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1
Regis, Helen A. "Ships on the Wall: Retracing African Trade Routes from Marseille, France." Genealogy 5, no. 2 (March 25, 2021): 27. http://dx.doi.org/10.3390/genealogy5020027.
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With this essay on decolonizing ways of knowing, I seek to understand the phantom histories of my father’s French family. Filling in silences in written family accounts with scholarship on Marseille’s maritime commerce, African history, African Diaspora studies, and my own archival research, I seek to reconnect European, African, and Caribbean threads of my family story. Travelling from New Orleans to Marseille, Zanzibar, Ouidah, Porto-Novo, Martinique and Guadeloupe, this research at the intersections of personal and collective heritage links critical genealogies to colonial processes that structured the Atlantic world. Through an exploration of family documents, literature, and art, I travel the trade routes of la Maison Régis.
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Goedhals-Gerber, Leila L. "The market for ship repair facilities in the port of Cape town." Corporate Ownership and Control 12, no. 1 (2014): 406–17. http://dx.doi.org/10.22495/cocv12i1c4p4.
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The market for shiprepair worldwide is segmented according to the purpose for which ships are used, the types and sizes of ships and geographic areas or the routes plied. Shiprepairers tend to focus on the segments in which they have advantages of comparative cost and/or infrastructure and equipment. Generally, Cape size bulk carriers and Post-Panamax container ships are serviced in docks in Asia and tankers above the Afromax size in the Middle East, while the European shiprepairers provide specialised repair services for smaller ships in niche markets. Shiprepairers elsewhere compete in segments of the remainder of the market. The current demand for shiprepair requiring the use of the drydocks and syncrolift at the Port of Cape Town is largely for the repair of ships used for fishing, mining, supply and services, coastal patrol, salvage, rescue and pleasure (passenger vessels) as well as harbour craft and cable ships. Most of the trading ships repaired, apart from those requiring emergency repairs, are small coasters. Few ships involved in international trade have been drydocked for routine survey and repairs in recent years and such business seems to have been lost to Cape Town mainly because it is not a terminal port for regular voyages. The development of the shiprepair industry is an important target in the maritime sector of the National Development Plan of South Africa. In this article conclusions are reached about the complexity of the business economic difficulties of doing so and the prospects for promoting the plan at Cape Town. In view of the lack of academic literature in South Africa on shipping topics notwithstanding the dependence of a country’s economy on its maritime trade, the article is also intended to induce further research on the topic
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Blundell, David, and Jeanette Zerneke. "Early Austronesian Historical Voyaging in Monsoon Asia: Heritage and Knowledge for Museum Displays Utilizing Texts, Archaeology, Digital Interactive Components, and GIS Approaches." International Journal of Humanities and Arts Computing 8, supplement (March 2014): 237–52. http://dx.doi.org/10.3366/ijhac.2014.0110.
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This paper covers work using historical geographic information systems (GIS) by the Electronic Cultural Atlas Initiative (ECAI) 2 to trace early navigation in Monsoon Asia. To open a scholarly Web-based platform to a broader audience, the ECAI Austronesia Team is collaborating with the Maritime Buddhism project conceived by Lewis Lancaster. The Maritime Buddhism project is being developed to reach general audiences with a high level of interactivity and 3D visualizations featuring historic timelines, ships, trade routes and trade winds, travelling monks, life at ports, and stories. To allow the information to be more accessible, mobile phone apps and multi-media museum displays are being developed. Austronesian speaking peoples made navigation a way of life across the Indian and Pacific oceans spanning thousands of years. The goal of this integration of content and technology is to enable our understanding of Monsoon Asia, its diffusion of culture, and oceanic navigation to become alive and accessible.
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Blokus-Roszkowska, Agnieszka, and Leszek Smolarek. "Application of Simulation Methods for Evaluating the Sea Waterways Traffic Organisation." ISRN Applied Mathematics 2013 (July 29, 2013): 1–8. http://dx.doi.org/10.1155/2013/715142.
