic on vessel arrival and port operations, our study contributes to a deeper understanding of the challenges faced by the shipping industry and provides insights and recommendations for the future development of port operations in the post COVID-19 era.

A supervised statistical learning approach to the preliminary design of cruise ship Gross Tonnage

This work demonstrates how supervised statistical learning methods can be applied to analyse the main characteristics of cruise ships and to settle out a practical formula to support naval architects in the preliminary design of cruise ship Gross Tonnage (GT), which is known to be a conventional measurement of the carrying capacity of the vessel. This application is motivated by the current growing need for optimizing the number and the comfort of onboard passengers. By means of a data set collecting open information on 54 cruise ships delivered after 2000 and still in service, the attained formula has shown excellent performance also with respect to those competitors that do not need information usually unavailable in the preliminary design, such as luxury cabin volume, dead weight, and construction height. The proposed formula may definitely represent a useful up-to-date practical tool to support designers, shipyards, ship owners, and operators that is prone to be generalized with a new data set in the future and stimulate the maritime community to leverage statistical learning approaches to turn data information into value.

The Importance of Understanding the Current Status of Critically Endangered Species in Shark Fisheries in Muncar, Indonesia

One-third of all elasmobranch species are classified as globally threatened (i.e., vulnerable, endangered, or critically endangered) according to the IUCN Red List of Threatened Species, The Sphyrnidae family, once among the most abundant shark species complexes, now faces one of highest extinction risks by the IUCN in 2019. This study aimed to analyse the total catch of Sphyrnidae in Muncar, East Java, Indonesia, from 2020 to 2023, and to evaluate the proportion of Sphyrnidae catches relative to other shark during this period. The research utilized both primary and secondary data sources, with daily enumeration conducted, using guidebooks, rulers, hand scales, cameras, code tags, plastic mats, and identification books. The results revealed that most Sphyrnidae catches over the past four years were Sphyrna lewini, with 653 females and 433 males recorded. In contrast, Sphyrna mokarran and Sphyrna zygaena were only landed in minimal numbers over the entire period. Furthermore, S. lewini accounted for less than 15% of the total shark catch, with an average of 58 shark species caught annually. The use of fishing gear by fishers operating vessels under 5 Gross Tonnage (GT) with gillnets in the 10-28 GT range with longlines was identified as significant factor influencing catch composition.”

Economic Mapping of Small-Scale Fishers in Dadap Village, Juntinyuat District, Indramayu Regency, Indonesia

Small-scale fishers (SSF) are essential to providing employment and food security worldwide. This is especially true in coastal countries like Indonesia. However, despite being so important, often the economic and social characteristics of SSF are not well documented. Thus, this research focused on the small-scale fishers of Dadap Village, which is located in the Juntinyuat District, Indramayu Regency, Indonesia. Specifically, through qualitative research methods and economic mapping, this study investigated various aspects of the fisher's characteristics, economic activities, and factors affecting their development. The research found that fishers were between 20-54 years with a relatively low level of education, and many relied on customers for social support due to high fishing supplies costs. The economic mapping of Dadap Village revealed that fishing activities dominated the local economy, with small scale fishers using various fishing gear and vessels, ranging from 2-4 Gross Tonnage to 5-10 Gross Tonnage (GT). The catches varied depending on the fishing gear used, and the income also differed based on the selling price of the catch and the duration of fishing trips. Several supporting factors for the development of small-scale fishers were identified, including the high production of catches and the presence of fish auction facilities. On the other hand, inhibiting factors included selling catches outside the auction place, low education levels, lack of technology usage, and consumptive behavior of fishermen. In conclusion, the study sheds light on the characteristics and economic activities of small-scale fishermen in Dadap Village. The findings highlight the need for support in terms of technology adoption and educational improvements to enhance the development of the fishing community. Additionally, better market access and reduced reliance on middlemen could positively impact the economic growth of small-scale fishers in the area.

Carbon Reduction Program Implementation Strategy on Product Tanker Fleet Against the Carbon Intensity Indicator (CII) Decreasing Target

Emissions of gases released into the atmosphere by various human activities on earth cause a greenhouse effect in the atmosphere. Greenhouse gases include carbon dioxide (CO2), sulfur dioxide (SO2), nitrogen monoxide (NO), nitrogen dioxide (NO2), methane (CH4) and chlorofluorocarbons (CFCs). One activity that increases greenhouse gases is shipping. Shipping is a cost-effective and energy-efficient form of bulk transportation, but currently international shipping operations account for approximately 2.5% of man-made greenhouse gas emissions globally [1]. Therefore, in 2018, IMO's initial strategy was adopted to reduce greenhouse gas emissions from ships by reducing carbon dioxide emissions by at least 40% by 2030 and targeting a reduction of carbon dioxide emissions by 70% by 2050. And reduce annual greenhouse gas emissions from ships by at least 50 percent by 2050 compared to 2008 [2]. To reduce the impact of these activities, IMO issued regulation 28 MARPOL Annex VI if ships with a capacity of 400 Gross Tonnage (GT) or more receive a D rating for three consecutive years or an E rating, corrective action is required to achieve an annual operational CII. er to achieve the desired rating in 2025.

