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This study examines the effect of changes in the number of shipping lines on port charges and profits. A two‐stage noncooperative game‐theoretic model with two ports and multiple identical shipping lines is developed. In the first stage, the ports decide their container handling charges, and in the second stage, the shipping lines decide on the number of calls to make at each port, given the port charges. The model is then applied to the case of competition between two ports in New Zealand, the Port of Tauranga and the Port of Auckland, to derive managerial insights. Our study extends the literature on port competition by incorporating competition between shipping lines. We also demonstrate that a decrease in the number of shipping lines may force ports to increase their handling charges. Furthermore, we show that each shipping line ships more cargo than the industry optimal via the port with lower costs. [ABSTRACT FROM AUTHOR]

Traffic congestion in inland waterways caused by insufficient throughput capacity of locks has become a compelling problem in developed inland shipping countries. In order to avoid excessive time wasted in waiting for lock service, it is suggested that some types of cargoes should be unloaded at the quays and transported by road/train to their destinations, which is called water–land transshipment. By this means, the ships are divided into two groups that either pass the lock or are transshipped at the quays, engendering the lock and water–land transshipment co‐scheduling (LWTC) problem. This paper focuses on the LWTC, where the roll‐on roll‐off ships, passenger ships, and general cargo ships that can be transshipped and other ships that can only pass the lock are considered in a lock‐quay co‐scheduling system. The LWTC problem is decomposed into an outer‐layer main 0‐1 optimization problem and two inner‐layer subproblems: lock scheduling and berth allocation. A multiobjective optimization model is proposed for the LWTC problem based on its two‐layer structure. To solve the LWTC problem, a hybrid heuristic method is proposed, where a modified binary nondominated sorting genetic algorithm II is proposed to solve the main problem, and the two subproblems are solved by specific heuristics. The proposed model and hybrid method are tested on instances extracted from historical data of traffic at Three Gorges Dam, the results of which demonstrate the feasibility of the model and the superiority of the proposed hybrid heuristic method over other comparisons. [ABSTRACT FROM AUTHOR]

Maritime shipping is under increasing pressure to alleviate its environmental impact. To this end, life‐cycle footprint accounting provides a foundation for taking targeted measures in the green transition of shipping. This study used the process‐based hybrid life‐cycle inventory (LCI) modeling approach to estimate the "cradle‐to‐propeller" footprint of ships, including primary energy consumption, carbon dioxide emissions, and sulfur dioxide emissions. We used the input–output LCI model to calculate the embodied energy and emissions associated with the material and fuel use of ship manufacturing. We used a bottom‐up emission model and global marine traffic data to estimate the operational footprint of different types of ships. Based on 382 cargo ships (including bulk carriers, container ships, and general cargo ships) constructed in mainland China between 2011 and 2015, we estimated that the embodied footprint accounted for <10% of the cradle‐to‐propeller footprint under the pre‐2019 policy scenario. In terms of life‐cycle energy intensity (MJ/nm/1000 deadweight tonnage [DWT]), the large bulk carrier (>100,000 DWT) establishes the lowest value (46), followed by the small (0–100,000 DWT) bulk carrier (96), the large container ship (133), the small container ship (196), and the small general cargo (238). The bulk carrier was identified as the most energy efficient among the three ship types, and ships with larger capacities (i.e., DWT) had higher energy efficiencies than ships with lower capacities. Our study provides a comprehensive understanding of the life‐cycle footprints of cargo ships, thus enabling better evidence‐based policymaking to transition the global marine‐shipping industry to a future of greener energy. [ABSTRACT FROM AUTHOR]

Abstract: Very recently, a new degradation process model, named the transformed gamma process, has been proposed to describe Markovian degradation processes whose increments over disjoint intervals are not independent, so that the degradation growth over a future time interval can depend both on the current age and the current state (degradation level) of the unit. This paper introduces a Bayesian estimation approach for such a process, based on prior information on physical characteristics of the observed degradation process. Several different prior distributions are then proposed, reflecting different degrees of knowledge of the analyst on the observed phenomenon. A Monte Carlo Markov Chain technique is adopted to estimate the transformed gamma parameters and some functions thereof, such as the residual reliability of a unit, as well as to predict future degradation growth and residual lifetime. Finally, the proposed approach is applied to a real dataset consisting of wear measures of the liners of the 8‐cylinder engine which equips a cargo ship. [ABSTRACT FROM AUTHOR]

