Names Of Ships Research Articles

A data fusion method for maritime traffic surveillance: The fusion of AIS data and VHF speech information

The more comprehensive information supply for Vessel Traffic Service (VTS), the greater capacity for maritime traffic surveillance. To supply ship intention information contained in very high frequency (VHF) speech for VTS, we propose an automatic identification system (AIS) data and VHF speech information fusion method. In the first part of this method, the feature information of VHF speech is extracted by Bert-BiLSTM-CRF-based entity extraction method, likes location, ship name, and ship intention information, etc. In the second part, we design a spatio-temporal range to filter AIS data, the temporal range is determined by receive time of VHF speech, and the spatial range is determined by the location information extracted from VHF speech. In the third part, by measuring the ship name similarity between AIS data and VHF speech, the barriers to fusion are successfully overcome. The similarity is calculated by combining with Chinese pinyin character similarity and Arabic number similarity and Chinese pinyin characters are encoded by pronunciation characters, calculated by the dynamic time warping (DTW) distance. Through experiments, the method can effectively provide comprehensive information for maritime traffic surveillance, and even when crews misreport ship name within a small deviation, our method still possesses a great fusion capability.

Proses Penerbitan Dokumen Persetujuan Keagenan Kapal Asing (PKKA) pada PT. Pelayaran Dwi Putra Laksana Batam

The Approval of Foreign Ship Agency (PKKA) is a requirement in the form of a letter obtained from the system established by the Ministry of Transportation. This letter is useful when the Shipping Agency tasked with representing foreign ships in Indonesian ports, or appointed by the shipowner to carry out duties. Approval for foreign-flagged vessel agencies serves the PKKA Tramper route to support domestic and international maritime transport. The registration of foreign ships involves adding data or registering ships in Simlala that have never entered or been represented by the respective company due to the absence of the ship's name on the Approval of Foreign Ship Agency (PKKA). If the ship has already entered an Indonesian port through the respective agency, there is no need to register the ship in the Simlala system. Simlala is an innovation from the Indonesian Ministry of Transportation, involving the use of online systems or the internet in ship and port services, with Port Authorities as the implementers, to keep up with the developments in the maritime world, where the speed of port services is crucial. In the Simlala system, shipping companies have accounts registered with the Port Authority, and anyone wishing to access the Simlala system must also have an account used to request ship services. In writing this paper, the author conducted field research, including observation, which is the most dominant method used, as well as interview and library research methods.

Ship name text detection method with scene priors fusion

Ship name text detection method with scene priors fusion

FUNCTIONAL SPECIFICITY OF THE ENGLISH SHIPBUILDING TERMINOLOGY

The article is focused on the study of the English terminology in the sphere of shipbuilding, being the part of the marine vocabulary. The paper points out that formation of this terminological system was primarily conditioned by the presence of merchant and military fleet in Britain and was later accelerated by the development of active trade and economic relations leading to import-export exchange of strategic goods to the countries around the world. The authors give their definition of the notion “marine terminology”, which comprises industries of maritime affairs (shipbuilding, ship repair, electromechanical equipment, related computer technologies, port networking) as well as marine terms themselves denoting concepts and phenomena of the sphere (e.g., names of ships and vessels, special units of measurement and marine standards, port and coastline facilities, maritime law). It was found out that the shipbuilding terminology has a narrower specificity and is related to the industrial sector, namely: mechanical engineering, metallurgy, engineering. From the standpoint of semantic and structural properties, the terms are singled out into motivated composites, semi-motivated composites, and unmotivated composites. It was found out that their structure comprises two, three, four and five components, the terms denoting ship objects (e.g., parts of the ship’s hull, elements of the ship, ship structure, ship design and its testing) being of the highest productivity. The analysis has also revealed a high frequency of abbreviations employed in the system of shipbuilding terminology primarily used for language economy and lapidary expression of the idea. The registered types of abbreviations include complex shortened abbreviations; complex abbreviations with shortened initial elements of the original word combination; initial abbreviations, predominantly being two- and three-component acronyms). It is concluded that the shipbuilding lexical system reflects the development of the shipbuilding industry and serves to perform an important communicative function among the specialists in this field.

