Ship Tonnage Research Articles

Analysis of Gross Tonnage (GT) Capacity Installed On Traditional Wooden Ships In Penajam Paser Utara

To identify the GT of traditional wooden boats built at PPU, an investigation of the GT on the boat is carried out. The GT of the North Penajam Paser traditional wooden ship was identified using domestic regulations issued by the government through the Ministry of Transportation, PM No. 45 of 2021 and PP No. 85 of 2021 concerning PNBP of the Directorate General of Sea Transportation. Before being operated, every ship must be measured to determine the length, width, depth and tonnage of the ship in accordance with the ship measurement method. According to Law number 20 of 1997, "Non-Tax State Revenue (PNBP) is all Central Government revenue that does not come from revenues taxation". ship data studied for determining gross tonnage, Lpp: 17.76m, LoA: 21.90 m, Lwl: 19.06m, B: 4m, H: 2m, T: 1.40m, Cb: 0.50. Calculating ship tonnage or calculating gross tonnage and net tonnage has two methods, namely the empirical method and the analytical method. The analytical ship GT value is 14.16 and the empirical ship GT is 14.79. The total amount of PNPB on ships based on analytics is IDR 5,600,704.74. The total empirical PNPB amount is IDR 8,43,031.01. The difference between analytical and empirical PNBP is IDR 242,327.01. The difference between GT based on analytical and GT empirical methods is 0.63. the comparison level between the two methods is 4%.

SWOT ve AHP (A'WOT) yöntemlerinin birlikte uygulanması: otonom yüzey gemileri çalışması

Increasing operational costs, the growth in ship tonnage, loss of lives, and the human factor in maritime accidents have driven the inevitable emergence of Maritime Autonomous Surface Ships (MASSs) in the world's seas. However, the universal establishment of laws and regulations for autonomous ships is still pending. Moreover, challenges arise due to the scarcity of personnel for immediate response to mitigate the impact of ship accidents and uncertainties linked to the absence of commercial autonomous voyages in international waters. Utilizing SWOT analysis as a strategic management approach enables the identification of strengths and weaknesses in a situation, awareness of related opportunities for leveraging those strengths, examination of threats, and formulation of measures against potential risks. This study encompasses a comprehensive evaluation of the positive and negative aspects of autonomous surface vehicles, encompassing their capabilities, advantages, challenges, and disadvantages. It employs SWOT analysis and the Analytic Hierarchy Process (AHP) method to facilitate strategic planning necessary for the widespread adoption of autonomous ships.

Data-driven Bayesian network approach to maritime accidents involved by dry bulk carriers in Turkish search and rescue areas

In the case of maritime accidents, they cause very serious vital, economic, and environmental problems. As a matter of fact, maritime accidents emerge as an important issue due to the risks brought by the increasing ship tonnage and ship traffic. In this sense, the Turkish Search and Rescue Areas, which include the Aegean Sea islands, the Turkish coasts, and the Turkish Straits, are among the regions with risks in maritime accidents. In this study, the accidents that took place between the years 2001–2019 in the Turkish Search and Rescue Areas were examined, and maritime accident analysis was carried out using Bayesian networks on the accidents involving dry-bulk carriers. Considering accident type as a target variable, this study concentrates on the probabilistic relationships among the factors (i.e., ship type, grt, flag, survival status, navigation region, accident month, accident time, and accident causes) which are thought to influence the occurrence of accidents. According to the research outcomes, it has been determined as probabilistic that there are seasonal and regional differences in the occurrence of accident causes and the occurrence of accidents. In dry bulk carriers, it has been determined that the white flag ships in the Paris Mou ranking are much less likely to be involved in a fatal accident at night. In addition, while the probability of fatal maritime accidents occurring during the daylight hours (06:00–17:59) in accidents in the Çanakkale navigational area is 28%; at night (18:00–05:59), this rate is 41%. Another important matter is that some ships have been found to be involved in accidents repeatedly. In this sense, suggestions have been made for the stakeholders.