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Maritime transport is of great importance as it is the basis of international trade. Shipping is a global industry and highly complex business. Further safety development at sea is determined by the growth of maritime traffic intensity. Therefore, new ideas and technologies are needed to optimize the sea transport system. In the paper, the cellular automaton model is suggested to describe traffic flow at grade roundabout and simple crossing. Not only the cell state but also neighborhood as well is defined for presented cellular automaton. The model, describing vessels motion, takes into account vessel’s type, speed and length, vessel’s behavior and maneuverability, lane status, and flow density. It provides the basis for simulation. Two types of traffic schemes, namely, roundabout and simple routes crossing, are considered. Some results of simulation, including ships safety prediction, illustrate possible applications for evaluation of maritime traffic organization. Final conclusion and remarks outline further work development.
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Hananto, Pulung Widhi Hari, and Rahandy Riski Prananda. "SUCCESS STORY TO ERADICATE THE MARINE POLLUTION IN INTERNATIONAL STRAIT OR STRAIT FOR INTERNATIONAL TRADE." CREPIDO 2, no. 2 (November 29, 2020): 97–110. http://dx.doi.org/10.14710/crepido.2.2.97-110.
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Marine pollution has a significant impact on the waters of the coastal states, especially in the strait routes used for international trade. The traffic density of large ships which is not proportional to the wide geographical conditions, makes the Strait of Malacca a potential area that is prone to high marine pollution. This article aims to examine the use of the Marine Electronic Highway in the Malacca Strait and the success story which is applied to the territorial waters of other countries that have the same conditions. The results of the study show that in the Dover strait region, the French and British Governments are collaborating by investing in infrastructure to regulate the navigation of these areas. Meanwhile, at The Torres Straits, the Australian Government implemented a Pilotage policy by requiring ships passing through to pay a maintenance fee of 3% for the conservation of the waterways and security zones. However, the Indonesian and Malaysian governments had to negotiate beforehand to determine the delimitation of their respective maritime boundaries in Malacca Straits.
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Vorobyev, N. I. "EU INTERESTS IN DEVELOPING ARCTIC SEA ROUTES." MGIMO Review of International Relations, no. 5(32) (October 28, 2013): 47–53. http://dx.doi.org/10.24833/2071-8160-2013-5-32-47-53.
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The article considers the European Union’s key strategic interests in the increased use of the Arctic routes, especially the Northern Sea Route (NSR), but also the Northwest Passage. This issue is high on the agenda given the EU dependence on the maritime transport accounting for the predominant share of the Union’s trade. The EU technological, financial and human resources can contribute greatly to the development if the Arctic seaways which would in turn benefit the member states. The author notes that the EU has already actively engaged in designing the framework regulation for the Arctic maritime shipping including the legal, environmental and safety provisions. Securing an innocent passage of ships through the Arctic waters is one of the main objectives in this regard considering that none of the EU members are Arctic coastal states. Another issue at stake is delivering Arctic oil and gas reserves highly important for the EU to the continent for which developed seaborne transport is crucial. The article also gives an overview of the EU practical steps with regards to the Arctic routes including projects aimed at connecting the Union’s transport system with the Russian North West and potentially the NSR. It is noted that the EU is highly interested in exploiting the potential of the Arctic sea routes and focuses on international cooperation to achieve the goal. Increased EU cooperation with the Arctic coastal states including Russia would be mutually beneficial given the opportunities the new routes offer and the EU resources that can be used to support their development.
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Delis, Apostolos. "Seafaring Lives at the crossroads of Mediterranean maritime history." International Journal of Maritime History 32, no. 2 (May 2020): 464–78. http://dx.doi.org/10.1177/0843871420924240.
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This paper is about Seafaring Lives in Transition, Mediterranean Maritime Labour and Shipping, 1850s–1920s (SeaLiT), an international research project funded by the ERC Starting Grant 2016. SeaLiT started in February 2017 and has a duration of five years. The project explores the transition from sail to steam navigation and its effects on seafaring populations in the Mediterranean and the Black Sea between the 1850s and the 1920s. In the core of the project lie the effects of technological innovation on seafaring people and maritime communities, whose lives were drastically altered by the advent of steam. The project addresses the changes through the actors, seafarers, shipowners and their families, focusing on the adjustment of seafaring lives to a novel socio-economic reality. It investigates the maritime labour market, the evolving relations among shipowner, captain, crew and their local societies, life on board and ashore, as well as the development of new business strategies, trade routes and navigation patterns. The project offers a comparative perspective, investigating both collectivities and individuals, on board the ships and on shore in a number of big and small ports from Barcelona up to Odessa, in the Black Sea.
