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1
Bosma, Shane. "The impact of recent shipping reforms on the offshore oil and gas industry in Australia." APPEA Journal 53, no. 1 (2013): 203. http://dx.doi.org/10.1071/aj12017.
Повний текст джерелаАнотація:
This peer-reviewed paper focuses on the impact of recent shipping reforms on the offshore oil and gas industry in Australia. These reforms are: the wholesale rewrite of the Navigation Act 1912 (Cth) by the Navigation Act 2012 (Cth), and the introduction of the Marine Safety (Domestic Commercial Vessels) Act 2012 (Cth); the registration of ships in Australia and the regulation of coastal trading in Australia; and, the regulation of marine pollution in Australia. The regulatory framework for offshore oil and gas facilities, and the interaction between the maritime legislation and the Offshore Petroleum and Greenhouse Gas Storage Act 2006 (Cth)—specifically, how the legislation applies at different stages of the operation of offshore oil and gas facilities—is considered. Also considered is the Australian Government’s Stronger Shipping for a Stronger Economy shipping reform package, which aims to position the Australian shipping industry to take advantage of opportunities provided by an expanding export market. This peer-reviewed paper also considers the new offences for oil pollution from ships, the widened scope of liability to include charterers of ships for oil pollution, and the significantly increased penalties for pollution offences promulgated by the Maritime Legislation Amendment Act 2011 (Cth). The text was finalised in November 2012, and for that reason developments after this date have not been treated.
2
Raitt, Douglas. "LNG as marine fuel – where technology meets logistics." APPEA Journal 58, no. 2 (2018): 593. http://dx.doi.org/10.1071/aj17082.
Повний текст джерелаАнотація:
Following the establishment of the ‘LNG Marine Fuel Institute’ in Australia and research projects on alternative fuelling of ore carriers operating out of Australia, the focus of the marine and oil and gas industry is turning increasingly towards the adoption of liquefied natural gas (LNG) as a fuel oil. The development of LNG bunkering facilities on Australian soil followed. For LNG to be a viable option for deep sea shipping, it is all about infrastructure, technology and the human element. Thus far, LNG as fuel oil was only applied on LNG carriers; outside of that, LNG has mainly been used for short sea applications, which are tightly controlled from a technical and human element perspective mainly through shore-to-ship custody transfer. For deep sea shipping however, the infrastructure needs to be in place to allow regular refuelling options on various global shipping trade routes. It is anticipated that for deep sea shipping, the main mode of LNG fuelling will be through ship-to-ship custody transfers with required risk management. LNG bunkering technology standards and procedures are largely maturing, and efforts are underway to harmonise these standards globally to allow for flexible fuelling locations for ships traversing large distances. The remaining challenge will be to enhance a ship’s crew competence. The level of sophistication required of a crew for LNG bunkering is not something attained thus far in conventional oil bunkering and needs to be addressed. Continuous Competence Management Systems taking LNG cargo trading vessel experience into account, together with the ‘Standards of Training Certification and Watchkeeping for Seafarers’ requirements, is vital for the safe development of gas bunkering for deep sea shipping.
3
Pikas, Bohdan, and Anastasia Pikas. "Global Trade, Admiralty Law And Zero Sum Games." Journal of Business Case Studies (JBCS) 5, no. 3 (June 24, 2011): 45. http://dx.doi.org/10.19030/jbcs.v5i3.4707.
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A shipment of heavy sand from Australia was contaminated by sea water during a hurricane. Upon examination of the ships hold hatches, it was determined by the consignee that the hold hatches were in poor repair and faulty. Immediate compensation for the insurance deductible and shipping expense was demanded of the ships owners. Claiming an act of God under Admiralty Law, the ships owner refused payment. Upon consultation with maritime attorneys, the consignee decided to apply a provision of maritime law and arrest the ship to force payment.
4
MacDonald, Mike. "Australian Coastal Shipping and the Price of Ships, 1919–1930." International Journal of Maritime History 21, no. 2 (December 2009): 127–58. http://dx.doi.org/10.1177/084387140902100207.
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Kennerley, Alston. "Merchant ship deployment in the Second World War: Motor vessels Centaur, Gorgon and Charon in Australian and East Indies waters." International Journal of Maritime History 32, no. 1 (February 2020): 61–87. http://dx.doi.org/10.1177/0843871419900620.
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This study draws attention to the very large number of British merchant vessels, and their crews, which traded or acted as supply vessels through to the end of the Second World War, in contrast to those which succumbed to enemy action. Normal commercial trading between Western Australia and Java/Malaya until the fall of Singapore is contrasted with military supply ship operation between Eastern Australia and New Guinea. This is set in the context of trading before the war, and the developing political scene in south east Asia. The ships’ crews, the dangers faced, protective measures, and cargoes, including human cargoes, are considered. With one vessel surviving the war unscathed, another continuing service after war damage and repair, and one torpedoed and sunk, the article concludes that the examples fully represent the experiences of the mass of merchant shipping which ended the war in the western Pacific military supply chain.
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Gunasekera, Rasanthi M., Jawahar G. Patil, Felicity R. McEnnulty, and Nicholas J. Bax. "Specific amplification of mt-COI gene of the invasive gastropod Maoricolpus roseus in planktonic samples reveals a free-living larval life-history stage." Marine and Freshwater Research 56, no. 6 (2005): 901. http://dx.doi.org/10.1071/mf05045.
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The New Zealand screwshell Maoricolpus roseus was unintentionally introduced to south-eastern Tasmania in the 1920s. It has colonised more habitat than any other high-impact benthic marine pest in Australia and its wide temperature and depth tolerance makes further spread likely. We developed three sets of genetic probes, each targeting a unique region in the mitochondrial COI locus, for the rapid detection of this species in mixed plankton samples. In particular, we wanted to know whether this species has a planktonic life-history stage that could lead to its dispersal in ships’ ballast water. All probe sets were tested against as many closely related species as could be obtained and the reaction conditions were optimised for maximum sensitivity and specificity of M. roseus. Plankton samples collected in the Derwent Estuary between August 2003 and June 2004 were tested with the probes using a nested polymerase chain reaction. Maoricolpus roseus was detected in the plankton samples especially in the spring–summer period. The presence of M. roseus in the plankton and water available for ships’ ballast indicates that the risk of this species being spread by shipping needs to be managed.
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Millett, Alec. "Commercial shipping and offshore exploration—safety by design: a case for holistic marine spatial planning." APPEA Journal 54, no. 2 (2014): 557. http://dx.doi.org/10.1071/aj13130.
