Ship Owners Research Articles

A quantitative liability risk assessment of oil spills in oil ports: the case of the Guangdong-Hong Kong-Macao Greater Bay Area

ABSTRACT To mitigate risk and enhance safety in oil ports, this study proposes a method to analyse the civil liability risk and criminal liability risk of oil spills in oil ports. Based on scenario analysis and data analysis, the probability, spill size, number of casualties, actual compensation and total spill cost are estimated for different scenarios, including loading arm/hose rupture and hull failure when a vessel is berthing, manoeuvring near a berth and moving through the port. Based on these estimated factors and legal liability, the civil liability risk and criminal liability risk borne by oil ports and ship owners are estimated. Finally, data from an oil terminal in the Guangdong-Hong Kong-Macao Greater Bay Area are used to verify the applicability of the proposed method. The estimated probability and corresponding consequences can be used to determine which scenario would result in criminal liability and provide a reference for emergency capacity planning. The estimated risks are useful for loss mitigation and crime prevention. The findings and analysis reveal the current low compensation ratio and the inconsistency in criminal standards for oil spills in China. Therefore, the enforcement of civil compensation and unity among criminal standards should be prioritized.

Container ship emission estimation model for the concept of green port in Turkey

Studies on the global climate change and the measures to be taken to alleviate the problem have long emphasized the critical importance of this issue for humanity’s future. The impact of exhaust gas emissions from maritime transport on air quality and global climate change is also examined by scientists. In particular, the restrictions imposed by the law-makers like International Maritime Organization (IMO) and European Union (EU) on maritime shipping to improve air quality requires flag states, ships, ship owners and seamen to reduce ship emissions. In this study, Nitrogen Oxide (NOx), Sulfur Dioxide (SO2), Carbon Dioxide (CO2), Volatile Organic Compounds (VOC), Particulate Matter (PM) and Carbon Monoxide (CO) emissions of ships coming to Turkey’s four important ports (Ambarlı, Izmir, Mersin and Kocaeli ports) are theoretically calculated with two bottom-up methods. Port durations and ship technical data are the real data obtained by following the ships coming to all ports for 1-year period. Based on the emission calculations for all ports, container vessels, which are the most common vessel types, were selected and emission estimation models were obtained for cruising, maneuvering and port operating modes depending on the type and gross tonnage (GRT) of these vessels. The emission estimation models obtained from the study can be used to estimate approximate exhaust gas emissions from container ships with known GRT values and to model ship-based air pollution. When the average error margins are analyzed, it was estimated with 2.03% error in cruising mode, 1.63% in maneuvering mode and 9.44% in port mode for container ships according to the GRT in the ports of Turkey.

Examining the Structure of Remedial Law

Examining the Structure of Remedial Law

УЛУЧШЕНИЕ ЭКОЛОГИЧЕСКИХ ХАРАКТЕРИСТИК СУДОВОГО ДИЗЕЛЬНОГО ДВИГАТЕЛЯ ПУТЕМ ДОПОЛНИТЕЛЬНОГО ВНЕШНЕГО СМЕСЕОБРАЗОВАНИЯ С ПРИМЕНЕНИЕМ ДИМЕТИЛОВОГО ЭФИРА

The article highlights the measures to be introduced in order to restrict the hazardous emissions from the marine vessels as a result of increasing attention of the global community to the air pollution problem. The most difficult for ship owners is to adhere to the requirements of MARPOL 73/78 in NECA Tier III. As a result of the analysis of modern widely used methods for reducing harmful emissions of nitrogen oxides from a marine ICE there have been determined the main advantages and disadvantages of these methods. A new method including the additional component supply system, which delivers additional component to an inlet manifold of a marine ICE, and the most suitable additional component were proposed. Main advantages of the proposed system over other systems were determined. The system operation diagram is presented and the academic novelty of the scientific work was determined. The academic novelty consists in using an adapted mathematical model for calculating the main parameters of the system developed. At the current stage of the work, the development of an electronic control unit for the system and additional electronic control unit is in progress. The next stage of the work consists of calculating the main parameters of the system and testing the system in various operating modes of marine diesel engine 3NVD 24