Ballasting a Mid-19th Century Chilean Navy Armed Transport: Archaeometallurgical Insights into Cast Iron Ingots Recovered from the Barque Infatigable (1855)

Ballast is essential for vessels to lower their centre of gravity, improve stability, and ease their motion during sailing. During the modern period, heavy materials used for ballasting ships were an issue of particular concern for both authorities and ship owners, subjected to increasing control, regulation, and standardisation. These items represent a very common find in wreck sites and deserve special attention, as their characteristics, distribution, and provenance can deliver critical information for assessing where the vessel was ballasted, sailing routes, ship tonnage, and site formation processes. This article is centred on pig iron ingots, introduced in the early 18th century in sailing warships and shortly thereafter in sizeable merchant vessels, a type of ballast which is frequently overlooked in archaeological research. In particular, specimens retrieved from the Chilean Navy armed transport Infatigable (1855) were analysed through macroscopic and physicochemical characterisation using LM, SEM-EDS, WD-XRF, and IGF. The results obtained indicate the ingots were manufactured with cast iron of different quality, suggesting they may have come from different production centres. The investigation resulted in a better understanding of ballasting practices on a South American navy ship in the early post-independence period and provided new data for discussions of off-site and non-nautical technological issues, such as the materials, knowledge, and techniques associated with the production of pig iron in the mid-19th century.

An Empirical Study on the Effects of Sea Ice on Ship Tonnage per Centimeter and Cargo Operations

Abstract Many ports around the world are threatened by sea ice. Access by merchant ships to these ports is ensured by ice-breaking services. For the sensitivity of calculations of the amount of cargo on vessels carrying out loading and discharging in waters covered with ice, the calculations need to be modified. This study aims to investigate the effects of sea ice in different thicknesses on the calculations of the cargo amounts, especially the effects on the tonnage per centimeter (TPC) values of the vessels. There is a limited number of studies on ice resistance of zero-speed vessels. An experimental study was performed to gauge the impact of ice on vessel draughts on a scale ship model. The scaled TPC weights were applied under two separate loading conditions on the scale model ship. Such processes were repeated for various ice thicknesses. The results indicated that an increase in TPC values was in a linear relationship with ice thickness and was found under both loading conditions. In analyses based on the scale model according to the draft marks, the ice friction created an overloaded case. In the stability booklets, it is assumed that adding the amount of increase in TPC value as a correction would resolve disputes over the amount of loaded cargo and can circumvent overloading cases.

Estimating the ship traffic in the Istanbul Strait through economic growth of region countries

The current study predicts the future course of ships passing through the İstanbul Strait. In this direction, considering that the world economy is the biggest factor in the demand for maritime transport, the relationship between the GDPs and trade volumes of the Black Sea states, and ship traffic is analyzed using regression estimation in two separate models. The included countries are Bulgaria, Georgia, Romania, Russia, Turkey and Ukraine. Then, considering the growth forecasts published by the IMF for the relevant states, it was estimated how much an increase in traffic would be in 2026 compared to 2020. Considering the coefficients obtained from the two models, in 2026, the GDP model proposes a 20.02% increase, and the trade volume model proposes a 28.8% increase in ship tonnage passing the strait. These results reveal the importance and necessity of strategies and projects developed to regulate the rise in strait traffic.

Assessment Model of Sudden Oil Spill Pollution in South China Sea Navigation Area Based on the Theory of Community of Marine Destiny

<p>In order to solve the problems of poor accuracy and long time-consuming of traditional methods in the assessment of sudden oil spill pollution from ships, this paper takes the navigation area in the South China Sea as the research object and proposes to build the assessment model of ship oil spill pollution. Based on the analysis of the transportation advantages of the South China Sea navigation area, the probability of ship collision and the relationship between the probability of ship oil spill and the ship tonnage are obtained. Based on the probability of ship oil spill in the South China Sea navigation area, the evaluation index system of oil spill pollution in the South China Sea navigation area is constructed to determine the oil spill pollution index and pollution level, and to determine the oil spill pollution level The weight of oil pollution index is used to build the assessment model of sudden oil spill pollution in South China Sea navigation area. The experimental results show that the accuracy of the evaluation model is always maintained at 90% and the evaluation time is short.</p>

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

INVESTIGATION OF OIL TANKER ACCIDENTS BY USING GIS

This study focuses on marine accident data regarding accidents that occurred between the years 1998-2010 for ships within the oil tanker category. Data in the study include accident reports, which are recorded in the Global Integrated Shipping Information System (GISIS) and country reports. Textual accident data in the GISIS database were tabulated, thus creating a systematic database. By using accident data from this database, a marine accidents map for oil tankers was developed via the ArcGIS 10 program, the areas with the highest accident incident rates were determined, and reasons for oil tanker accidents were revealed through the assessment of factors such as accident type, accident incident number, accident scope, ship tonnage, navigational sea area type, and accident’s impacts on the environment, economy and personnel. The study showed that very high risk areas for oil tanker marine accidents include the Singapore Strait and Oresund, and high risk areas are the Bristol Channel, Suez Channel, Strait of Hormuz, Great Belt, Piraeus, Hull, İstanbul Strait, and Amsterdam, respectively. The study also established that oil tanker accidents are related to ship tonnage and navigational sea area type.