Sale and Purchase of Ships over GT-7 Size without Authentic Deeds in North Morowali Regency

This research aims to discern and analyze the legal repercussions of selling and purchasing ships over GT-7 size without authentic deeds. This research uses an empirical legal research method. All collected data is then qualitatively analyzed to describe the problem and answer the research objectives. The results show that the preference of the North Morowali community leans more towards the use of receipts as evidence of the sale and purchase of ships over GT-7 size, compared to the formal mechanism of a deed of sale and purchase executed before a Notary. As a result, five ships over GT-7 size operate without Port Clearance, which inevitably places the ship’s captain in a vulnerable position regarding criminal punishment: a maximum imprisonment of five years and a fine of up to IDR 600,000,000. Furthermore, the sale and purchase of ships over GT-7 size without authentic deeds have also resulted in ownership disputes among the local community, as the gross deed of ship registration still lists the previous owner’s identity. Therefore, several recommendations can be proposed to the relevant stakeholders. First, the Harbor Master of Kolonodale Port should conduct intensive socialization regarding the importance of the deed of sale for ships over GT-7 size executed before a Notary. This socialization aims to ensure the clear legal status of ships, raise public awareness about safety and seaworthiness, and prevent potential criminal punishment risks for the captain. Second, as Government Officials, the Ship Registration Officer and Ship Name Transfer Recorder should collaborate with legal institutions to review ships operating in Indonesian waters without Port Clearance. Lastly, Law Enforcement should adopt a mediation approach in resolving ship ownership disputes, prioritizing aspects of justice and truth, thereby preventing further losses for the Northern Morowali community.

The Flag-waving Names of Ocean Liners

Proper names not only serve as identifiers of people, places and other entities, they may also function as markers of personal and national identity. Eponymous and toponymous names of ships often function as metaphors or metonyms, signifying country or place of origin. During the first half of the twentieth century, ocean liner names became tropes of nationhood, empire, and might, signifying the homeland, foreign destinations and celebrating royalty and national heroes, etc. This article analyses the names of liners from the mid-nineteenth century to the end of the twentieth century, and shows how the names reflect contemporaneous national socio-cultural and political mindsets.

Savremene periodične publikacije - fan fikcija i platforme na kojima se objavljuju

Fan-fiction has a decades-long history of existence, with its debut preceding the invention of the internet. However, nowadays, fan-fiction in the form of writing has moved almost exclusively to designated platforms for hosting fanfiction as well as social media, where the terms and conditions permit it. The present paper aims to analyse the social media sites where fan-fiction creations were or are currently hosted within their selected communities and the ways in which the platforms are influencing the form of the text themselves. Wattpad, and AO3, as fanfiction hosting platforms, as well LiveJournal, Tumblr, and Twitter have been used as places to disseminate fan-fictional content, be it images or in textual form. The analysis will include the requirements of the content creators with regards to the platform prerequisites for publishing new content, as well as the limitations of the platforms and the effect they have on the fan-fiction itself, from shortened tags for ship names all the way to its structure. The paper aims to be a brief cataloguing of aspects of each platform in itself as well as the "unspoken rules" devised by individual fandoms for the purpose of making the content more accessible to readers and also to abide by the requirement for content warnings and tags with respect to the matters contained within the creation.

Tugas dan Kewenangan Vts Batam dalam Pengawasan Lalu Lintas Pelayaran Di Selat Singapura

The government, as well as all of us as rulers, managers and users of the sea, are responsible for regulating the flow of traffic to ensure that maritime activities run smoothly and safely. This requires defining channel and crossing functions, which can be done through the use of navigational hazard labeling and updating of water level conditions. The purpose of this study is to find out how the VTS legal duties and authorities are arranged in the supervision of shipping traffic in the Singapore strait, how the VTS Batam duties and authorities are carried out, and what factors hinder the VTS legal duties and authority in supervising shipping traffic in the strait. Singapore. This study collects primary data through fieldwork using a normative and sociological research approach. To collect primary data, descriptive technique is combined with a normative approach (legal research). For marine activities, some locations must be equipped with a Vessel Traffic Information System (VTS) or Radar Beacons for security and strategic considerations. The decision will be announced by the Minister as soon as all the shipping lane requirements have been met, and will be communicated to the maritime world through the International Maritime Organization (IMO), in accordance with the convention that has adopted the standard for the use of shipping lanes. reporting system of ships at sea to operators on land traffic monitoring. This equipment has a VTIS attached to it, enabling it to detect the ship's name, position, speed and course. This data is then entered into the system and continuously monitored.