Analysis of Factors Influencing Ship's Maneuvering Times

Ship maneuvering is like a musical piece where many internal and external factors must be managed simultaneously in a synchronized manner. While the prolongation of the maneuvering time increases hydrocarbon emission and operating costs, its acceleration threatens the safety of the maneuver. In the literature, there are many studies on the factors affecting the ship maneuver, but the number of studies on the effect of the factors influencing the ship maneuvering time is insufficient. This paper deals with the factors affecting berthing and departure maneuvers of ships in port areas on maneuvering time. The effects of environmental factors, ship structures, and human factors on the maneuvering time were examined separately. Contrary to popular belief, it has been revealed that the wind speed and direction, which are environmental factors, do not affect the maneuvering time in general. On the other hand, it has been found that length over all (LOA) and gross tonnage (GT), which are structural features of the ships, affect the maneuvering time. In human factors, it has been proven that the mean of the maneuvering times performed by the maritime pilots at the same jetty differs significantly from each other. In addition, variable regression analysis was performed in order to explain the relationship between ship’s LOA and maneuvering time. For the purpose of this study, 3,998 ship maneuver data obtained from a pilotage organization were examined.

SHIP LIGHTWEIGHT ESTIMATION AT CONCEPT DESIGN STAGE: CASE OF INDONESIA SINGLE ENDED RO-RO FERRIES

In recent years there have been many crossing vessels, especially those designed and built domestically. At the concept design stage, designers generally use the parent ship design method to determine the main dimension by taking one example of a reference ship with specifications close to the owner's requirements. However, this will be an obstacle if the existing ship specifications are unavailable, so designers must be able to perform initial calculations, especially predictions of the Lightweight (LWT). This paper introduces empirical formulas that utilize regression analysis to estimate LWT of Indonesia Single Ended Ro-Ro ferries. The formula of LWT based on Gross Tonnage (GT) requirements are presented.

Comparison of International Maritime Organization (IMO) Member State Audit Scheme (IMSAS) with ISO/IEC 17000 conformity assessment standards series and ISO 19011

This study compares the International Maritime Organization (IMO) Member State Audit Scheme (IMSAS) and ISO/IEC 17000 series as well as ISO 19011. The part that we investigate in this paper is the marine industry audit cycle that the IMO Member State Audit Scheme uses, such as ISM code certification of the vessels over 500 Gross Tonnage (GT) and the IAF peer evaluation of its members’ accreditation bodies. The reasoning for such effort is that both ISM code certification of the vessels over 500 GT and the IAF peer evaluation are long established and more mature assessment practices. The contribution of our study is to create a robust audit cycle for the IMO Member State Audit Scheme, which has not been examined in the literature.

Estimating relative abundance of kawakawa (Euthynnus affinis Cantor, 1849) landed in eastern indian ocean using catch and effort data

Kawakawa (Euthynnus affinis) is a neritic tuna commodity with high economic value, especially for coastal states such as Indonesia. However, there is a lack of information about kawakawa abundance in the Eastern Indian Ocean. This research aims to estimate the relative abundance of kawakawa using catch and effort data, which is often used as a method in fisheries stock assessments. The size distribution of kawakawa was also analyzed in this study. The data was collected through daily monitoring from 16 landing sites along the Fisheries Management Area (FMA) 572 to 573 from 2015 to 2021. The data recorded included catch, day of fishing, fishing gear, and biological data (length and weight). The annual catch per unit of effort (CPUE) analysis of kawakawa reached its maximum in 2018, while the minimum value occurred in 2015. Furthermore, the monthly CPUE demonstrated that the highest catch occurred during the observation years in February and March. The highest catch proportion of kawakawa reached 87.21% in 2017. Finally, the gross tonnage (GT) of the gear showed the most significant factor in the catch.