Review of Legal Aspects of Electrical Power Quality in Ship Systems in the Wake of the Novelisation and Implementation of IACS Rules and Requirement

This paper deals with new challenges regarding power quality in ship technology resulting from the novelisation and implementation of IACS (International Association of Classification Societies) rules and requirements. These rules, known as IACS E24 2016/2018, address harmonic distortion for ship electrical distribution systems, including harmonic filters. The reasons for the legislative changes based on a short overview of power quality-related accidents are discussed, after which a brief presentation of the updated IACS rules illustrated by a related DNV GL (Det Norske Veritas Germanischer Lloyd) case study is shown. A key part of this paper includes proposals concerning harmonics and interharmonics, distortion indices and transient disturbances. The aim of these proposals is to unify power quality indices and measurement procedures to maintain effective and comparable criteria for monitoring distortion and establish requirements for ship owners, designers, shipbuilders, classifiers, and crew members of marine objects.

Analisis Loyalitas Anak Buah Kapal (ABK) Armada Kapal Pinisi PT Aswil Lautan Sejati

Background - Companies need good employees as one of the company's assets who have an important role in carrying out organizational activities. Employees who are needed are not only capable, competent and skilled, but most importantly they also have a high sense of loyalty. Loyalty is necessary so that these employees can work not only for themselves but also for the advancement of the company. Purpose – The purpose of this research is to analyze the loyalty of the ship crew (ABK) Pinisi Ship Fleet PT. Aswil Lautan Sejati. Design/ Methodology/ Approach - Using qualitative methods with a phenomenological study model. The informants in this study were ship crew (ABK) who had worked for at least 10 years (3 people), then the ship's captain and ship owner. Data collection techniques using interviews, with data analysis techniques using data reduction, data presentation, conclusions and verification. Conclusion - The crew members are capable and responsible for carrying out work based on their position and the relationship between the ship owner and the crew is like there is no distance. Supporting loyalty in profit-sharing compensation is the best way for ABK to feel. Result and discussion - Based on the results of the study, the researchers concluded that the crew members are loyal to the company which is shown by their attitudes and behavior at work and towards colleagues and superiors even though there is no guarantee / insurance in doing their job. Research Implication- be a reference in strategies to improve employee welfare, not financial aspects, but also non-financial aspects such as health and safety insurance.

Manning the waves: Masculinity shift amongst Filipino seafarers in the age of precarity

AbstractThis article looks at the intersection between Filipino seafarers' performance of masculinity shift onboard and the precarity that attends their work at sea. Reflecting on data gathered from four cargo ship voyages, and interviews with Filipino seafarers in the Philippines, the article proposes that Filipino seafarers' rendition and cultivation of hegemonic masculinity ashore is set aside at sea as a way to mitigate both perceived and experienced employment precarity. By wilfully performing a multiplicity of situationally specific masculinities, Filipino seafarers perforce to hold on to their employment at sea to preserve their hegemonic masculinity ashore. The performance of masculinity shift at sea by Filipino seafarers manifests their shifting gender strategies in the context of economic and cultural structures and how the experiencing of one form of masculinity ashore is predicated on the execution of different manifestations of masculinity at sea. This masculinity shift takes place in the context of the fast changing crewing preferences of ship owners, robust implementation of local laws pertaining to seafarer rights and privileges, and the power of supranational bodies to shape domestic maritime labor policies.