The classification and detection of maritime targets are widely used in shipping navigation and military fields. With the development of spaceborne synthetic aperture radar (SAR) technology, more and more very high-resolution SAR images can be acquired for maritime targets recognition. However, due to the different imaging mechanisms between SAR images and optical images, it is difficult and laborious to interpret SAR images manually. This study uses a modified Alexnet structure to realise maritime targets classification on the Gaofen-3 spaceborne SAR images. The maritime targets dataset (MTD), including boats, cargo ships, container ships, windmills, oil tankers, and iron towers, is conducted. Moreover, the proposed convolution neural networks (CNNs) structure is trained and tested on the MTD. Experimental results show that the model can get an accuracy of 92.10% in classifying the six kinds of targets, and the performance is superior compared with other CNNs and traditional supportive vector machine algorithms. [ABSTRACT FROM AUTHOR]

In the past decade (2000-2010), pirates from Somalia have carried out thousands of attacks on cargo ships sailing through the Gulf of Aden and the Indian Ocean, causing what others have identified as significant damage to maritime trade. In this paper, we use variations in the spread and intensity of Somali piracy to estimate its effect on the volume of international trade. By comparing trade volume changes along shipping routes located in pirate waters to those that are not, we estimate that Somali piracy reduced bulk commodities trade passing through the Gulf of Aden by 4.1% per year from 2000 to 2010. We find smaller reductions in total trade, consistent with the fact that not all goods are shipped by sea or are targets of pirate attacks. While our estimates suggest that the trade costs of piracy are much lower than what has been suggested in the existing literature, we find that they remain significant and unevenly distributed, with five countries and the EU shouldering 70% of the total costs. [ABSTRACT FROM AUTHOR]

Aim: To describe distribution patterns and species richness of cetaceans along a wide geographical range using occurrence data coupled with survey effort, from poorly studied oceanic areas. Specific objectives were to compare species richness and relative abundances among sub‐regions and to describe the distribution of each species. Location: Eastern North Atlantic. Time period: 2012–2017. Major taxa studied: Cetacea. Methods: Cetacean monitoring was performed by dedicated observers from cargo ships, used as platforms of opportunity, along routes between Iberian Peninsula, Macaronesia and north‐western Africa. We mapped relative abundance (encounter rates), survey effort and species richness. We examined the dependence of the number of sightings and species richness on survey effort. The area was divided into sub‐regions (according to the Exclusive Economic Zones and international waters), and relative abundances of the eight most frequently sighted species, as well as species richness, were compared among them. In addition, we describe the distribution of each species in relation to sea depth, distance to coast, latitude and longitude. Results: A total of 1,989 sightings were logged, and 26 cetacean species were identified. Species richness and relative abundances of the eight most common species differed substantially between sub‐regions. Common and bottlenose dolphins distributed in shallow coastal waters contrasting with the oceanic distribution of Stenella dolphins. Cuvier's beaked whale and minke whale had similar distributions. Pilot and sperm whales were distributed in southern waters. Main conclusions: A considerable amount of survey effort was needed to attain reliable estimates of species richness. In less surveyed areas, species richness and abundance are likely to be underestimated. The offshore waters presented high species richness and several hotspots of cetacean abundance. This work provides new knowledge on cetacean distribution at a large scale in the eastern North Atlantic, relevant to future conservation management. [ABSTRACT FROM AUTHOR]