Financial and Economic Indicators of Shipping Companies in 2010-2019 Years

Financial and Economic analysis of shipping companies conducted based on main maritime industry segments - Crude Oil, Products, Liquefied Natural Gas (LNG), Dry bulk commodities and Container cargo. Each of them is represented as one or several companies, which are the leaders in these business sectors. The revenues of shipping companies specialized in crude oil and product transportation have been increased significantly in 2010-2019 years, which was a result of increasing ship quantities and tonnage as well as income from time-charter. Stability can be seen in the revenues of liquefied natural gas shipping companies. The growth rate of container shipping company income was comparatively low. Moreover, the share of voyage costs have been increased in bulk commodities transportation in 2010-2019 (From 8% to 25%), decreased operating expenses, amortization of assets, charter and general costs. In the cost structure of liner shipping companies’ transportation and terminal expenses have been increased (From 10% to 26%), while the share of fuel, charter and logistics costs have been decreased. The high and stable profitability incurred in liquified natural gas transportation field as well as in oil shipping transporation with modern, new and large size oil tankers. The dry bulk and liner shipping companies were characterized with sharp unsteadiness and comperatively low profitability. The crude oil and product shipping companies had positive financial results in 2014-2016 and 2019 years, in other years they reported loss. The liquified natural gas transportation companies had a stable profit. Within the same period, dry bulk shipping companies were characterized with the lower or even unprofitability. Container shipping companies had unsteady financial results, in particular their net profit was peaking in 2010, 2014 and 2018 years and ended up with loss in 2011 and 2016 years. Keywords: The revenues of shipping companies, voyage costs, operational costs, charter costs, bunker costs, terminal costs, intermodal costs, port costs.

Centrifuge Modeling of Vessel Impact on Bridge Fender Systems

Bridge or berthing structures are susceptible to accidental ship impacts that may pose a hazard to human life, property, and the environment. Therefore, fenders are often constructed around bridge piers for protection. Although efforts have been made to estimate the ship impact load, understanding of the mechanism of ship impacts on bridge fender systems is still inadequate due to insufficient experimental evidence. In this study, a comprehensive centrifuge model test program involving 60 ship impact tests was performed on a 3×3 pile group to systematically examine the effect of fender systems on a bridge pile foundation subjected to ship impacts. Two types of fenders with different stiffnesses, as well as a benchmark test without fenders, were investigated under different vessel tonnage and impact velocity values. Based on the test results, the characteristics of the impact loads were analyzed. The energy transfer patterns with and without fender systems were compared. The influences of the ship tonnage, impact velocity, ship bow structure, and bridge superstructure mass on the impact load with different fender systems were studied. Finally, empirical equations are established to relate the ship impact load with key influencing factors regarding the fender system, the ship, and the bridge.

Long-Term Environmental Impacts of Pesticide and Herbicide Use in Panama Canal Zone

The opening of the Panama Canal in 1913 transformed ocean-shipping and the availability of internationally-traded goods, shortened travel time between the Pacific and Atlantic oceans, increased ship tonnage, and sparked the growth of port authorities on both the Atlantic and Pacific coasts of the Panama Canal. Historically, the United States was number one and China was number two in tons of cargo that pass through the canal annually in the high stakes game of import and export markets. Prior to the construction of the Panama Canal, the most efficient way to cross the 82-kilometer isthmus, between the Port of Panama City on the Pacific and the Port of Colon on the Atlantic, was by mule trails through tropical forests and river transportation. Since the construction of the Panama Canal through tropical forests in the 1910s, pesticides have been essential for managing mosquitoes as well as controlling wetland vegetation that blocked lakes, rivers and the canal. The primary objective of this research study is to document the long-term environmental impacts of pesticide and herbicide use in the Panama Canal Zone. Many of these chemicals, including 2, 4,-D, 2, 4, 5-T and DDT, have a long half-life under water and some, like arsenic (As), have no half-life. Pesticides and chemicals flowed into Lake Gatun via surface runoff either in solution or attached to the sediment during the rainy season. The by-product 2,3,7,8-tetrachlorodibenzo-p-dioxin (TCDD) is an unanticipated contaminant created during the manufacture of the herbicide 2,4,5-T. TCDD can bio-accumulate in fish and birds and enter into the human food supply. The extent of the current chemical and pesticide contamination on former U.S. military base grounds and in Lake Gatun is unknown. Systematic soil sampling of current and former military bases, chemical disposal sites and Lake Gatun or the Panama Canal sediments is needed to determine if mitigation is necessary.