Using Bayesian network-based TOPSIS to aid dynamic port state control detention risk control decision

Port State Control (PSC) inspections have been implemented as an administrative measure to detect and detain substandard ships and thus to ensure maritime safety. Advanced risk models were developed to investigate the impact of factors influencing ship detention. Although showing much attractiveness, current studies still reveal a key challenge on how such analysis can improve the ship performance in PSC inspections and aid PSC detention risk control decision. By incorporating a data-driven Bayesian network (BN) into the Technique for Order Preference by Similarity to an Ideal Solution (TOPSIS) method, this paper proposes a new ship detention risk control methodology, in which the decision criteria are generated from the root risk variables, and the alternatives refer to the established strategies adopted by ship-owners in their practical ship detention risk control. Along with the new methodology, the main technical novelty of this paper lies in the quantitative measurement of the effectiveness of each strategy in terms of the reduction of detention rate in a dynamic manner. Its practical contributions are seen, from both ship owner and port authority perspectives, through the provisions of useful insights on dynamic evaluation of rational control strategies to reduce ship detention risk under various PSC inspection scenarios.

Development Prospects of Tourist Passenger Shipping in the Polish Part of the Vistula Lagoon

The Vistula Lagoon is a cross-border area with high natural values and a developing market of tourist services. Passenger shipping is an important part of local tourism, but ship owners are insufficiently involved in planning processes and their views on creating shipping development are underrepresented. The article aims to compare the vision of the development of passenger shipping in the Polish part of the Vistula Lagoon between local governments creating the spatial policy and ship owners offering transport services. We have made an attempt to verify the development prospects. The collation of these visions was based primarily on the qualitative analysis of the content of planning and strategic documents (desk research method) and a survey conducted among all six ship owners. Thanks to the comparative analysis, it was possible to show similarities and differences and to indicate recommendations. The paper presents review of the available literature on the subject, thanks to which the research area was identified as unique in Europe. On the one hand, it is a valuable natural area, which is an important tourist destination, on the other hand, there are organizational and infrastructural limitations in meeting the needs of tourists. Then, field research was conducted, unpublished materials were collected, and surveys were conducted with the operators of passenger ships operating in the Vistula Lagoon. The performed analyses allowed for the formulation of conclusions and recommendations. Similarities in the directions of promoting tourism in the region, improving the quality of infrastructure, eliminating obstacles in international traffic and discrepancies in the co-financing of ship owners’ activities by local governments, shaping the future transport offer or the construction of the Vistula Spit canal are identified. Economic calculation, particularly vital for the private sector (ship owners), is an important criterion for verifying the assumed goals.

Validation of risk analysis for ship collision in narrow waters by using fuzzy Bayesian networks approach

Risk analysis is regarded as one of the most critical research topics in maritime industry due to the nature of work. Validation of risk analysis is a significant challenge for safety researchers. This paper aims to address the gap by utilising the power of Bayesian Network method under fuzzy logic environment. While Bayesian Network provides a compact representation of a joint probability distribution, fuzzy logic tackles with vagueness and ambiguity in PRA (Probabilistic Risk Assessment). The validation and sensitivity analyses are performed under various conditions to improve the accuracy of findings. Three different axioms are tested to validate the results. The proposed method is applied for the risk modelling of ship collision in narrow waters. Besides its theoretical background, the paper is expected to help safety researchers validate their results. The maritime safety professionals (safety inspectors, DPAs, superintendents and ship owners) can also benefit from the paper to identify and minimise the potential risks for ship collision in narrow waters.

Estimation of operating profit of liner ship from integrated mathematical model considering design, hydrodynamic performance, and operation

Traditionally, it has been difficult to evaluate the operating efficiency of ships using objective and credible indicators in order for ship owners and seafarers to confidently plan an optimized transportation strategy considering accurate ship performance. This is due to a number of factors that affect operating performance; the type of ship, cargo, ship speed, sea route, and weather conditions. This paper aimed to estimate the operating profit of a liner LNGC based on a mathematical model developed considering design information, accurate hydrodynamic performance, and operation. Operating profit was assumed to be the expected income minus the CAPEX, OPEX, and VOYEX. The proposed model was used to simulate a voyage from the departing terminal to the arriving terminal to estimate RPM, engine power, electric power, BOG accumulation, BOG combustion, fuel oil and gas consumption, combustion, and operating profit. Finally, the operating profit surface for project life cycle of 25 years including transportation, anchoring at a terminal, and re-docking was reviewed to decide the optimized transportation strategy.