LIFE INSURANCE IN MARITIME LABOUR AGREEMENT AS LEGAL PROTECTION AND CERTAINTY FOR FISHERMEN

Fishermen in working with weather, climate and sea wave problems, which are determinants of the catch, including the risk of life which causes necessity of insurance. The government has been holding fisheries insurance for fishermen, which aimed at fishermen, fish raisers and salt farmers. In addition, there is life insurance for catching fish fishermen. Unfortunately, not all fishermen follow this insurance. On average, those who participate in life insurance, are fishermen who have vessels with a capacity above 20 GT (gross tonnage or gross tonnage), while for vessels measuring 30 GT can employ 15-20 crew members. The fact that fishermen’s welfare must be prioritized has made the government issue Law Number 7 of 2016 concerning the Protection and Empowerment of Fishermen, Fish Farmers and Salt Farmers. This law relates to welfare and legal protection for fishermen, where the rights of fishermen are to seek welfare for their lives. Guarantees for fishermen participating in life insurance can be included in the Sea Work Agreement where ship owners or companies and fishing workers who work have an awareness of safety, welfare and a decent life as the state’s objectives as stipulated in the 1945 Constitution and Pancasila. To improve economic viability, especially for fishing workers, the government's role should focus on the welfare of labor fishermen as a further step from Law Number 7 of 2016 which regulates fisheries insurance or life insurance for fishermen. This research is conducted in Regency of Indramayu, using literature study, statute and conceptual approach.

Prediction of main particulars of container ships using artificial intelligence algorithms

The value of the main ship particulars are key values to determine during initial design of a vessel, but they can be complex to determine, as they depend on a large number of factors. The presented research attempts to model the main particulars: length between perpendiculars (LPP), length overall (LOA), modulated breadth (B), depth (D), draught (T), gross tonnage (GT), net tonnage (NT), deadweight (DWT), and engine power, using only key request factors: number of twenty-foot equivalent units (TEU) the vessel is expected to carry, and the expected speed of the ship (V). As this is a complex task, artificial intelligence (AI) techniques are applied to the dataset consisting of 250 container ships. Two modeling techniques are used: multilayer perceptron (MLP) and gradient boosted trees (GBT). The model hyperparameters are trained using a grid search procedure and evaluated using mean absolute percentage error (MAPE) and coefficient of determination (R2) in a 5-fold cross-validation scheme. The obtained results show that a quality model can be achieved using both techniques, except in the case of engine power for which a high-quality model has not been regressed. Models presented here can have practical application in the determination of the ship’s main particulars at the preliminary design stage.

Air Pollution and Economic Impact from Ships Operating in the Port of Varna

The present work develops a multidisciplinary approach for evaluating the air pollution and economic impact from ships operating in the port of Varna. The work collects and analyses automatic identification system (AIS) data of the arriving and queuing dry cargo ships in the seaport of Varna in identifying the statistical descriptors of the length of the ships, gross tonnage (GT), and ship engine power. The queueing theory (QT) is employed to analyse the ship operations in a single queue and is processed by three parallel terminals, satisfying the port regulations. The Gaussian dispersion model (GDM) is adopted to predict the pollution concentration from ships arriving at the seaport, queuing, approaching, waiting, processing at the berth, and departing. The gas emission is estimated as a function of the ship movement trajectory, and the time duration at any stage is defined by QT for the most critical surrounding areas, considering the wind speed, as well as horizontal and vertical dispersion as a function of the location of the ship, accounting for the effective emission height, weather conditions, and speed. To mitigate the potential impact on health, the gas emissions of oxides of nitrogen (NOx), sulphur dioxide (SO2), and air-borne particles (PM10) generated by ships during the queuing and port operation are evaluated. Potential cleaning measures for any ship are implemented to satisfy the maximum allowable concentrations (MAC) in surrounding areas. The implemented ship pollution cleaning measures and overall ship and terminal operating costs are minimised to identify the most efficient berth operation. The developed approach is flexible and can be used for any particular conditions for ships operating in ports.

Environmental Life-Cycle Assessment of Eco-Friendly Alternative Ship Fuels (MGO, LNG, and Hydrogen) for 170 GT Nearshore Ferry

With increasing concerns about environmental pollution, the shipping industry has been considering various fuels as alternative power sources. This paper presents a study of the holistic environmental impacts of eco-friendly alternative ship fuels of marine gas oil (MGO), liquefied natural gas (LNG), and hydrogen across each of their life cycles, from their production to the operation of the ship. The environmental impacts of the fuels were estimated by life-cycle assessment (LCA) analysis in the categories of well-to-tank, tank-to-wake, and well-to-wake phases. The LCA analysis was targeted for a 170 gross tonnage (GT) nearshore ferry operating in the ROK, which was conceptually designed in the study to be equipped with the hydrogen fuel cell propulsion system. The environmental impact performance was presented with comparisons for the terms of global warming potential (GWP), acidification potential (AP), photochemical ozone creation potential (POCP), eutrophication potential (EP), and particulate matter (PM). The results showed that the hydrogen showed the highest GWP level during its life cycle due to the large amount of emissions in the hydrogen generation process through the steam methane reforming (SMR) method. The paper concludes with suggestions of an alternative fuel for the nearshore ferry and its production method based on the results of the study.