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Novita, Aryandini. "TEMUAN KAPAL TENGGELAM DARI SITUS KARANG KENNEDY: GAMBARAN PERAIRAN BELITUNG BAGIAN SELATAN DALAM JALUR PERDAGANGAN MARITIM PADA AWAL ABAD XX." KALPATARU 28, no. 1 (November 19, 2019): 29. http://dx.doi.org/10.24832/kpt.v28i1.496.
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Abstract. This paper discusses about maritime trade routes in southern Belitung waters in the past based on archaeological remains found at Karang Kennedy Reef by South Sumatra Archaeological Center in 2018. Inductive method was used in this study and the main data were the cargo found in the shipwreck. Data was collected thorugh underwater survey and mapping and then went into specific and contextual analysis. Written sources was also used for data interpretation. The result indicates that Karang Kennedy Site shipwreck is an evidence that Belitung used to be a part of international trade routes. Although the southern Belitung waters are protected from direct wind gusts Java sea or Belitung island, those are also relatively shallow and overgrown with coral reefs that limited the movement of ships and large boats to sail in this area.Keywords: Shipwreck site, Maritime trade, Underwater archaeologyAbstrak. Tulisan ini membahas tentang gambaran jalur perdagangan maritim di wilayah perairan Belitung bagian selatan pada masa lalu. Data yang digunakan dalam tulisan ini berupa tinggalan arkeologi yang ditemukan di Situs Karang Kennedy hasil penelitian Balai Arkeologi Sumatera Selatan tahun 2018. Metode penalaran yang digunakan pada tulisan ini adalah metode induktif. Data yang digunakan adalah temuan arkeologi hasil penelitian tahun 2018 berupa sisa kapal tenggelam dan muatannya. Pengumpulan data pada kegiatan tersebut dilakukan dengan cara survei dan pemetaan bawah air. Analisis temuan dilakukan baik secara khusus maupun kontekstual, semetara interpretasi data menggunakan analogi sejarah dari sumber-sumber tertulis. Hasil kajian ini menunjukkan temuan kapal tenggelam di Situs Karang Kennedy merupakan bukti bahwa Belitung juga merupakan bagian dari perdagangan internasional. Selain itu penemuan sisa kapal di Karang Kennedy ini juga dapat dijadikan bukti tentang gambaran pelayaran di perairan bagian selatan Belitung. Meskipun posisi perairan bagian selatan Belitung terlindung dari hembusan angin langsung yang berasal dari arah laut Jawa atau daratan pulau Belitung namun perairan tersebut relatif dangkal dan banyak ditumbuhi terumbu karang sehingga membatasi gerak kapal-kapal dan perahu-perahu berukuran besar yang melintasinya.Kata kunci: Situs kapal tenggelam, Perdagangan maritim, Arkeologi bawah air
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Novita, Aryandini. "TEMUAN KAPAL TENGGELAM DARI SITUS KARANG KENNEDY: GAMBARAN PERAIRAN BELITUNG BAGIAN SELATAN DALAM JALUR PERDAGANGAN MARITIM PADA AWAL ABAD XX." KALPATARU 28, no. 1 (July 22, 2019): 29. http://dx.doi.org/10.24832/kpt.v28i1.573.