State-of-the-Art Methods to Improve Energy Efficiency of Ships

Generating energy efficiency through behavioural change requires not only understanding and empathy with user interests and needs but also the fostering of energy saving awareness, a technique and framework that supports operators and ship owners. There is strong potential to make use of different technical solutions to increase energy efficiency, but many cost-efficient solutions relate to carrot-and-stick incentives for operators to minimise energy consumption. These incentives range from voyage planning with weather routing eco-driving bonus, to torque limitations and changes in company policies, all of which demonstrate that the operators’ on-board importance for the energy consumption has been identified. Data collection will allow operators to make better decisions in the lifecycle of the ship from knowledge-driven design to operation, redesign and lifetime extension. Various systems are available for data acquisition, storage and analysis, some of which are delivered by well-known marine suppliers while others are stand-alone systems. The lack of standardization for data capture, transmission and analysis is a challenge, so systematic improvement is required in shipping companies to achieve energy savings. When these are achieved, they will be the result of customer requirements, cost pressure or individual driving forces in the companies. The potential energy savings, brought up in interviews, shows up to 35% on specific routes and up to 60% in specific maneuvers. These savings will be made feasible by operators and crews being involved in the decision-making process.

Ranking port state control detention remarks: professional Judgement and spatial overview

IntroductionThe merchant marine fleet is under inspection by several parties to ensure maritime regulation compliance. International Maritime Organization mainly regulates the industry, and the most effective defender is indeed Port StateControl run by the regional memorandum of understandings.ObjectiveThis article aims to analyze all detention remarks of Paris Memoranda of Understanding (MOU) from 2013 to 2019 for EU15 countries (except Luxemburg and Austria) to guide marine industry on detainable Port State Control remarks and country risk profile.MethodsThe data of the detained vessels taken from the public website of Paris MOU and each report considered as a professional judgment that causes detention. Analytical Hierarchy Process Approach has been utilized to indicate the ranking of basic maritime regulations from the perspective of the Port State Control, and Geographic Information System (GIS) helps us to demonstrate the regional dispersion amongst EU15.ResultsThrough an approach based on Analytical Hierarchy Process and demonstrating the results on GIS has been shown that almost all the country’s top priorities for regulation are Safety of Life at Sea (SOLAS) and Fire Safety Systems (FSS). Moreover, a comparative demonstration of the detention percentage of each regulation to AHP results demonstrates a better understanding of EU15 countries' detention profile.ConclusionThe results of the study can assist Port State Officers, ship crew, ship owners, and managers in presenting the facts of their inspection and able to improve themselves. The spatial analysis is also expected to guide ship owners and managers to focus their vessel’s deficiencies on preventing sub-standardization. Policymakers also utilize these reports to evaluate their inspection practices.

Mitigation of CO2 emissions from international shipping through national allocation

Neither international treaties nor domestic policies control carbon dioxide (CO2) emissions from international shipping. To enhance mitigation, a new multilateral mechanism could allocate these emissions to national carbon budgets, where different options could be used based on the location of industry actors and ships. We analyze five allocation options, showing that a clear majority of CO2 emissions would be distributed to ten countries under each option; however, the top ten countries vary across allocation options and the amount of CO2 emissions allotted to individual countries could increase their carbon budgets thousand-fold or more. We further examine how the different objectives, principles for decision-making, and geographical coverage of the United Nations Framework Convention on Climate Change (UNFCCC) and the International Maritime Organization influence the design and implementation of an allocation mechanism under each of these two bodies. We find that the allocation mechanism that best meets criteria related to effectiveness and equity would be one in which emissions are assigned to countries of ship owners, and which operates under the UNFCCC.