Research on New Flexible Bridge Pier Anti-collision Technology

With the increase of ship traffic flow, ship size and ship tonnage have increased significantly, while the original anti-collision design of many bridges built in early China has not met the protection requirements, resulting in the increase of the risk of bridge collision by ships. Ship collision with bridges can not only cause huge economic losses, but also result in fatal accidents, leaving a huge hidden danger to the safety of bridges. In this paper, the advanced safety protection concept of ship, bridge and device triple protection is introduced, and a new flexible pier anti-collision technology is used, the additional pile isolation type flexible anti-collision device is proposed.The LS-DYNA dynamic numerical simulation software is used to analyze the dynamic behavior of the ship collision avoidance device. The results show that the anti-collision device using flexible components can store large deformation energy in the process of ship collision. Compared with the theoretical calculation of ship impact force, the ship impact force is significantly reduced after the installation of the new flexible protective device. The flexible anti-collision device proposed in this paper can provide a reliable design for bridge anti-collision.

Modeling a traditional fishing boat building in East Java, Indonesia

Indonesia being an archipelago country have a long fishing industry history. Even in the modern age, there are still a lot of traditional boats that are being utilized, while researches onto modeling them are limited. In this paper, we try to model the tasks for building traditional boat. The stages for building a traditional fishing boat are separated into the following: cutting wood, hull construction, frame installation, hatches installation, the wheelhouse building installation, engines installation, painting, and sea trial. While the resources that are being used are the man hours, raw materials required, the material cost, and the labor cost. With the manhours and material requirement are in direct correlation of their ship tonnage. Modeling for the ships are done in a multivariate linear regression and simple linear regression based on the material requirement and the manhours needed. Furthermore, improvements on the construction of the ship itself were proposed with the model validation error of 5.72% and 5.78% for multivariate and linear regression respectively, providing proof that the validation error is not over fitting with the model error being 8.9% and 6.06% respectively.

Analysis of Ratios of Propulsion Energy Demand for Transport by Bulk Carriers

Abstract The article presents the results of calculations and analysis of the eM ratio of the propulsion energy consumption per the nautical mile and the eMt ratio of the propulsion energy demand for the transport of 1-ton cargo per the nautical mile for bulk carriers. The relationship between eM and eMt indicators with the EIV (Estimated Index Value) ratio is shown. The output data for the determination of eM and eMt indicators was taken from the quoted MAN publication, reading (reproducing) the values of power, velocity v and DWT tonnage from the charts included in this publication. Calculations and analyses were made for velocity v between 11-15 knots and for DWT from 5-400 kt (kilo tonnes). The graphs of eM and eMt ratios in the function of speed v and load capacity DWT are presented. Using the stepwise method of least squares, models of statistical dependence of indicators on velocity v and load capacity of bulk carriers were developed. They were based on generalized polynomials with integer exponents. Derivatives deM / dv and deMt / dv and derivatives deM / dDWT and deMt / dDWT were determined. The main observations resulting from the conducted analyses are observed with the increase of DWT (within the range of 80-100 kt) a significant decrease in the value of the eM index. For DWT values> 100 kt, the decrease in eMt is slow − eMt asymptotically tends to a constant value. The results of the analyses carried out can be used at the stage of designing the transport capacity (tonnage) and nominal speed of the ship as well as selection of ship tonnage and travel speed in a given transport situation.