Zankie, queerbaiting, and performative rhetorics of bisexuality

In 2014, two contestants on Big Brother (CBS), Frankie Grande and Zach Rance, began a showmance (ship name: Zankie). The presence of two men in a showmance, only one of whom was openly queer before filming, created ample conversation among fans and contestants about Rance's sexual orientation, as he seemed to be undergoing a personal bi-awakening narrative on live TV. The rhetorics of reality TV paint this both as a sincere struggle and as a joking game strategy, which occasions an overdetermined scrutiny of whether Rance is really bisexual or if he is queerbaiting the audience. Rance's performance of self on the show relies on queerbaiting, but he also deploys rhetoric surrounding bisexuality that allows him to participate in a same-sex showmance while still claiming heterosexuality outside the context of the show. His contradictory articulations of identity and desire reinforce stereotypes about bisexuals while also calling into question the heteronormative assumptions behind the showmance label.

It. palandaria ‘nave da caricoʼ

Abstract It. palandaria ‘cargo shipʼ is formed on the basis of Gr. πλάτη ‘id.ʼ, according to the common pattern of ship names in -aria (griparia, sagittaria).

해방 이후 상해를 통해 한국으로 돌아온 한인

After the Liberation, the population of East Asia was newly formed. At this time, the People's Party of China's government implemented a policy called “collective return to concentration,” and designated Shanghai Port as the main channel for the return of Koreans. The return of Koreans to Shanghai is largely divided into “return preparation stage,” “group return stage,” and “individual return stage,” depending on the size and policy. In the return preparation stage, 29 key figures from the Provisional Government of the Republic of Korea will return. During the group return stage, 1,500 to 5,000 people will move to Korea about 10 times. Afterwards, the number of employees will be reduced to 100 to 500 during the individual return stage. In connection with the news of the return of Koreans from Shanghai to Korea, the Korean media informed Korea of various facts, including the route, ship name, departure date and arrival date, number of people aboard and key figures. It also issues the poor lives of Koreans in Shanghai and the difficulties they face after returning to Korea. It also reports in detail on the outbreak of cholera, an infectious disease spread to Korea as the population moves. Such an article by the Korean media is the basis for a clearer picture of the entire return of Koreans in Shanghai, which is difficult to reveal with only the currently excavated feed.

선박 이름의 유형에 관한 시론적 연구

선박 이름의 유형에 관한 시론적 연구

Explosions and Fires at the Ports of Texas City and Houston: A Comparative Analysis of Waterside-Landside Crises, 1947–2019