INNOVATION IN SOFTWARE. THE COMPLEXITY OF THE CHANGES THAT INDUSTRY 4.0 IS DEMANDING

Industry 4.0 has favoured the expansion of many technologies whose application boundaries are very diffuse. Although each technology can have very specific applications, when it is wanted to apply to Computer Aided Design, Manufacturing & Engineering (CAD/CAM/CAE) System, they have to be implemented as a whole. The first CAD tools were developed during the middle part of the 20th century, and since then they are in the beginning of the design, but it manages many data that must be taken in advance for the further stages of the lifecycle of the product. Augmented Reality, Virtual Reality and Mixed Reality are closely related to the Digital Twin and interlaced with the Big Data, which are generated by CAD tools and all surrounding solutions, which applies some cloud/edge/fog computing to these data in a merged technology between finite state machines and Artificial Intelligence (AI) cognitive processes. To perform in an agile manner all these integrations requires a network which support different connection ways to add specific devices, i.e. Internet of Things (IoT), which can access to the data, creating and modifying them, in a different layer which affects to the basic information layer created by the CAD System in the shipyard. This network should be secured but at the same time open to allow distributed work, which must be tracked in such a way that records any modification of every working step done in an open, transparent, trusted and non-modifiable working method for all stakeholders involved in process, like: shipyard, engineering offices, classification society and ship owner. Results of the design should be easy integrated with future building ways like 3D printing, generating printing orders directly from the CAD model. All the above technologies are reviewed in this paper, as well as revisit the application of them in every shipbuilding phase, from design to manufacturing. An integrated Industry 4.0 CAD system should also be involved in operation and maintenance phases, i.e. it must cover all the vessel lifecycle end to end, from design to decommission.

Solid-State Technologies for Flexible and Efficient Marine DC Microgrids

This paper presents flexible operating modes of marine DC microgrids and main advantages of employing energy storage systems into such DC microgrids. Scaled-down marine systems with two DC buses and integrated energy storages are considered in this paper. To verify superior features of the DC microgrids with solid-state technologies and energy storage systems, a wide range of system operating modes are experimentally demonstrated, ranging from basic to advanced operating modes: DC voltage regulation, power sharing control, soft start (smoothly charging bus potential to the nominal level), seamless transition (transiting open-bus and closed-bus operations), load leveling (flattening generator loads by energy storage systems), transient mitigation (mitigating sudden load changes by energy storage systems), and zero-emission (powering the marine networks by energy storage systems near a port). The experimental results show that DC microgrids with solid-state technologies and energy storage systems provide ship owners with the flexibility in energy management of the system, fuel savings, and environmental compliance in a port.

Tehnologije propulzije broda s pomoću vjetra – mogu li one pomoći u smanjenju emisija?

According to International Maritime Organization, emissions coming from global shipping are expected to increase 50% to 250% by the year 2050. This concern led to the introduction of various regulations that aims to encourage ship owners and builders to explore innovative renewable technologies. The main focus of this article is on wind-assisted ship propulsion technologies, as a complement to ship propulsion, such as rigid sail, soft sail, wing sail, kite, and Flettner rotor. These technologies are not widely accepted because ship owners have doubts due to the lack of real-life results and their implementation and efficiency greatly depends on ship design and purpose. This article shows the progress in the field of wind-assisted ship propulsion in the last 15 years which proved the concept as they have the potential to reduce fuel consumption, thus emissions, by double digits. The conclusion is drawn, from fuel savings percentages, that rotor and soft sails technologies have great potential in the future of the shipping industry.

Comparison of the Economic Performances of Three Sulphur Oxides Emissions Abatement Solutions for a Very Large Crude Carrier (VLCC)