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In its navigation safety and environment protection role, the Australian Maritime Safety Authority (AMSA) is compulsorily consulted by offshore exploration proponents during the preparation of their environmental plans (EPs). AMSA is an interested party regarding the safe navigation of commercial shipping conducting coastal and international trade in all areas, including those where proposed geotechnical, geophysical, or production activities may take place. Acreage releases often overlap busy shipping lanes and, in some cases, International Maritime Organization (IMO) adopted measures that support the safety of shipping and protection of the marine environment. Ships transiting these areas carry cargos of considerable volume and net worth and often substances that are hazardous or dangerous. AMSA, during the proponents’ EP consultation phase, provides advice and assesses navigational and infrastructure risk based on locations of proposed offshore activities and commercial shipping activity. It is apparent that during approval processes, risks related to commercial shipping may not always be fully considered. This can lead to the need for careful expectation management to limit risk exposure. Below are examples where permit areas are shown along with commercial shipping traffic patterns. Commercial shipping and exploration activity can coexist through careful and early communication and adept planning. Maturing marine spatial planning (MSP) processes may provide opportunities to ensure timely and relevant information is shared while adhering to regulatory requirements. This extended abstract and its poster presentation highlight the ability to share spatial information, including commercial vessel traffic information, over a common water space to realise safety and efficiency gains for all concerned.
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Eadie, Edward N. "Employment of Foreign Seafarers on Australian Controlled Ships – Introduction, Shipping Registration Options, and Domestic Legislative Considerations." Maritime Studies 2000, no. 111 (March 2000): 1–13. http://dx.doi.org/10.1080/07266472.2000.10878592.
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Ragusa, Angela T., and Andrea Crampton. "Cruising for better air quality: Australian clean air submissions, issues, and recommendations." E3S Web of Conferences 158 (2020): 02003. http://dx.doi.org/10.1051/e3sconf/202015802003.
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Clean air remains an elusive and inequitable human right. Air pollution unnecessarily increases morbidity, mortality rates, and environmental degradation globally. This paper presents results from a content analysis of all (n = 133) submissions to the 2019 New South Wales Government call for public feedback to its ‘Clean Air’ issues and action priorities. Findings show stakeholder agreement that air pollution’s regulation and measurement are problematic. Issue framing divulged stakeholder agendas, particularly for shipping industries, highlighted inconsistencies in government and industry regulations, and revealed mistrust and issue partiality. Science literacy, proximity to pollution source, socioeconomic status, and pollution visibility affected issue descriptions and recommendations. Cruise ships in Sydney Harbour received disproportionately high focus relative to their contribution to the shipping industry’s contribution to local air pollution. Government and health body submissions proposed public education, awareness raising, and personal action as key steps to avoid emission exposure. We argue such ‘deficit theory’ approaches are inadequate in light of international research evidencing pollution visibility and personal perception poorly reflect scientific air quality measures. To surpass Australian NIMBY approaches to air pollution, we propose adopting European international legislative reform to equitably enforce clean air ‘rights’ and actions across industries, governments, and communities, irrespective of stakeholder priorities.
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Hyslop, Jonathan. "Oceanic Mobility and Settler-Colonial Power: Policing the Global Maritime Labour Force in Durban Harbour C. 1890–1910." Journal of Transport History 36, no. 2 (December 2015): 248–67. http://dx.doi.org/10.7227/tjth.36.2.7.
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Recent scholarship on seafarers in the late nineteenth and early twentieth century has tended to emphasise the mobility and diverse geographical origins of the global steamship workforce. This article, while sharing that perspective, cautions that a more nuanced view is called for, which also recognises the limits of their mobility. In doing so, it suggests, more broadly, that the period before the First World War cannot be thought of simply as an ‘Age of Acceleration’, but also needs to be seen as a period in which new kinds of limitation to mobility emerged. In the British colonial port of Durban, although there was in this period a vast increase in shipping activity, seamen were subject to an intense regime of restriction. An immigration bureaucracy initially created to exclude Indian immigrants, also shut out sailors of all nationalities and races. A particular precipitant of this policy was the hostility of Natal officials to the crews of ‘cattleboats’, ships bringing livestock to southern Africa from the Mediterranean, Argentina, Australia, the US and elsewhere. Across the globe, immigration controls in this period were in general less intense than they became after 1914, but in some places, such as Durban, new forms of limitation on mobility were being tried out. The article also highlights the vast worldwide system of labour documentation operated by the British merchant marine through Shipping Offices and Consuls in almost every significant port. Mobility in the British Empire was radically differentiated, with numerous centres of power making their own claims to control movement.
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Shang, Lixia, Xinyu Zhai, Wen Tian, Yuyang Liu, Yangchun Han, Yunyan Deng, Zhangxi Hu, and Ying Zhong Tang. "Pseudocochlodinium profundisulcus Resting Cysts Detected in the Ballast Tank Sediment of Ships Arriving in the Ports of China and North America and the Implications in the Species’ Geographic Distribution and Possible Invasion." International Journal of Environmental Research and Public Health 19, no. 1 (December 28, 2021): 299. http://dx.doi.org/10.3390/ijerph19010299.
Повний текст джерелаАнотація:
Over the past several decades, much attention has been focused on the dispersal of aquatic nonindigenous species via ballast tanks of shipping vessels worldwide. The recently reclassified dinoflagellate Pseudocochlodinium profundisulcus (previously identified as Cochlodinium sp., Cochlodinium geminatum, or Polykrikos geminatus) was not reported in China until 2006. However, algal blooming events caused by this organism have been reported almost every year since then in the Pearl River Estuary and its adjacent areas in China. Whether P. profundisulcus is an indigenous or an invasive species has thus become an ecological question of great scientific and practical significance. In this study, we collected the sediments from ballast tanks of ships arriving in the ports of China and North America and characterized dinoflagellate resting cysts via a combined approach. We germinated two dark brownish cysts from the tank of an international ship (Vessel A) arriving at the Jiangyin Port (China) into vegetative cells and identified them as P. profundisulcus by light and scanning electron microscopy and phylogenetic analyses for partial LSU rDNA sequences. We also identified P. profundisulcus cyst from the ballast tank sediment of a ship (Vessel B) arriving in the port of North America via single-cyst PCR and cloning sequencing, which indicated that this species could be transported as resting cyst via ship. Since phylogenetic analyses based on partial LSU rDNA sequences could not differentiate all sequences among our cysts from those deposited in the NCBI database into sub-groups, all populations from China, Australia, Japan, and the original sources from which the cysts in the two vessels arrived in China and North America were carried over appeared to share a very recent common ancestor, and the species may have experienced a worldwide expansion recently. These results indicate that P. profundisulcus cysts may have been extensively transferred to many regions of the world via ships’ ballast tank sediments. While our work provides an exemplary case for both the feasibility and complexity (in tracking the source) of the bio-invasion risk via the transport of live resting cysts by ship’s ballast tanks, it also points out an orientation for future investigation.