THE DESIGN OF 3 GT FISHING VESSELS USING DC ELECTRIC POWER AS DRIVING AND ELECTRICITY

The purpose of this study was to design a 3 Gross Tonnage (GT) fishing boat with a speed of 6 knots to obtain the shape and size of the vessel that is suitable for the water area that using the solar panel energy system. The ship was planned to travel about a maximum of 18 Km from the departure point. The steps of the research method for the design of fishing vessels include determining the principal size of the ship, making line drawings, drafting a general plan, construction design, ship tonnage capacity, electricity requirements, and then designing solar panel energy systems. This research resulted in a ship design with a length of 8 meters, 1.75 meters wide, and 1.3 meters high. Those specifications are used as constraints to determine the number of solar panels and batteries. To satisfy all of the goals, the 3 GT boat has limited 0.9KWh solar panels to travel for 9.7 NM (18 KM) at a speed of 6 knots, forcing daytime and night fishing fishermen to idle for 1 day. The difference is in the number of night fishing batteries that are 49% more than the daytime fishing which using 25 pcs 3.2V 100Ah. With the use of 51 pcs of battery, night fishing can move into daytime fishing so that it can fish more frequently than night fishing mode only

Harmonization of laws related to the protection of artisanal fishermen fishing grounds in Aceh Province

This paper aims to examine how to protect of artisanal fishermen fishing ground and the policies that protect them. Small-scale fisher fishing grounds has to have a special attention due to their limitation. They are using very simple fishing gear, so they can’t sail far away from the coastal waters. The Fishing law give a specific attention for this matter, by limiting fishermen with 5 gross tonnage (GT) are only able to conduct their activities within the coastal waters. This study combines legal documents and the results of interviews with fishermen on 5 GT vessel. this studi of find, then the Law Number 27/2016 changed this regulation by increasing gross tonnage for small-scale fishermen from 5 became 10 GT, and it attract more serious problems for these small-scale fishermen since they have no exclusive fishing ground anymore. It will also affect to changes of fishing lane; fishing ground and vessels authorization procedure. By increasing GT, the 10 GT vessels also have rights to sail in the same fishing ground with 5 GT vessels and it’s created a potential conflict between the fishermen. So, harmonization of law is important task for the government in avoiding the overlapping rules on vessels criteria, by choosing law that prioritize on small-scale GT vessels.

Analisis Potensi dan Pemanfaatan Sumberdaya Ikan (SDI) Yang Didaratkan di Pelabuhan Perikanan Teluk Awang

The Teluk Awang Fishery Port (PP) is located in Mertak Village, Central Lombok Regency, which has the potential to develop as a center of economic growth with a fishery business base. It has a good geographical location because it is protected from waves coming from the Indian Ocean. Currently the Central Government, West Nusa Tenggara Provincial Government and Central Lombok Regency Government are jointly developing Awang Bay as a fishery business center by building a fishing port that can accommodate fishing vessels operating in WPPNRI 573 and 713. This study will look at fish resources ( SDI) in PP Teluk Awang uses the Participatory Action Research (PAR) method which actively involves all relevant parties. The results of the research show that the SDI that was landed in PP Teluk Awang during 2018-2020 as much as 3,559,483 kg was still dominated by pelagic and demersal fish, such as Cakalang fish (62.67%), Layang (10.77%), Tongkol ( 8.29%), Lemadang (6.34%), Tuna (5.42%), Baby Tuna (3.88%), Marlin (1.48%) and other fish (1.15%). The recorded fleet of ships is 27 units with a size of 8-25 Gross Tonnage (GT). The results of this study are expected to be a recommendation related to policies in managing the potential of SDI landed in PP Teluk Awang with the concept of sustainable fisheries.

The Impact Study of Re-Measurement of Fishing Vessels Based at Tumumpa Coastal Fishing Port

Physical inspection of fishing vessels is part of the flow applied by the Directorate General of Capture Fisheries to verify and confirm the congruence of the actual dimension of the fishing vessel with the official document of fishing license. This inspection includes the calculation of the vessel size measured in Gross Tonnage (GT) which determine the amount of fishery retribution paid as Non-Tax State Revenue (PNBP) in the capture fisheries sector. The purpose of this study is to examine the size discrepancy due to mark down practices by re-measurement and to calculate PNBP based on mooring services at Tumumpa Coastal Fishing Port, Manado. A comparison method using a t-test is applied to investigate the difference between two measurements. Based on the test, there is a significant difference between written and actual measurements of GT which affects PNBP.
 Keywords: GT, PNBP, re-measurement, mark down, Tumumpa Coastal Fishing Port.