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This paper discusses about maritime trade routes in southern Belitung waters in the past based on archaeological remains found at Karang Kennedy Reef by South Sumatra Archaeological Center in 2018. Inductive method was used in this study and the main data were the cargo found in the shipwreck. Data was collected through underwater survey and mapping and then went into specific and contextual analysis. Written sources was also used for data interpretation. The result indicates that Karang Kennedy Site shipwreck is an evidence that Belitung used to be a part of international trade routes. Although the southern Belitung waters are protected from direct wind gusts Java sea or Belitung island, those are also relatively shallow and overgrown with coral reefs that limited the movement of ships and large boats to sail in this area. Keywords: Wrecksite, Maritime trade, Underwater archaeology Tulisan ini membahas tentang gambaran jalur perdagangan maritim di wilayah perairan Belitung bagian selatan pada masa lalu. Data yang digunakan dalam tulisan ini berupa tinggalan arkeologi yang ditemukan di Situs Karang Kennedy hasil penelitian Balai Arkeologi Sumatera Selatan tahun 2018. Metode penalaran yang digunakan pada tulisan ini adalah metode induktif. Data yang digunakan adalah temuan arkeologi hasil penelitian tahun 2018 berupa sisa kapal tenggelam dan muatannya. Pengumpulan data pada kegiatan tersebut dilakukan dengan cara survei dan pemetaan bawah air. Analisis temuan dilakukan baik secara khusus maupun kontekstual, sementara interpretasi data menggunakan analogi sejarah dari sumber-sumber tertulis. Hasil kajian ini menunjukkan temuan kapal tenggelam di Situs Karang Kennedy merupakan bukti bahwa Belitung juga merupakan bagian dari perdagangan internasional. Selain itu penemuan sisa kapal di Karang Kennedy ini juga dapat dijadikan bukti tentang gambaran pelayaran di perairan bagian selatan Belitung. Meskipun posisi perairan bagian selatan Belitung terlindung dari hembusan angin langsung yang berasal dari arah laut Jawa atau daratan pulau Belitung namun perairan tersebut relatif dangkal dan banyak ditumbuhi terumbu karang sehingga membatasi gerak kapal-kapal dan perahu-perahu berukuran besar yang melintasinya. Kata Kunci: Situs kapal tenggelam, Perdagangan maritim, Arkeologi bawah air
10
Cohen, Margaret. "Literary Studies on the Terraqueous Globe." PMLA/Publications of the Modern Language Association of America 125, no. 3 (May 2010): 657–62. http://dx.doi.org/10.1632/pmla.2010.125.3.657.
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At the Beginning of the Seventeenth Century, the Philosopher Francis Bacon Cited the Nautical Compass, Enabling Cross-Ocean travel, as one of three technologies that had changed “the whole face and state of things throughout the world,” more influential than any “empire … sect… or star” (the others were gunpowder and the printing press [118]). Bacon was not overstating the importance of saltwater transport networks in the forging of global modernity. Across an era spanning from Columbus and Vasco da Gama to the twentieth century, the maritime world was a frontier of capitalism and colonial expansion. Goods, people, and information moved across the oceans of the globe, exploiting what was called “the freedom of the seas,” even as nations warred on each other's ships for control of trade routes and coastal access. The immense wealth and power at stake in maritime transport led governments and companies to pour resources into research and development, making the maritime world one of modernity's ongoing frontiers of science and technology. It was also a great reservoir of books, narratives, and fantasy. Occurring in an environment that few could access yet that affected the lives of so many, sea voyages piqued the curiosity of stay-at-home audiences. As global ocean travel grew up together with the printing press, armchair sailors combed sea voyage literature, factual and fictional, for strange, surprising adventures as well as for information about world-altering developments and events recounted in what was called “news from the sea.”
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Kushch, Tatiana V. "Decline of the Byzantine Thalassocracy." Izvestia of the Ural federal university. Series 2. Humanities and Arts 22, no. 4 (202) (2020): 126–38. http://dx.doi.org/10.15826/izv2.2020.22.4.067.
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After 1204, the Byzantine Empire lost control over the Eastern Mediterranean. The restoration of the Empire in 1261, however, did not recover its sea dominance. The Latins, especially the Venetians and the Genoese, who had possessions in the Aegean and the Black Seas and conducted active maritime trade there, established themselves in the region. The importance of sea routes for Byzantium increased dramatically given the territorial dispersion of the Byzantine possessions, the high activity of Europeans in the region, and the growing threat of an Ottoman conquest. This article analyses the specifics of Byzantine sea communications and their role in the fate of the Empire during the period of geopolitical changes between the fourteenth and fifteenth centuries. Based on written sources, the author examines the condition of the Byzantine fleet, the role of foreigners in ensuring movement within and outside the Empire, and the meaning of the sea communication during the Ottoman sieges of Byzantine cities. The author reveals that the Empire could not provide stable and regular sea contacts between separate parts of its territories and external relations with the West on its own. The decline of the fleet and the lack of material resources forced the Byzantines to use foreign ships as means of transportation. The Italians, especially the Venetians, provided transport to the Byzantine emperors and diplomats who made official trips to the West, transported people and goods within the region, and provided food for the inhabitants of besieged cities. It is concluded that the transport dependence of Byzantium on the Italian maritime republics testified to its economic and political weakness. The loss of control over the sea routes in the Eastern Mediterranean and the degradation of its own transport system contributed to the decline and fall of Byzantium in 1453.