12
Kirkby, Diane, and Dmytro Ostapenko. "‘Second to None in the International Fight’: Australian Seafarers Internationalism and Maritime Unions Against Apartheid." Journal of Contemporary History 54, no. 2 (November 10, 2017): 442–64. http://dx.doi.org/10.1177/0022009417719998.
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The participation of trade unions in the anti-apartheid movement is a subject which arguably merits more attention. This article brings into focus a group of unionists whose activism against apartheid was in the forefront of key initiatives. Drawing on new research the argument recounts the role of Australian seafarers on the international stage, particularly its association with the World Federation of Trade Unions (WFTU), and shows how knowledge of events in South Africa passed from the WFTU to educate the union membership. By the 1980s, Australian seafarers were taking the lead in bringing European unionists together in united action to enforce the United Nations' embargo on oil supplies to South Africa by founding a new organization, the Maritime Unions Against Apartheid (MUAA). Reconstructing these events demonstrates two aspects of significance: the growing importance of monitoring shipping as an anti-apartheid strategy coordinated and led by European unions, which we point out relied on ships’ officers and crews for knowledge, and the breaking down of the ideological divide between the WFTU and the anti-Communist International Confederation of Free Trade Unions (ICFTU) working together in the MUAA. The article contributes new understanding of connections between anti-apartheid activism and its Cold War context.
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Singh, Abhay, and Sanjeevi Shanthakumar. "Economic and Legal Impact of 2020 Sulphur Limit Under Annex VI, MARPOL." European Energy and Environmental Law Review 31, Issue 4 (August 1, 2022): 241–57. http://dx.doi.org/10.54648/eelr2022017.
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Effective from 1 January 2020, the International Maritime Organisation (IMO) has brought down the permissible sulphur emission from vessels to 0.50% m/m from the earlier set 3.5% m/m Sulphur emission limit. The maritime stakeholders stepping away from Heavy Sulphur Fuel Oil (HSFO) and looking towards Very Low Sulphur Fuel Oil, Liquefied Natural Gas, Marine Gas Oil, (VLSFO, LNG, MGO), for compliance or use of Exhaust Gas Cleaning Systems (EGCS) with HSFO. These modes of compliance however are not completely failsafe as they present economical and regulatory challenges. The article presents a study of IMO and Marine Environment Protection Committee (MEPC) regulations, guidance, and guidelines for the implementation of low Sulphur limit. The nations member to International Convention for the Prevention of Pollution from Ships (MARPOL) are subject to new Sulphur limit and they have devices their own set of policies for compliance causing a lack of uniformity. MARPOL has left the decision of sanctions on the Member State thus the set standards also vary and there exist certain nations with sanction policies in case of violation. The research has addressed the national policies of major maritime contributing nations having varied geographical proximity. Greece, UK, Panama, USA, Australia, China, India, and Nigeria are considered for the study. The study has shown that open-loop EGCS have been prohibited in various nations due to environmental concerns. Further, many states have not formed sanction policies reflecting the allocation of responsibility in case of non-compliance consequently have established a threat of criminal action against the captain and the crew of the ship. The article concludes that the IMO can issue reservations for national implementation or formulate modal law for national policy-making so that uniformity is achieved. Furthermore, the economic challenges prevalent have occurred due to the high cost of alternative fuel and installation of EGCS which has consequently impacted the opting of compliance mechanism by the shipping industry. The newly built ships preinstalled with EGCS are preferred. The study has suggested that for old vessels EGCS might be the adequate option as the cost of fuel is expected to increase in the post COVID-19 era. IMO Sulphur Regulation, Shipowner, Charterer, EGCS, Low Sulphur Fuel
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Mott, Lawrence V., and Gillian Hutchinson. "Medieval Ships and Shipping." Sixteenth Century Journal 27, no. 1 (1996): 208. http://dx.doi.org/10.2307/2544309.
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Pustokhina, Irina Valerievna, Kseniya Sergeevna Lyubko, and Anna Sergeevna Aleksandrova. "Autonomous shipping in Russia." Lizing (Leasing), no. 2 (June 28, 2021): 30–40. http://dx.doi.org/10.33920/vne-03-2108-04.
Повний текст джерелаАнотація:
The article examines the development of unmanned cargo ships and determines the significance of the introduction of autonomous logistics systems in such a mode of transport as sea cargo ships. The principle of operation of an unmanned cargo vessel (UMCV) is described, and Russian projects in the field of autonomous navigation are considered. The authors also highlight the advantages, disadvantages and prospects of using unmanned cargo ships in Russia.
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Xu, Xin-long, Lai Leng Iao, Yanting Yin, Silu Chen, and Yujie Chen. "A Conceptual Model to Optimize Operating Cost of Passenger Ships in Macau." Mathematical Problems in Engineering 2015 (2015): 1–7. http://dx.doi.org/10.1155/2015/475291.
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To facilitate more convenient travel as the economy of Macau expands, the government of Macau has allowed shipping companies to add passenger ships and shipping lines. This paper demonstrates how shipping companies can reduce costs by optimizing passenger ships and crew size. It analyzes operating conditions for each shipping depot, including transit time, ships, and volume of passengers. A series of integer programming models is proposed. After a practical demonstration using Excel to solve the LP model, we show that the reduction in the number of passenger ships and crew size could reach 22.6% and 29.4%, respectively.
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Krystosik-Gromadzińska, Agata. "Occupational safety during inland shipping – factual and legal state and de lege ferenda remarks." Occupational Safety – Science and Practice 574, no. 7 (July 17, 2019): 8–11. http://dx.doi.org/10.5604/01.3001.0013.2785.
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Occupational safety on ships during inland shipping is a complicated subject due to particular working conditions, quite different from those on land. Depending on the tasks carried out, the size and the technical state of the inland shipping ships, harmful and onerous factors include noise, vibrations, high or low temperature, as well as limited space of both workplaces and social rooms. The work on the inland shipping ships is also connected with the particular work time distribution. Since the age of the majority of inland shipping ships in Poland exceeds 50 years, occupational safety is a very serious issue. Working conditions largely rely on the owner’s due diligence and the crew’s sufficient work culture, whereas they should also come from suitable regulations.