A Study on Sino-Korean Efficient Maritime Transport System in Yellow Sea Rim

본 논문은 황해 연안의 주어진 경제 및 지리적 조건 하에서 해상 운송 시스템을 효과적으로 관리하는 데 있어 중-한의 전략적 협력이 가져올수 있는 경제적 이익에 대해 논한다. 중국과 한국은 산업 발전을 촉진하기 위해 경제적 자원을 사용하는 데 비교 우위를 가지고 있기 때문에 교통 체계의 상호 협력은 중국과 한국 간의 국제 무역을 촉진하는데 도움이 될 것이다. 특히 황해 연안의 기존 해상 운송 시스템은 물동량이 크게 증가함에 따라 비용을 절감하기 위해 항만시설 및 선박규모 등을 재조정해야 한다. 결론적으로 중국과 한국은 운영 선박의 톤수를 최적화해야 하고 선석 수량 및 첨단 기술 측면에서 항구 시설을 개선해야 한다. 예를 들어, 중국은 한국 서안 화물운송시스템에 있어 평균 선박 크기를 다소 확대하고 항만 시설 확충 및 내륙 철도 운송 시스템 개선에 투자할 것을 권한다. 반면에 한국은 황해 연안의 중국과 한국 항만 상태를 고려하여 평균 투입선박 크기를 다소 줄이고 항만 시설도 다소 소형 선박위주로 조정할 것을 조언한다.This paper deals with an economic benefit from Sino-Korea strategic cooperation in managing their maritime transport system efficiently under the given economic and geographical condition in Yellow Sea Rim. Since both China and Korea have comparative advantage in utilizing economic resources for industrial development, the mutual cooperation in establishing the transportation system will be very `helpful to galvanize the Sino-Korea’s international trade. Particularly the maritime transport system, under the existing Yellow Sea Rim, is subject to readjustment for the sake of cost-saving in operating both ports and ships involved. In conclusion, both China and Korea need to optimize the operating ship tonnage and to improve the port facilities in terms of berth number and high-technology. For instance, China is recommended to enlarge the average ship size and improve the container port facilities and inland railway transport systems for the Korean west-bound cargo, whereas Korea is advised to reduce its average ship size considering the condition of ports in both China and Korea under Yellow Sea Rim.

Development of maritime container transport in Southeast Asia

The article presents the role of marine container transport in the present-day world economy, taking into consideration the position of China, Japan, South Korea and India in the global system of containerized cargo transport. Transshipments in the largest container ports of Asia in the period 1990–2016 are discussed. The container ship tonnage in China, Japan, South Korea and India is analyzed in the studied period. The main institutions financing the transport infrastructure development in the Europe-Asia transport corridors are described.

THE RESPONSE OF SHIPBUILDING ACTIVITIES TO FREIGHT RATES

Maritime transport has different economic characteristics than most other markets. These features cause continuous cyclical movements on the market and cause some businesses to eradicate from the market due to making the wrong decisions. Apart from the changes in the demand side, the short-term inelasticity of the supply side contributes much to these cycles. The reason is that the shipbuilding process lasts for 1-3 years, and the effects of the ordering decision taken today are reflected in the market when the construction process is over. In this respect, since the main factor influencing the investment decision is income, it is certain that there is a delayed relationship between the freight rates and the completed ship tonnage. The purpose of this study is to contribute to the current literature by empirically testing this delayed relationship, which is already established in theory. The Baltic Dry Index (BDI), which is based on freight rates, is used as a representative of freight revenue. Data used in the study are annual observations covering the years 1985 and 2017. Correlation, regression and cross-correlation methods were used to determine the relationship between freight revenue and completed tonnage. As a result of the study, it was found that the completed tonnage reacted change in the income after 2 years and there was a positive relationship between the variables.

Clustering ferry ports class-I based on the ferry ro-ro tonnages and main dimensions

Capacity constraint of port for Ferry Port Class I is not clearly stated in the Indonesian National Order of Port Affairs. It only said that ferry ship to be serviced is ships with more than 1000 gross tonnages (GTs). The word more than 1000 GTs is unclear as there are ships with up to 12500 GTs to be serviced in this port. This research introduces cluster of Ferry Port Class I. Ship main dimension and tonnage of sample ships is being used as a basis for the port clustering. The result shows that Ferry Port Class I should be divided into three main Ferry Port Classes I (Class IA, Class IB and Class IC). This new cluster of Ferry Port Class I can be used as a reference in updating the rules regarding ferry port class and as a reference in the design of ferry port main facilities.

Ship Crowding and Slave Mortality: Missing Observations or Incorrect Measurement?

Inconsistent measurement of ship tonnage, the denominator in the usual measures of crowded conditions on slave vessels, may confound estimated associations between crowding and slave mortality on the Middle Passage. The tonnages reported inLloyd's Registersare shown to be consistent over time and are used to demonstrate that both the unstandardized and standardized tonnages in the Transatlantic Slave Trade Database are deeply flawed. Using corrected tonnages, we find that crowding increased mortality only on British slave ships and only before the passage of Dolben's Act in 1788.