Explosions and Fires at the Ports of Texas City and Houston:A Comparative Analysis of Waterside-Landside Crises, 1947–2019 Eric Pearson (bio) Click for larger view View full resolution The SS Amoco Virginia on fire at Hess Terminal, November 8, 1959. Photo courtesy of the Houston Fire Memorial. [End Page i] At one point during a confused nightmare of efforts to check the roaring flames and rescue the injured, Jesse Caveness, Harris County civil defense director, declared: "If this ship [Amoco Virginia] blows, it will be worse than Texas City." —"Fire Menaces Oil Tanks in Houston Area," Chicago Daily Tribune, Nov. 9, 1959. The Houston Ship Channel is one of the busiest seaports in the United States. It extends from a turning basin located approximately four miles east of downtown Houston to the Gulf of Mexico between Galveston Island and Bolivar Peninsula, a distance of fifty-two miles.1 The channel has been deepened and widened over the decades in order to accommodate increasingly larger vessels to keep pace with the needs of Texas industry. It measures forty feet in depth for much of its length and from three hundred to four hundred feet in width.2 In addition to general cargo facilities, the channel is home to major petrochemical plants. The heavy concentration of these oil and gas companies presents the potential danger of explosions and fires, as was seen in 1959 when a major gasoline fire engulfed the tanker Amoco Virginia and in 1979 when the tanker Chevron Hawaii exploded after being struck by lightning [End Page 1] while loading oil. These events caused concern that a chain reaction of explosions among the chemical and petroleum industries that line the ship channel could touch off a disaster similar to the one at Texas City that killed more than five hundred people in 1947—the worst industrial accident in the nation's history. Historians have not fully explored the links between these disasters and how the lessons learned from them were (or were not) applied toward industrial safety and public welfare. There were varying degrees of carelessness in many of these incidents. Certain questions need to be asked regarding the roles government and industry have played since the Texas City disaster and each of the succeeding explosions and fires at the Port of Houston. What impact did these accidents have on industrial safety, pollution control, and Texas industrialization? The Texas City disaster started with a Liberty cargo ship named the Grandcamp, which was built in Los Angeles in 1942 and originally named the Benjamin R. Curtis.3 The ship was rather small compared to today's cargo vessels, measuring a length of 423 feet and a gross tonnage (a nonlinear measure of a ship's overall internal volume) of 7,176 tons. The United States transferred ownership of the vessel after the war to the French government, which changed the ship's name. The Grandcamp loaded cargo such as twine, cotton, peanuts, and drilling equipment in Houston prior to arriving in Texas City on April 11, 1947, to load ammonium nitrate fertilizer.4 This could not be done in Houston because the loading of ammonium nitrate was banned by the Houston Port Authority.5 U.S. Coast Guard regulations did not prohibit the loading of the chemical compound in Texas City due to the fact ammonium nitrate was listed as a "dangerous cargo" and not as an "explosive."6 The Port of Texas City in 1947 was home to several large plants, including "the Monsanto Chemical Company, Humble Oil and Refining Co., Stone Oil Co., Republic Oil Refining Company, 11 warehouses, 9 piers, one grain elevator, and two thirds of the residential area of Texas City," according to a Coast Guard report.7 Many residential blocks stood adjacent [End Page 2] to the industrial complex and the nearby docks where the Grandcamp was moored. Click for larger view View full resolution SS Grandcamp. Moore Memorial Public Library, Texas City. The Texas City disaster began on April 16, 1947, when a small fire started in one of the cargo holds of the Grandcamp, which contained some two thousand tons of ammonium nitrate in one hundred...

Technology for extracting instant coordinates of sea vessels in a selected part of the World Ocean from online maps

The article describes a technology that provides the extraction of instant coordinates of sea vessels in a selected part of the World Ocean from free online maps and its software implementation, consisting of two MATLAB functions: RecognizeText.m and ComporationImage.m. The first function returns the recognized ship names on the electronic chart and the coordinates of the rectangles described around the given names. The second function is the values of the coordinates of the ships, calculated from the analysis of online map. Current results confirm the performance of the developed software.

Problems Of Adequacy And Equivalency In Translation

It is well known that in translation it is relatively rare for one concept to correspond to another. Experience has shown that in translation word for word, word for word, word for word can be. On this basis, when we say a lexical unit in translation, we can understand a word and a phrase, or even a phraseological unit that corresponds to a single word. In this case, a phraseological unit consisting of two or more words must correspond to the meaning of a single word. If the original word corresponds to one word in the translated language, then the meanings of the words in the two languages are considered to have the exact equivalent. Such words usually include well-known names, geographical and place names, names of enterprises, organizations, institutions, offices, ships and hotels, and so on. Equivalents are often monosemantic, that is, words with a single meaning.