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Dheani, Catharina. "One Belt One Road and Global Maritime Fulcrum: Between Contradictions and Harmony." Jurnal Sentris 2, no. 2 (August 18, 2020): 57–65. http://dx.doi.org/10.26593/sentris.v2i2.4139.57-65.
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A story of connectivity, part of the international diplomatic arena with routes, hubs, and corridors has been set as the mantra of the Belt and the Road of China. In 2013, when China’s paramount leader, Mr. Xi took a visit in mostly Central Asia and Southeast Asia, he initiatively proposed to build the Silk Road Economic Belt and the 21st Century Maritime Silk Road. It is then being abbreviated as OBOR (One Belt One Road) which represents China’s audacious vision to transform political region in Europe, Africa, and Asia for decades to come. The initiative absolutely calls for a greater integration of those regions into a cohesive economic area through building infrastructure, increasing cultural exchanges, and broadening trade. This centerpiece of Mr. Xi’s foreign policy has been categorized as the most important feature of the country to show its charm in offering a deeper connection and a bundle of developmental pledges towards all neighboring countries. Indonesia, the south neighboring country of China, is also included in the orbit of convergence with Jokowi’s vision and foreign politics strategies ‘to be a global maritime fulcrum.’ Both are in attempt to reinvigorate what each apprehends as their previous maritime glory. However, there are several limits of cooperation between the two sides, in particular the territorial issue in the South China Sea. Confrontations in fishing and coast guard ships, including a domineering manner of China’s foreign conduct are the current impediments to advance cooperation. Yet, it is evident that Indonesia will need Chinese investments in order to realize the Global Maritime Fulcrum. All in all, this research aims to analyze the concept of connectivity between two sides as well as to explore on how Indonesia and China could maintain their partnership to achieve each specific national goals without stepping on each other’s toes
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RÍOS TOLEDANO, Daniel. "Cádiz y el comercio marítimo genovés en el siglo XIV." Medievalismo, no. 28 (October 8, 2018): 271–93. http://dx.doi.org/10.6018/medievalismo.28.345171.
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El presente artículo tiene como objetivo principal abordar el papel desempeñado por el puerto de Cádiz como escala esencial para las embarcaciones genovesas que surcaban la ruta atlántica desde el año 1277. A partir del análisis de las actas notariales genovesas recopiladas por Renée Doehaerd y Léone Liagre de Sturler, se pretende reconstruir la actividad mercantil del puerto marítimo de Cádiz en el comercio internacional durante el siglo XIV. Nuestra atención se centrará en cuestiones estrechamente relacionadas con la navegación y las actividades comerciales, tales como las rutas, las mercancías, los pilotos, los seguros marítimos, el tipo de embarcación, entre otros asuntos. This article has as a main aim to address the role played by the port of Cadiz as a crucial stopover for Genoese ships which sailed the Atlantic route since 1277. On the basis of a detailed analysis of Genoese notarial acts compiled by Renée Doehaerd and Léone Liagre de Sturler, we try to reconstruct the commercial activity within international trade of the seaport of Cádiz over the fourteenth century. Our attention focuses on issues closely related to navigation and commercial operations, such as routes, merchandise, pilots, maritime insurances, ship types, among others.
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Kumar, Y. Hemanth, and R. Vijaya Kumar. "Development of an Energy Efficient Stern Flap for Improved EEDI of a Typical High speed Displacement Vessel." Defence Science Journal 70, no. 1 (February 10, 2020): 95–102. http://dx.doi.org/10.14429/dsj.70.14669.
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The surge in maritime trade is leading to large scale deployment of high-speed displacement ships by all nations. Cargo vessels are designed for a voyage in pre-determined routes at consistent speeds. On the other hand, high-speed displacement vessel engines designed with a capability to cater for top speeds are under-utilised during their normal course of operation. This sub-optimal utilisation impacts efficiency and increases emissions. In this study, a most favourable stern flap is designed for reducing the energy efficiency design index of a typical high-speed displacement vessel with a slender hull. CFD simulations and experimental model testing were conducted for 12 different stern flap configurations for determining most favourable flap design in the Froude no of 0.17-0.48. Performance of the most favourable stern flap was established by calculating, energy efficiency design index (EEDI) and fuel consumption based on typical operating profile. NOx, VOC and PM emissions were estimated in with and without flap condition. Studies demonstrated that the stern flap reduced effective power demand, average fuel consumption and emissions by about 8 per cent, which when considered for the ship’s operating life cycle, are significant. The most favourable stern flap reduced EEDI by 3.74 units and 1.98 units as compared to the bare hull condition and the required EEDI respectively, thereby demonstrating that EEDI could be used as an index to indicate stern flap efficiency.