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Čulin, Jelena, and Toni Bielić. "Plastic Pollution from Ships." Journal of Maritime & Transportation Science 51, no. 1 (March 2016): 57–66. http://dx.doi.org/10.18048/2016.51.04.
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The environmental impact of shipping on marine environment includes discharge of garbage. Plastic litter is of particular concern due to abundance, resistance to degradation and detrimental effect on marine biota. According to recently published studies, a further research is required to assess human health risk. Monitoring data indicate that despite banning plastic disposal at sea, shipping is still a source of plastic pollution. Some of the measures to combat the problem are discussed.
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Runyan, Timothy J. "Book Review: Medieval Ships and Shipping." International Journal of Maritime History 8, no. 2 (December 1996): 229–31. http://dx.doi.org/10.1177/084387149600800214.
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FRIEL, IAN. "Ships and Shipping in Medieval Manuscripts." International Journal of Nautical Archaeology 39, no. 1 (March 2010): 210–11. http://dx.doi.org/10.1111/j.1095-9270.2009.00260_13.x.
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Wasilewski, Wiesław, Katarzyna Wolak, and Magdalena Zaraś. "Autonomous shipping. The future of the maritime industry?" Zeszyty Naukowe Małopolskiej Wyższej Szkoły Ekonomicznej w Tarnowie 51, no. 3 (September 30, 2021): 155–63. http://dx.doi.org/10.25944/znmwse.2021.03.155163.
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The main goal of the article is to present the problems of the development of autonomous ships and to characterize the most important challenges. The article provides a description of autonomous ships and studies the existing relevant projects. It presents a spectrum of applications and possibilities of unmanned ships in the field of security. Currently, high hopes are placed on the functioning of unmanned ships. They are not only to be more economical but also to contribute to environmental protection. Developing a technology that allows the construction of ships and their safe operation is not the only task faced by enthusiasts of unmanned vessels. It is also important to develop and implement proper regulatory framework that will allow the legal operation of such ships.
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Cristian, NIȚĂ. "The current state and the impact of the use of unconventional energies in the international energy context." Scientific Bulletin of Naval Academy XXI, no. 2 (December 15, 2018): 39–51. http://dx.doi.org/10.21279/1454-864x-18-i2-004.
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Approximately 90% of world commodity trade is made by shipping by shipping companies and, as such, shipping plays an important role in the modern world economy. Although there is not too much shipping capacity in relation to the size of shipping routes, ships are, owing to their high installed power, responsible for releasing impressive amounts of harmful gases and carbon dioxide emissions into the atmosphere, worldwide there is a continuing concern of specialists to find the appropriate ways to improve propulsion of ships, with the stated aim of making them as environmentally friendly, efficient and economical as possible.
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Hilmola, Olli-Pekka. "Data Envelopment Analysis of Helsinki-Tallinn Transportation Chains." PROMET - Traffic&Transportation 25, no. 6 (December 16, 2013): 575–86. http://dx.doi.org/10.7307/ptt.v25i6.1196.
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The Baltic Sea shipping is at a crossroads as sulphur regulation will lead to excessive cost increases from the year 2015 onwards and CO2 emission trading is planned to be implemented for the entire shipping sector within the EU area. Therefore, shipping is going to be minimized and hinterland transportation (road and rail) will act as substitute. This research analyzes the situation on one of the highest volume general cargo transportation routes of Finland (operating between Helsinki, Finland and Tallinn, Estonia), including loading and unloading at seaports and short sea shipping activity in between. Based on the efficiency evaluation results, it seems that containers should be favoured over semi-trailers – containers could be carried efficiently either in container ships or even at currently favoured RoRo or RoPax ships. Our research illustrates that pure container shipping with larger container ships within the analyzed route is not entirely out of question, but lead time and hinterland operations should receive more attention. Alternatively, RoRo and RoPax ships can also do something to increase their competitiveness in environmental harm caused and diesel consumption – higher cargo loads and utilization levels are short-term key for continued dominance.
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Pancorbo Crespo, Jaime, Luis Guerrero Gomez, and Javier Gonzalo Arias. "Autonomous Shipping and Cybersecurity." Ciencia y tecnología de buques 13, no. 25 (July 31, 2019): 19–26. http://dx.doi.org/10.25043/19098642.185.
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Currently, as a result of new communications technologies, autonomous ships are even closer to our seas than we could think. But, besides un-doubted advantages, it gives rise to uncertainties and challenges in several aspects, which include those related to the fields of cybersecurity and legislation, in relation to international regulations and national laws. The aspects of autonomous shipping are included in the information regulations of Bureau Veritas, and additional specific tags have been created to collect the cybersecurity/cyberprotection aspects of such ships.
The objective of this article is to present the current status and the foreseeable evolution of the regulations on autonomous shipping from the point of view of a Classification Society, as well as the current evolution of the methodologies concerning cybersecurity.
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Kiat, Husnyati. "ANALYSIS OF SHIP WAITING TIME TO GET SHIPYARD SERVICE AT PT. DOKP AND SHIPPING WAIAME IN AMBON CITY." Indo-Fintech Intellectuals: Journal of Economics and Business 1, no. 1 (September 5, 2020): 40–50. http://dx.doi.org/10.54373/ifijeb.v1i1.15.
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The purpose of this research is to determine the best service system that can be applied by PT. Dokp and Shipping Waiame Ambon. so that the waiting time can be pressed. This research is descriptive research, with the population in this study is the entire number and type of ships that have docked at PT. DOKP and Waiame shipping for 13 months. The sampling method used in this research is Convenience Sampling. The sample used in this study is the number of ships repaired in a period of up to 13 months. The analysis tool used is queueing theory of multi channel-single phase model. The results showed that the average arrival rate of ships per month is as many as 9 units of ships, while the average length of docking as much as 3 units of ships / month. Therefore, it can be seen that the level of service is not optimal to reduce the arrival rate of ships, and the chance of idleness by 2. Therefore, the arrival of ships is more than the level of ship service at PT. Dokp and Shipping Waiame Ambon.
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Feng, Junlan, Yan Zhang, Shanshan Li, Jingbo Mao, Allison P. Patton, Yuyan Zhou, Weichun Ma, et al. "The influence of spatiality on shipping emissions, air quality and potential human exposure in the Yangtze River Delta/Shanghai, China." Atmospheric Chemistry and Physics 19, no. 9 (May 9, 2019): 6167–83. http://dx.doi.org/10.5194/acp-19-6167-2019.