Marine Engine Room Alarm Monitoring System

Alarms affect operations in most part of the ship. Their impact on modern Engine Control Room operations is no less significant. The state of an alarm system serves as an indication of the extent to which the ship’s operations are under management control. Thus, the design of efficient and reliable alarm monitoring system is vital for safe and sound operations. Although several design techniques have been proposed, all the proposed design methods employ sophisticated and expensive approaches in resolving alarm issues. In this paper, a cheap, yet reliable and efficient alarm design method for engine room device monitoring is presented. The design method employs PLCs and SCADA-based system and adopts certain basic design requirements of alarm monitoring system presented in literary works. Reasons for such a design method are highlighted, and the programming platforms for the design are given. The strengths and weaknesses of some design methods presented in some published works are reported and solutions to such problems are proposed. The proposed design technique, including fault diagnostic algorithm, have been subjected to real-time online testing at the shipyard, specifically ChangjiangWaterway Bureau, China (ship name–Ning Dao 501). The testing results proved that this design technique is reliable, efficient and effective for online engine control room device monitoring.

Design the prediction model of low-sulfur-content fuel oil consumption for M/V NORD VENUS 80,000 DWT sailing on emission control areas by artificial neural networks

The international shipping transportation has an important position in the field of economical development in each nation. It has been presented by increasing the number of ships with sufficiency of sizes and kinds. This development always associates with the environmental pollution. The main reason for this that International Maritime Organization required all ships conform to the International Convention for the Prevention of Pollution from Ships (MARPOL 73/78) and that they want their ships operate in the international routes. Especially, MARPOL 73/78, Annex VI—Prevention of Air Pollution from Ships, gradually impacts the limited value of low-sulfur-content fuel oil on ships no more than 0.50% m/m (mass by mass) from 1 January 2020, against the limit of 1.00% in effect up until 31 December 2014. Following the actual conditions, a lot of countries in the world have given the solutions in response to these above regulations. In Vietnam, VINIC shipping transportation company also has the solution in changing-over procedures from heavy fuel oil into light heavy fuel oil with low-sulfur content for bulk carriers. Based on the development of science and technology nowadays, especially machine learning method, the author has designed prediction model of low-sulfur-content fuel oil consumption by applying artificial neural networks model. The object of this study is a bulk carrier of VINIC shipping transportation company in Vietnam with ship name M/V NORD VENUS 80,000 DWT. The mass of low-sulfur-content fuel oil consumption has been recorded and compared with the results collected in this research when ship sailed on emission control areas. The simulation results of prediction model have been represented on artificial neural networks tool of MATLAB program. The advantage of this model will be represented through comparing with traditional statistical regression methods. The artificial neural networks prediction model of low-sulfur-content fuel oil consumption is more reliable than other traditional methods. The traditional statistical regression methods have been supported in this case by Minitab software. The superior model will save the low-sulfur-content fuel oil on bulk carriers and reduce the sea environmental pollution. This article will be an initial basis for applying the different types of ships when sailing on emission control areas in the future.

"Networks of Diplomacy and Trade in the Contested Florida Borderlands"