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CEYHUN, Gökçe Çiçek. "EGE DENİZİ’NDEKİ KARASULARI SORUNUNUN TÜRK VE ULUSLARARASI DENİZ TİCARETİ’NE ETKİLERİ." Business & Management Studies: An International Journal 6, no. 3 (November 29, 2018). http://dx.doi.org/10.15295/bmij.v6i3.371.
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In today's world, one of the most fundamental strategies of states is to develop their competitive power by controlling energy lines and energy resources. Turkey, has high competitive advantage when compared to other countries especially in terms of geographic location. For this reason, Turkey has an attractive position in terms of the sharing of freight transport and having key role with maritime trade policies. Although maritime trade routes are legally free, such as transit and innocent passage, they are affected by the problem of sovereignty of sea areas. In particular, commercial routes to be followed by ships in controversial maritime areas have the potential to be influenced by a number of measures in favor of the coastal state in relation to the transition regime. Although in theory the freedom of transition is accepted, the conflicts between the coastal states in practice constitute an indicator of the big problems that can be experienced in the future. There are many world-wide problems in the coastal states such as territorial waters, continental shelf and exclusive economic zone. One of the most well-known problem is the ongoing territorial waters matter in the Aegean Sea between Greece and Turkey. In this study, the possible effects of the developments related to the limitation of territorial waters in the Aegean Sea to the maritime trade of our country and international maritime trade were evaluated. Within the scope of the research, in-depth literature was searched, the current situation was examined through maps related to maritime trade routes, and the possible scenarios were discussed and the study was terminated by presenting future measures and predictions.
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Bolat, Pelin, and Gizem Kayisoglu. "ARMA Model-Based Prediction of the Number of Vessels Navigating the Istanbul Strait Unassisted by Maritime Pilots." Transactions on Maritime Science 10, no. 1 (April 20, 2021). http://dx.doi.org/10.7225/toms.v10.n01.001.
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The Istanbul Strait is one of the busiest and riskiest trade routes, with the annual traffic of 50,000 ships. Such high traffic density is managed by the enforcement of a passage regimen by the Vessel Traffic Service (VTS) and maritime pilots of the Directorate General of Coastal Safety of the Republic of Turkey. VTS operations and maritime pilot actions are assumed to complement each other. Accordingly, a vessel unaccompanied by a maritime pilot is expected to interact with the VTS to a greater extent than a vessel assisted by a maritime pilot. Thus, estimating the number of ships that pass through the Istanbul Strait, especially those that do not use maritime pilot assistance, will be an effective tool for the Istanbul Strait traffic scheme management, as it will allow the authorities to balance and integrate VTS and maritime pilot operations. The predictive model based on Autoregressive Moving Average (ARMA) described in this paper has been developed to estimate the number of ships that navigate through the Istanbul Strait without pilot assistance. The best ARMA model was identified through the use of historical data on 100-150 meter and 150-200-meter-long ships that passed through the Istanbul Strait unaccompanied by pilots in 2012-2019. The ARMA model obtained has also been validated through the comparison of real and estimated data.
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Millefiori, Leonardo M., Paolo Braca, Dimitris Zissis, Giannis Spiliopoulos, Stefano Marano, Peter K. Willett, and Sandro Carniel. "COVID-19 impact on global maritime mobility." Scientific Reports 11, no. 1 (September 10, 2021). http://dx.doi.org/10.1038/s41598-021-97461-7.