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Abstract. The Yangtze River Delta (YRD) and the megacity of Shanghai are host to one of the busiest port clusters in the world; the region also suffers from high levels of air pollution. The goal of this study was to estimate the contributions of shipping to regional emissions, air quality, and population exposure and to characterize the importance of the geographic spatiality of shipping lanes and different types of ship-related sources for the baseline year of 2015, which was prior to the implementation of China's Domestic Emission Control Areas (DECAs) in 2016. The WRF-CMAQ model, which combines the Weather Research and Forecasting model (WRF) and the Community Multi-scale Air Quality (CMAQ) model, was used to simulate the influence of coastal and inland-water shipping, port emissions and ship-related cargo transport on air quality and on the population-weighted concentrations (which is a measure of human exposure). Our results showed that the impact of shipping on air quality in the YRD was primarily attributable to shipping emissions within 12 NM (nautical miles) of shore, but emissions coming from the coastal area between 24 and 96 NM still contributed substantially to ship-related PM2.5 concentrations in the YRD. The overall contribution of ships to the PM2.5 concentration in the YRD could reach 4.62 µg m−3 in summer when monsoon winds transport shipping emissions onshore. In Shanghai city, inland-water going ships were major contributors (40 %–80 %) to the shipping impact on urban air quality. Given the proximity of inland-water ships to the urban populations of Shanghai, the emissions of inland-water ships contributed more to population-weighted concentrations. These research results provide scientific evidence to inform policies for controlling future shipping emissions; in particular, in the YRD region, expanding the boundary of 12 NM from shore in China's current DECA policy to around 100 NM from shore would include most of shipping emissions affecting air pollutant exposure, and stricter fuel standards could be considered for the ships on inland rivers and other waterways close to residential regions.
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HARLEY, C. KNICK. "Steers Afloat: The North Atlantic Meat Trade, Liner Predominance, and Freight Rates, 1870–1913." Journal of Economic History 68, no. 4 (December 2008): 1028–58. http://dx.doi.org/10.1017/s0022050708000806.
Повний текст джерелаАнотація:
Meat transformed North Atlantic shipping, leading to dominance of liners and changed the economics of freight rates. Management coordination of meat shipment led to concentration in shipping. Only liner companies could provide specialized ships with the regularity needed and they dominated North Atlantic shipping. The cargo capacity of cattle ships, beyond that used for animals, lowered freight rates on grain below levels that would otherwise have prevailed. The berth rate on wheat from New York to Liverpool was most affected. Consequently, this readily available freight rate can be potentially misleading as an indicator of ocean shipping developments.
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Breedveld, D. "Radar Simulator Training for Inland Waterway Shipping." Journal of Navigation 41, no. 1 (January 1988): 25–34. http://dx.doi.org/10.1017/s0373463300009036.
Повний текст джерелаАнотація:
It was on the river Rhine that radar started its inland waterway career, followed almost immediately by the inland waterways in the Netherlands. In those days the inland waterway fleet was composed of ships owned by a few large companies and ships owned by their skippers.
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Jurdziński, Mirosław. "Causes of Ships Groundings in Terms of Integrated Navigation Model." Annual of Navigation 24, no. 1 (December 1, 2017): 119–35. http://dx.doi.org/10.1515/aon-2017-0009.
Повний текст джерелаАнотація:
AbstractThe paper presents an influence of the navigational model change on the structural and qualitative changes of the ships groundings in international shipping. Data was analyzed based on reports of 75 seagoing vessels in international shipping in the 2000–2014. This study is an attempt to assess the causes of ships groundings in the new integrated navigation model.
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Bernacki, Dariusz. "Assessing the Link between Vessel Size and Maritime Supply Chain Sustainable Performance." Energies 14, no. 11 (May 21, 2021): 2979. http://dx.doi.org/10.3390/en14112979.
Повний текст джерелаАнотація:
This study determines the relationship between the increase in size of dry bulk carriers and container ships and the changes in sustainable shipping performance. It measures the elasticities of shipping costs for bulk carriers and container ships. Using regression, it derives the functions of the daily and unit costs of shipping with respect to the size of dry bulk carriers and container ships. The estimated daily and unit cost elasticities and cost models reveal significant but diversified impacts of vessel size on dry bulk and container shipping cost and its components, other operating capital, and fuel costs. Findings: Dry bulk carriers and containership size mean elasticities of daily operating costs estimates respectively: total operating costs 0.291 and 0.552, other operating cost (labor cost included) 0.238 and 0.328, capital costs 0.329 and 0.765, fuel costs 0.289 and 0.462; dry bulker and container ship unit shipping mean elasticity respectively: full operating costs (−0.751) and (−0.553), other operating cost (−0.804) and (−0.782), capital costs (−0.713) and (−0.399), fuel costs (–0.757) and (−0.702). This research provides an insight into the impact of technology and the way the services are provided (irregular versus regular) on shipping cost and energy savings. The cost models can be used for estimating the savings in shipping costs resulting from handling larger vessels in seaports.
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Nguyen, Manh Hung, Nghia Chung, and Thieu Sang Ha. "Affecting Factors to the Efficiency in the Container Shipping." European Journal of Engineering Research and Science 5, no. 2 (February 11, 2020): 160–64. http://dx.doi.org/10.24018/ejers.2020.5.2.1753.
Повний текст джерелаАнотація:
Vietnam currently has 39 container shipping ships with a total tonnage of about 30,000 TUE; Vinalines has 11 ships. Thus, Vietnam's container fleet annually transports between 1.2 and 1.3 million TUE. Thus, compared with the total volume of imports and exports through the port each year about 18 million TUE, the container fleet of Vietnam is less than 10%. According to the report of the Vietnam Maritime Administration, up to now, Vietnam's fleet has 1,568 ships with a total tonnage of about 7.8 million tons, ranking 4th in ASEAN (after Singapore, Indonesia, Malaysia) and 30th In the world. The average age of Vietnam's fleet is currently 15.6, younger than 5.2 years of the world (20.8 years old). The structure of Vietnam's fleet has also grown towards specialization, especially, Vietnam's container fleet has grown quite well from 19 ships (2013) to 39 ships (2019).
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Nguyen, Manh Hung, Nghia Chung, and Thieu Sang Ha. "Affecting Factors to the Efficiency in the Container Shipping." European Journal of Engineering and Technology Research 5, no. 2 (February 11, 2020): 160–64. http://dx.doi.org/10.24018/ejeng.2020.5.2.1753.