"Networks of Diplomacy and Trade in the Contested Florida Borderlands" Diana ReigelspergeriD When Cuban engineer Antonio de Arredondo debarked from his ship and set foot on the docks in St. Augustine in August of 1736, he might have been surprised by the three British ships he likely noticed in port.1 Unlicensed trade with British ships was illegal in the Spanish colonies, although smuggling and contraband trade were common. The city of St. Augustine, the capital of Spanish Florida, was isolated from regular Spanish commercial traffic and had long relied on illicit trade to fill the gap when supplies ran short. Nevertheless, the openness of these operations might have caught Arredondo's attention. If the large number of foreign ships did not surprise him, then the stores openly selling British goods and British citizens wandering the city certainly would have. Spanish authorities in Florida were in the midst of tense negotiations with the British over the settlement of Georgia, the colony recently established to the north. Arredondo had been sent by the governor of Cuba to order the governor of Georgia, James Oglethorpe, to withdraw from Georgia completely. He was also there to survey the Florida fortifications in case the conflict devolved into war, and he might have found it alarming that British visitors could easily explore the city and do the same. Or perhaps he was not surprised at all. Arredondo had also been given a secret directive to investigate the administration of Florida's governor, Francisco del Moral y Sánchez, for openly violating trade laws, mismanaging religious affairs, and imprisoning anyone who opposed him.2 Governor Moral y Sánchez had assumed leadership in Florida in 1734, in the midst of a decade shaped by border conflicts. Spanish maps had once claimed most of the eastern seaboard as "La Florida", but these claims had been dramatically reduced by encroaching English settlement over the years. This circumscription of Spanish territory culminated in 1713 with the end of the War of Spanish Succession. British invasions had reduced effective Spanish control to the capital at St. Augustine and its immediate surroundings. In the subsequent years, royal authorities labored to repopulate the colony and fortify it against European rivals and their indigenous allies, though with limited success.3 In 1733, the establishment of Georgia added a new facet to the Anglo-Spanish conflict over territory in the Southeast. British settlers and soldiers were closer than ever before. [End Page 511] British agents expanded their trade networks with the native chiefdoms of the region, undermining the Spanish sphere of influence.4 Yet even as the contest for territorial control developed, St. Augustine also became enmeshed in the rapidly growing trans-imperial economy that connected so many parts of the Atlantic world. Both legal and illicit trade expanded.5 Despite trade regulations, this commerce became central to the economic success (and sometimes survival) of colonies with limited resources like Florida and Georgia. By the middle of the eighteenth century, Florida routinely relied on British trade goods. Such trade was also beneficial to larger colonies like South Carolina that enjoyed having local export markets.6 Had Arredondo seen four, five, or even six ships in the harbor, it might have been a typical day. The presence of many foreign ships in colonial Florida has long been recognized by historians.7 In the surviving records of maritime traffic, the names of ships and ship captains change frequently, giving the impression of a diversity of traders in the customs and naval logs. Records of ship owners, however, reveal that the bulk of the city's commerce was influenced by a small handful of merchants. Each of these merchants operated multiple ships that travelled all over the eastern seaboard and the Caribbean, making regular stops in St. Augustine. The unusual administration of Governor Moral y Sánchez enabled them to gain a foothold within the Spanish community itself by setting up resident agents and permanent stores. As a result, some of them became enmeshed in the political and commercial landscape of the colony. In the case of the Florida-Georgia border negotiations, commercial networks facilitated diplomatic relations. As the Spanish and British moved closer to war...

Greenhouse gas emissions from ships in ports – Case studies in four continents

Emissions of GHG from the transport sector and how to reduce them are major challenges for policy makers. The purpose of this paper is to analyse the level of greenhouse gas (GHG) emissions from ships while in port based on annual data from Port of Gothenburg, Port of Long Beach, Port of Osaka and Sydney Ports. Port call statistics including IMO number, ship name, berth number and time spent at berth for each ship call, were provided by each participating port. The IMO numbers were used to match each port call to ship specifications from the IHS database Sea-web. All data were analysed with a model developed by the IVL Swedish Environmental Research Institute for the purpose of quantifying GHG emissions (as CO2-equivalent) from ships in the port area. Emissions from five operational modes are summed in order to account for ship operations in the different traffic areas. The model estimates total GHG emissions of 150,000, 240,000, 97,000, and 95,000 tonnes CO2 equivalents per year for Gothenburg, Long Beach, Osaka, and Sydney, respectively. Four important emission-reduction measures are discussed: reduced speed in fairway channels, on-shore power supply, reduced turnaround time at berth and alternative fuels. It is argued that the potential to reduce emissions in a port area depends on how often a ship revisits a port: there it in general is easier to implement measures for high-frequent liners. Ships that call 10 times or less contribute significantly to emissions in all ports.

Total Ship Operability –Review, Concept and Criteria

Abstract The ship operability can be understood and analysed in different manners, and its quality is described using different indexes by different authors. Practically, there is no general and widely accepted description of total ship operability in the literature, nor in the rules of classification societies, which would include both seakeeping and manoeuvrability characteristics of a ship, and simultaneously take into account all ship subsystems and, what is most important, comfort and safety of people on board. The aim of this paper is to propose a general definition of total ship operability and name, adjust, describe and justify criteria which should be considered in the ship operability analysis, as well as to provide a relevant algorithm paving the road for further investigation on total ship operability determination.