Ship-source air pollutants, especially sulphur oxides (SOx), have a major impact on human health, the marine environment and the natural resources. Therefore, control of SOx emissions has become a main concern in the maritime industry. The International Maritime Organization (IMO) has set a global limit on sulphur content of 0.50% m/m (mass by mass) in marine fuels which has entered into effect on 1 January 2020.To comply with the sulphur limits, ship owners are facing the need to select suitable abatement solutions. The choice of a suitable solution is a compromise among many issues, but the economic performance offers the basis for which ones are attractive to ship owners. Currently, there are three technologically feasible SOx abatement solutions that could be used by ships, namely, liquified natural gas (LNG) as a fuel (Solution A), scrubbers (Solution B) and low-sulphur fuel oil (LSFO) (Solution C). To compare the economic performances of the mentioned three solutions for a newbuilding very large crude carrier (VLCC), this paper proposes a voyage expenses-based method (VEM). It was found that, within the initial target payback period of 6 years, Solution A and C are more expensive than Solution B, while Solution C is more competitive than Solution A. Five scenarios of target payback years were assumed to compare the trends of the three proposed solutions. The results show that Solution B maintains its comparative advantage. As the assumed target payback years becomes longer, the economy of Solution A gradually improves and the economics of Solution B and C gradually decline. A comparison between Solution A and C shows 6.5 years is a turning point. The advantage of Solution A is prominent after this payback period. In addition, the performance of a certain solution in terms of adaptability to the IMO greenhouse gas (GHG) emissions regulations is also a factor that ship owner need to consider when making decisions. In conclusion, when the IMO air pollutant regulations and GHG regulations are considered simultaneously, the advantages of using LNG are obvious.

Analysis Of Form Coefficient For Measuring Gross Tonnage Of Wooden Ship Based On Domestic Meansurment Method Of Indonesia

Most of the traditional wooden boats in Sinjai and Bone Districts were measured using the domestic measurement method, ship owners with sizes <GT 7 and <GT 30 refused to verify their vessels. Ship owners feel disadvantaged in terms of policies, permits, landing fees, subsidized fuel rations and so on. This study aims to determine the characteristics of the size and shape of traditional wooden ships, analyze and compare the results of the calculation of the gross tonnage (GT) of the ship which is calculated based on the actual size and shape of the ship (real body) with the ship calculated using domestic measurement methods and compiling mathematical equations in determining the value of the ship volume factor based on the main size to calculate the GT. The data processing method was carried out by using the Slovin technique with a population of 49 ship data for the determination of the minimum sample and then entered into the interval class. The results showed that the traditional wooden ships in Sinjai and Bone Regencies have geometric characteristics that are not much different from one another, but the main sizes are quite varied. The larger the main size of the ship, the greater the difference in GT calculations when using the volume factor value based on the domestic measurement method compared to using the volume factor value generated by real body calculations. The formula for the volume factor value (Cb or f) = 0.238 Log ((LBH)1/3) + 0.5134 can be used to determine the volume factor, especially for ships operating in the Sinjai and Bone Regencies as well as an initial reference for measurements by measuring experts ship so that moderate measurement results are obtained.

Emergency preparedness and rescue in Arctic waters

On 19 June 1989, the Soviet cruise liner, Maxim Gorkiy hit an ice floe southwest of Spitsbergen, Svalbard. Some 30 years later, on 28 December 2018, the trawler Northguider grounded in the Hinlopenstretet, in Svalbard. In both cases, all crew members and passengers were rescued in dramatic operations. The Arctic waters are challenging for safe maritime activity, due particularly to the remoteness, limited infrastructure and harsh and dynamic climatic conditions, making preparedness a key factor for maritime safety. In light of these ship accidents and challenges, the aim of this paper is to study the special challenges of operating in Arctic waters and the requirements for preparedness to meet these challenges.When studying preparedness in Arctic maritime operations, we consider both the ship owners’ own preparations and the availability of Norwegian government rescue services to provide a prompt and efficient response following a ship accident in Arctic waters.The empirical data stems from research into search and rescue regulations, capabilities and operations in the Arctic region, the SARex reports on search and rescue operations in the Arctic (Solberg, Gudmestad et al. 2016, Solberg, Gudmestad et al. 2017, 2018) and participation in the SARex exercises. Both authors of this paper are affiliated with the Arctic Safety Centre in Longyearbyen, Svalbard.The article starts with a presentation of the Arctic and the challenges of operating in Arctic waters, followed by a presentation of the theoretical framework. After a short methods chapter, we present the findings and discuss them in relation to the preparedness concept. We then provide some conclusions on the challenges of operating in Arctic waters and the preparedness equipment, knowledge and structures to meet these challenges.