Повний текст джерелаАнотація:
Vietnam currently has 39 container shipping ships with a total tonnage of about 30,000 TUE; Vinalines has 11 ships. Thus, Vietnam's container fleet annually transports between 1.2 and 1.3 million TUE. Thus, compared with the total volume of imports and exports through the port each year about 18 million TUE, the container fleet of Vietnam is less than 10%. According to the report of the Vietnam Maritime Administration, up to now, Vietnam's fleet has 1,568 ships with a total tonnage of about 7.8 million tons, ranking 4th in ASEAN (after Singapore, Indonesia, Malaysia) and 30th In the world. The average age of Vietnam's fleet is currently 15.6, younger than 5.2 years of the world (20.8 years old). The structure of Vietnam's fleet has also grown towards specialization, especially, Vietnam's container fleet has grown quite well from 19 ships (2013) to 39 ships (2019).
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Baniela, Santiago Iglesias, and Juan Vinagre Ríos. "Maritime Safety Standards and the Seriousness of Shipping Accidents." Journal of Navigation 64, no. 3 (June 7, 2011): 495–520. http://dx.doi.org/10.1017/s0373463311000099.
Повний текст джерелаАнотація:
In our paper The Risk Homeostasis Theory1, it was accepted that the behaviour of people involved in the operation of cargo carrying ships is conditioned to maximize the economic benefits of the amount of risk assumed in the transport. As a follow-up to that paper, the objective of this one is to investigate the relationship between the level of compliance of the cargo carrying vessels with international standards and the degree of severity of the incidents they are involved in. For this purpose, we analyse the same sample of 2,584 cargo carrying ships involved in incidents during 2005 and 2006 used in that investigation. The variables of the Paris MoU to identify substandard ships are used again to measure the standard level of ships and the degree of seriousness of incidents is determined by the number of days ships are under repair.
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Wang, Hong Ming, Pei Ting Sun, and Chang Feng Shi. "Research on Wind Energy Applications in Ocean Shipping." Advanced Materials Research 347-353 (October 2011): 1017–21. http://dx.doi.org/10.4028/www.scientific.net/amr.347-353.1017.
Повний текст джерелаАнотація:
Due to the world's energy shortage and increasing pressure on marine environmental protection, using solar and wind energy in ocean-going ships to reduce fuel consumption has become an international focus. At first this paper tests and analyzes aerodynamic characteristics of wing, and then ship model oblique towing test is conducted under different typical working conditions. Finally, the thesis analyzes the stability of ships which are equipped with additional wings in three different ocean-going cargo ships and provides security analysis basis for using sail-assist technology in ocean-going cargo vessels.
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Barker, Rosalyn. "Medieval Ships and Shipping. By G. Hutchinson." Archaeological Journal 152, no. 1 (January 1995): 474–75. http://dx.doi.org/10.1080/00665983.1995.11021458.
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Noes, Nicolaj. "Sustainable shipping in Australia." Australian Journal of Maritime & Ocean Affairs 4, no. 3 (January 2012): 97–98. http://dx.doi.org/10.1080/18366503.2012.10815714.
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Czermański, Ernest, Giuseppe T. Cirella, Aneta Oniszczuk-Jastrząbek, Barbara Pawłowska, and Theo Notteboom. "An Energy Consumption Approach to Estimate Air Emission Reductions in Container Shipping." Energies 14, no. 2 (January 6, 2021): 278. http://dx.doi.org/10.3390/en14020278.
Повний текст джерелаАнотація:
Container shipping is the largest producer of emissions within the maritime shipping industry. Hence, measures have been designed and implemented to reduce ship emission levels. IMO’s MARPOL Annex VI, with its future plan of applying Tier III requirements, the Energy Efficiency Design Index for new ships, and the Ship Energy Efficiency Management Plan for all ships. To assist policy formulation and follow-up, this study applies an energy consumption approach to estimate container ship emissions. The volumes of sulphur oxide (SOx), nitrous oxide (NOx), particulate matter (PM), and carbon dioxide (CO2) emitted from container ships are estimated using 2018 datasets on container shipping and average vessel speed records generated via AIS. Furthermore, the estimated reductions in SOx, NOx, PM, and CO2 are mapped for 2020. The empirical analysis demonstrates that the energy consumption approach is a valuable method to estimate ongoing emission reductions on a continuous basis and to fill data gaps where needed, as the latest worldwide container shipping emissions records date back to 2015. The presented analysis supports early-stage detection of environmental impacts in container shipping and helps to determine in which areas the greatest potential for emission reductions can be found.
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Olapoju, Olabisi Michael. "Autonomous ships, port operations, and the challenges of African ports." Maritime Technology and Research 5, no. 1 (October 25, 2022): 260194. http://dx.doi.org/10.33175/mtr.2023.260194.
Повний текст джерелаАнотація:
The introduction of autonomous shipping (AS) into the maritime industry is bringing with it a great shift from conventional shipping to a digitalization mode. Expected benefits, which form the bases for conceiving and developing this innovation, include safety, security, and environmental protection. This innovation is not without some risks, such as non-navigation, cyber-piracy, and other issues which are always associated with new technology. This paper presents recent trends in shipping operations from the 18th century onwards, trends in autonomous system services, and the benefits and challenges of autonomous ships. The paper also navigates three (3) key potential challenges to Africa’s adoption of autonomous shipping in the event of its adoption for commercial shipping. These challenges are Africa’s trade level and trade facilitation, the state of infrastructural development, and piracy and maritime cyber-crimes in Africa. It is suggested that stakeholders in Africa’s maritime industry and government should fashion holistic strategies for trade facilitation, rapid development of key trade infrastructures through investment, and intergovernmental capacities towards curbing piracy activities in the region’s maritime routes. Highlights The study explores the trend of technological innovation in the maritime and shipping industry Benefits and challenges of Autonomous shipping as the current innovation are explored Challenges of adopting this innovation by the African countries and ports are carefully explained Suggestions are made on what to be done by Africa to move in the direction of the world especially with port development and international trade participation
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Ricardianto, Prasadja, Reza Fauzi Jaya Sakti, Honny Fiva Akira Sembiring, and Zaenal Abidin. "SAFETY STUDY ON STATE SHIPS AND COMMERCIAL SHIPS ACCORDING TO THE REQUIREMENTS OF SOLAS 1974." Journal of Economics, Management, Entrepreneurship, and Business (JEMEB) 1, no. 1 (May 4, 2021): 1–11. http://dx.doi.org/10.52909/jemeb.v1i1.2.