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AbstractTo prevent the outbreak of the Coronavirus disease (COVID-19), many countries around the world went into lockdown and imposed unprecedented containment measures. These restrictions progressively produced changes to social behavior and global mobility patterns, evidently disrupting social and economic activities. Here, using maritime traffic data collected via a global network of Automatic Identification System (AIS) receivers, we analyze the effects that the COVID-19 pandemic and containment measures had on the shipping industry, which accounts alone for more than 80% of the world trade. We rely on multiple data-driven maritime mobility indexes to quantitatively assess ship mobility in a given unit of time. The mobility analysis here presented has a worldwide extent and is based on the computation of: Cumulative Navigated Miles (CNM) of all ships reporting their position and navigational status via AIS, number of active and idle ships, and fleet average speed. To highlight significant changes in shipping routes and operational patterns, we also compute and compare global and local vessel density maps. We compare 2020 mobility levels to those of previous years assuming that an unchanged growth rate would have been achieved, if not for COVID-19. Following the outbreak, we find an unprecedented drop in maritime mobility, across all categories of commercial shipping. With few exceptions, a generally reduced activity is observable from March to June 2020, when the most severe restrictions were in force. We quantify a variation of mobility between −5.62 and −13.77% for container ships, between +2.28 and −3.32% for dry bulk, between −0.22 and −9.27% for wet bulk, and between −19.57 and −42.77% for passenger traffic. The presented study is unprecedented for the uniqueness and completeness of the employed AIS dataset, which comprises a trillion AIS messages broadcast worldwide by 50,000 ships, a figure that closely parallels the documented size of the world merchant fleet.
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Perttola, Wesa. "Digital Navigator on the Seas of the Selden Map of China: Sequential Least-Cost Path Analysis Using Dynamic Wind Data." Journal of Archaeological Method and Theory, September 10, 2021. http://dx.doi.org/10.1007/s10816-021-09534-6.
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AbstractDuring the age of sail-powered ships, the maritime trade networks of Southeast Asia were highly cyclical in nature due to the biannually switching wind directions of the East Asian Monsoon. The Selden Map of China provides us with a glimpse of these connections in the early seventeenth century, and it is drawn in a unique way that allows the sailing durations between ports to be measured. In this paper, a novel method of simulating directed sail-powered voyages is developed. The method utilizes ArcGIS Pro’s functionality through Python macros, and unlike the previous least-cost path (LCP) sailing models, it is based on sequential LCP analysis using dynamic real-time series wind data. The optimized routes and sailing durations generated by the macros are then compared against the Selden map. In general, the model performs reasonably well in favourable winds, but is unable to simulate tacking properly in adverse conditions. The results allow the visualization of wind patterns in terms of time spent at sea and demonstrate the inherent natural rhythm of maritime movement and trade in the South China Sea region. The macros are freely available and can be modified to simulate directed sailing in other time periods, localities, and environmental settings.
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Stakhov, Arsenii. "PRINCIPLES OF OPTIMIZING THE ECONOMIC SITUATION OF A SHIPPING COMPANY IN THE SYSTEM OF THE MARITIME TRADE MARKET." Development of Management and Entrepreneurship Methods on Transport (ONMU), 2021, 65–74. http://dx.doi.org/10.31375/2226-1915-2021-1-65-74.
Full textAbstract:
The formation of the harmony of the maritime trade market is based on the reaction of ship-owning and port structures to the nature of changes in the main characteristics of cargo flows. At the same time, relations and the reaction of the ship-owning complexes to the optimization of the technical and economic level of the competitors are being formed. A shipping company as an enterprise develops and functions in contrast to other production structures of the national economy in the context of international competition. Regardless of the flag of registration of ships, companies operate in the global maritime trade market. It is the priorities of international conventions that determine managerial and marketing technologies. Therefore, a special nature of the participation of shipping companies in the formation of the final economic results is formed. It is this factor that requires constant clarification of the patterns of sustainable positionning in the system of the international division of labor. Also, it should be noted that the most important tendencies in improving the management of the development of subsystems of the national maritime transport industry are balancing the assessment of the merchant fleet and ports both from the standpoint of macroeconomic and entrepreneurial interests. Therefore, research focuses on the selection andimplementation of the special priorities of the national maritime transport complex. In this regard, the temporal characteristics of the routes are considered rather thoroughly. However, the inconsistency of approaches to the formation of systemic security remains.The efficiency of the state and functional and economic stability should be consi-dered as the main criterion for changing the form of the ownership. With the stability and sustainability of maintaining the liquidity conditions of the enterprise, the change of ow-nership is determined by market conditions and the marketing strategy of the owner himself. Usually, in this state, the change in the form of ownership on the part of the owner has particular number of non-standard reasons. For such enterprises, privatization is problematic because it does not optimize the social and economic con-sequences and results.Keywords: maritime trade, shipping companies, cargo flows, marketing techno-logies.