The International Maritime Organization's Polar Code aims at enhancing polar marine environmental protection from vessel‐source pollution. Russia, the largest Arctic coastal State will play an important role in the Code's implementation and further development. This article analyses Russia's positions and decision‐making mode during the negotiations of the Code's environmental measures. Looking at three issue areas – establishment of special areas, discharge ban of oil and oily mixtures, and reception facilities – it is evident that Russia's environmental interests took a backseat to economic concerns and zero‐sum outlook. Further, Russia's negotiating strategy was dominated by bargaining, rather than arguing, which could have produced better understanding among the negotiating parties. There was a disconnect between Russia's aims and the Code's goals, and between Russia's chosen strategy and the strategy from which its proposals could benefit most. This suggests that the Code's implementation and future development could face further challenges from Russia. [ABSTRACT FROM AUTHOR]

A number of blocks of resinous materials were found in the cargo of a 12th- to 13th-century shipwreck, discovered in the late 1980s in the Java Sea near the Indonesian islands of Sumatra and Java and excavated in 1996. These well-preserved blocks presumably were trade materials used for religious, medicinal, cosmetic, decorative or practical purposes. Such materials, derived from plants and termed exudates, generally include frankincense, myrrh, 'gum benjamin', liquidambar, dragon's blood, dammar, copal and amber. The source of the cargo resin could not be determined from the site. Investigation by nuclear magnetic resonance (NMR) spectroscopy has revealed that the molecular structure corresponds to that of modern resin from the plant family Dipterocarpaceae, known in trade as dammar and closely resembling Group B copal and amber. Other molecular classes of exudates are excluded. Such materials are not present in the Middle East, which then cannot be their source. The NMR spectra differ from those of Group B samples from Australia, Papua New Guinea and Indonesia, but resemble those from India or Japan. The spectra indicate that the saline environment had a similar effect on the molecular structure to heating and aging. [ABSTRACT FROM AUTHOR]

Piracy attack is a serious safety problem for maritime transport worldwide. Whilst various strategic actions can be taken, such as rerouting vessels and strengthening navy patrols, this still cannot completely eliminate the possibility of a piracy attack. It is therefore important for a commercial vessel to be equipped with operational solutions in case of piracy attacks. In particular, the choice of a direction for rapidly fleeing is a critical decision for the vessel. In this article, we formulate such a problem as a nonlinear optimal control problem. We consider various policies, such as maintaining a straight direction or making turns, develop algorithms to optimize the policies, and derive conditions under which these policies are effective and safe. Our work can be used as a real-time decision making tool that enables a vessel master to evaluate different scenarios and quickly make decisions. [ABSTRACT FROM AUTHOR]

Opportunities to participate in freighter cruises, which use cargo ships outfitted with a small number of passenger cabins, have been growing in recent years. In order to better understand the experiential characteristics of this phenomenon, 22 respondents were selected to take part in a phenomenological study based on their recollections of the activity. The respondents discussed the issues of remoteness and the often limited tourism facilities they were able to access during their travels. Mostly though, they reflected on friendships made, opportunities for learning and places visited as being an important and enjoyable part of the freighter cruise experience. Copyright © 2008 John Wiley & Sons, Ltd. [ABSTRACT FROM AUTHOR]

Law enforcement by the U.S. Coast Guard (USCG) is characterized by soft penalties for safety violations, low incidence of penalties relative to the number of violations, and substantial resources devoted to inspections of vessels. Under what conditions can such an enforcement strategy be effective? And is it? This article seeks answers to these two questions.) model is motivated by such facts about U.S. regulation in general, and provides an answer to the first question via targeting of good and poor performers. The model generates hypotheses about optimal regulation in the context of pollution prevention activities of the USCG. In order to answer the second question, an organization-level panel data set consisting of thousands of U.S. flag tank barges is constructed and those hypotheses tested. A count model that controls for vessel heterogeneity yields mixed evidence. If USCG inspections are considered exogenous variables (as the theory presumes), they appear to prevent pollution spills. But if inspections are endogenous and respond to previous spills, then correcting for endogeneity reverses the earlier result. In addition, violations are found to be good predictors of pollution occurrences, suggesting that inspections are not as effective as they could be. Targeting, as in Harrington's model, therefore appears to be incomplete, and the findings suggest that more complete targeting could increase performance. An interesting finding is that stronger penalties could increase performance. [ABSTRACT FROM AUTHOR]