Повний текст джерелаАнотація:
The purpose of this study is to analyze the safety performance of state ships and commercial ships according to the requirements of Solas 1974. The requirements of Solas 1974 in the context of international shipping are mainly related to safety and security issues related to the tools and types of shipping safety. Application of the 1974 Solas Convention and the 2018 Solas Consolidation with the scope of discussion on international shipping is especially related to maritime protection. This study uses the Plan, Do, Check and Action (PDCA) evaluation model. The data was collected through the interview survey method and continued with statistical testing with the factor analysis technique. Respondents consisted of crews of commercial ships with a weight of over 500 GT and crews of pioneer ships as state ships anchored at the Port of Tanjung Priok. Research respondents totaled 57 crew members, consisting of 23 crew members of state ships and 34 crew members of commercial ships. The results of this research can be used as reference material in terms of safety and security as well as protection against environmental damage, in accordance with the transportation management system policy which includes; manuals, implementation policies, supporting implementation procedures, and work instructions for all stakeholders. The research output can be used as a basis for providing recommendations related to corrective actions to improve the marine transportation management system through the implementation of Solas 1974.
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Shipunov, Ilya, Anatoliy Nyrkov, Vitaly Korotkov, Oleg Alimov, and Tatiana Knysh. "Principles of using modern IT trends in maritime shipping." E3S Web of Conferences 203 (2020): 05005. http://dx.doi.org/10.1051/e3sconf/202020305005.
Повний текст джерелаАнотація:
The paper discusses modern technologies from the field of the Internet of Things that can be used to organize and manage navigation of ships, including autonomous ones. The use of these technologies will increase the level of safety and cybersecurity on ships.
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Wu, Bin, and Qing Liu. "Research on Energy-Saving Evaluation System of Yangtze River Support Ships." Advanced Materials Research 113-116 (June 2010): 969–73. http://dx.doi.org/10.4028/www.scientific.net/amr.113-116.969.
Повний текст джерелаАнотація:
The Yangtze River shipping industry has large energy consumption, which is China's key energy saving areas. Energy consumption of support ships occupies high proportion in the Yangtze River shipping industry. According to actual operating condition of the Yangtze River shipping support system, and the situation of energy-saving management, proposed the energy-saving targets for evaluation, and determined targets weight with theories of system engineering, and established the incentive mechanism of energy consumption in accord with energy conservation law and the related energy consumption standard, designs the energy saving assessment form in view of the ships navigation environment. Energy consumption levels can be seen by evaluating the targets.
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Taratun, E. A. "CURRENT TRENDS IN THE DEVELOPMENT OF ELECTRIC-POWERED VESSELS ON THE CRAYFISH AND CANALS OF ST. PETERSBURG." System analysis and logistics 4, no. 34 (December 20, 2022): 159–64. http://dx.doi.org/10.31799/2077-5687-2022-4-159-164.
Повний текст джерелаАнотація:
The article explores the possibility of introducing ships on electric motors on the inland waterways of St. Petersburg, and also considers the necessary support measures to stimulate shipping companies. The article considers the world experience in the introduction of electric ships, as well as the Russian market for electric ships.
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Wu, Yiwei, Yadan Huang, H. Wang, and Lu Zhen. "Joint Planning of Fleet Deployment, Ship Refueling, and Speed Optimization for Dual-Fuel Ships Considering Methane Slip." Journal of Marine Science and Engineering 10, no. 11 (November 8, 2022): 1690. http://dx.doi.org/10.3390/jmse10111690.
Повний текст джерелаАнотація:
Reducing air pollution and greenhouse gas emissions has become one of the primary tasks for the shipping industry over the past few years. Among alternative marine fuels, liquefied natural gas (LNG) is regarded as one of the most popular alternative marine fuels because it is one of the cleanest fossil marine fuels. Therefore, a practical way to implement green shipping is to deploy dual-fuel ships that can burn conventional fuel oil and LNG on various ship routes. However, a severe problem faced by dual-fuel ships is methane slip from the engines of ships. Therefore, this study formulates a nonlinear mixed-integer programming model for an integrated optimization problem of fleet deployment, ship refueling, and speed optimization for dual-fuel ships, with the consideration of fuel consumption of both main and auxiliary engines, ship carbon emissions, availability of LNG at different ports of call, and methane slip from the main engines of ships. Several linearization techniques are applied to transform the nonlinear model into a linear model that can be directly solved by off-the-shelf solvers. A large number of computational experiments are carried out to assess the model performance. The proposed linearized model can be solved quickly by Gurobi, namely shorter than 0.12 s, which implies the possibility of applying the proposed model to practical problems to help decision-makers of shipping liners make operational decisions. In addition, sensitivity analyses with essential parameters, such as the price difference between the conventional fuel oil and LNG, carbon tax, and methane slip amount, are conducted to investigate the influences of these factors on operational decisions to seek managerial insights. For example, even under the existing strictest carbon tax policy, shipping liners do not need to deploy more ships and slow steaming to reduce the total weekly cost.
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Wang, Wei, Yannick Liu, Lu Zhen, and H. Wang. "How to Deploy Electric Ships for Green Shipping." Journal of Marine Science and Engineering 10, no. 11 (November 1, 2022): 1611. http://dx.doi.org/10.3390/jmse10111611.
Повний текст джерелаАнотація:
Maritime transport plays an important role in global economic development but also inevitably faces increasing pressures from all sides, such as ship operating cost reduction and environmental protection. An ideal innovation to address these pressures is electric ships, which are more environmentally friendly than conventional manned fuel oil ships. The electric ship is in its early stages. To provide high-quality transportation services, the service network needs to be designed carefully. Therefore, this research simultaneously studies the location of charging stations, charging plans, route planning, ship scheduling, and ship deployment under service time requirements. The problem is formulated as a mixed-integer linear programming model with the objective of minimizing total cost comprised of charging cost, construction cost of charging stations, and fixed cost of ships. A case study using the data of the shipping network along the Yangtze River is conducted in order to evaluate the performance of the model. Valuable managerial insights are also derived from sensitivity analyses.
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Pope, David J. "Liverpool’s Catholic Ships’ Captains c. 1745–1807." Recusant History 29, no. 1 (May 2008): 48–76. http://dx.doi.org/10.1017/s0034193200011857.
Повний текст джерелаАнотація:
During the second half of the eighteenth century the shipping industry of the port of Liverpool continued to expand, as it had done since about 1660, as the port’s trade increased and became more diversified, both geographically and in terms of the commodities which it handled. Though the surviving statistical evidence is not entirely reliable and statistics produced at different times during the period are not strictly comparable with each other, there being, for example, no system of general ship registration before 1786 from which statistics of vessels owned within the port could have been calculated, it does appear that during the second half of the eighteenth century the amount of shipping owned within the port more than doubled, if not trebled. In 1751, 220 vessels were reputedly owned there, while on 30 September 1793, 606 vessels were officially on the Liverpool shipping register. Several thousand vessels were owned within the port at different times and for varying lengths of time during the period under review, for example, in the period from August 1786, when the system of general ship registration commenced, to December 1799, 1,571 vessels were either registered for the first time under the 1786 Ship Registry Act at the port of Liverpool or, having been purchased by Liverpool owners, were transferred to the Liverpool register from the registers of other ports. Clearly, opportunities for employment as ships’ captains were considerable. Indeed, such was the size of the Liverpool shipping industry in the second half of the eighteenth century that more than 2,000 individuals found employment as such, including several—possibly between 100 and 150—who were Catholics, though a precise figure is impossible to calculate on account of the difficulty of identifying captains who were of this faith.
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Jovanović, Ivana, Maja Perčić, Marija Koričan, Nikola Vladimir, and Ailong Fan. "Investigation of the Viability of Unmanned Autonomous Container Ships under Different Carbon Pricing Scenarios." Journal of Marine Science and Engineering 10, no. 12 (December 14, 2022): 1991. http://dx.doi.org/10.3390/jmse10121991.
Повний текст джерелаАнотація:
Autonomous and unmanned shipping are currently trending research topics within the maritime sector, with the promise of a reduction in operating costs and an increase in safety. Although they bring higher investment costs, due to the long lifetime of ships, autonomous ships are expected to bring savings during ship exploitation. This paper aims to analyze capital and operating costs of five different sizes and route length container ships (conventional ships), and under a set of assumptions analyze the same costs for equivalent autonomous ships. A ship cost model is formed, where the typical cost scheme (investment and exploitation costs) is extended by the potential carbon pricing. Carbon pricing is taken into account due to the fact that the design procedure for autonomous and unmanned ships requires the employment of a next-generation regulatory framework. All results indicate the significant economic benefit of autonomous ships over conventional ones. Sensitivity analysis reveals that fuel and emission costs have a great influence on the overall profitability of autonomous vehicles. Although the literature review indicates that reduced operating costs due to crew removal will bring savings for autonomous shipping, results show that savings due reduced operating costs is minor.
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Bertram, Volker. "Technology Trends for Ships and Shipping of Tomorrow." Maritime Technology and Research 2, no. 1 (July 2, 2019): Manuscript. http://dx.doi.org/10.33175/mtr.2020.190783.
Повний текст джерелаАнотація:
The paper discusses key trends in ship design, ship building and ship operation and extrapolate those trends into the future. Fast and unconventional craft will play a minor role only in this scenario. In fact, trends are towards lower speed and simpler hull shapes, wind assisted technologies and propulsion improving devices. Cleaner fuels, most notably LNG, condition-based maintenance, remote instruction and Augmented Reality will support low-crew ships. The proliferation of sensors and increased satellite bandwidth will fundamentally change logistics.
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Y, Annalisa, Murzal Murzal, and Rizka Nurliyantika. "Legal Certainty of Cabotage Principle Regarding Sea Transportation in Indonesia." Sriwijaya Law Review 5, no. 1 (January 31, 2021): 71. http://dx.doi.org/10.28946/slrev.vol5.iss1.974.pp71-85.
Повний текст джерелаАнотація:
Shipping between domestic ports must be transported by ships with Indonesian flags and operated by national shipping companies, meaning the cabotage principle. The aim is to prevent and reduce dependence on foreign ships carrying out Indonesia's maritime territory. However, in regulating and implementing the cabotage principle, it is not sure that it can be applied absolutely, which can be interpreted as not reflecting legal certainty. This study aims to analyze the legal certainty of implementation of the cabotage principle in Indonesian territorial waters. This research is a normative study that uses legal, historical, interpretation and case approaches. The case and interpretation approaches are used to examine the cabotage principle concept in legislation and several relevant cases brought to Indonesian courts. The results shows that the regulation of the cabotage principle on sea transportation is found in the form of laws, presidential regulations, presidential instructions and ministerial regulations. However, in other various regulations, the cabotage principle does not apply absolutely (semi-protectionist) or inconsequently. On the one hand, this is because it prohibits foreign ships from operating in Indonesian territory to carry passengers and/or goods between islands or ports. On the other hand, foreign ships are allowed for other activities that do not include carrying passengers and/or goods with certain conditions and approval from the government. The application of the cabotage principle based on judges' considerations in cases submitted to the State Administrative, Supreme and the Constitutional Courts has fulfilled legal certainty according to the Shipping Law. However, the protection of national Shipping must be prioritized, and the use of foreign ships should be considerably tightened unless Indonesian-flagged vessels are not insufficiently available.
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Kim, Tae-Il, and Sung-Hwa Park. "Empirical Study on Ship Investment Behavior Analysis of Liner Shipping Companies." Korean Logistics Research Association 32, no. 3 (June 30, 2022): 1–16. http://dx.doi.org/10.17825/klr.2022.32.3.1.
Повний текст джерелаАнотація:
This study analyzed the ship investment behavior of Korean liners before the bankruptcy of Hanjin Shipping in 2017 by dividing them into investment in new ships and charter ships. In the case of newbuilding investment, the ship investment behavior of global liners was measured in the boom period of 2003-2008 (6 years), the recession period of 2009-2014 (6 years), the recent 2015-2016 (2 years), the low newbuilding priced period, and the high newbuilding priced period. 2006-2007 (2 years) were analyzed. In the case of charter investment, the charter investment behavior of global liner companies for 10 years from 2007 to 2016 was analyzed and compared with major global shipping companies. As a result of the analysis, it was evaluated that Hanjin Shipping and Hyundai Merchant Marine (currently HMM) showed lower performance compared to global liner companies in terms of investment in new shipbuilding and charter ships, as they placed orders during the period of high ship prices and high charter rates, and the proportion of long-term chartered ships was high. This investment behavior affected Hanjin Shipping’s bankruptcy, and it is estimated that it acted as a financial burden on Hyundai Merchant Marine. It is expected that this study will provide useful information in terms of timing and strategy for ship investment by shipping companies in the future, and it is expected that it will have a great potential for use in establishing government policies.
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Grist, Suzette Lampier. "State of Sailing Ships of the 19th Century." Toposcope 51 (December 1, 2020): 9–10. http://dx.doi.org/10.21504/tj.v51i.2370.
Повний текст джерелаАнотація:
In the days of sailing ships, life was rigorous, very hard and dangerous. Ships were not checked prior to sailing although there was a Merchant Shipping Act, unfortunately not enforced until 1854 when the Board of Trade was formed.