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Indonesia’s aspiration to become a global maritime fulcrum lacks synergy between its maritime security and its maritime economy. This paper explores the dynamics between maritime security and marit...

Nowadays, merchant shipping is facing a new challenge in the context of COVID-19. The ships at sea may find themselves in need of immediate medical assistance relating to the crewmembers and/or passengers due to COVID-19. Besides, there is a problem with the change of ship crews in due time and their repatriation. Under international custom, coastal States keep their ports open for merchant shipping but may require the ship’s master to take appropriate action to prevent a threat of danger. In cases of failure or urgency, the coastal State can exercise its authority in taking responsive action appropriate to the threat. The article analyzes the main issue - how reasonable are the actions of states that close their ports to foreign vessels in the light of COVID-19. In this paper, the practice of foreign and Russian ports in the context of the COVID-19 is assessed.

Indonesia is called a maritime country because part of its territory is water. That way, Indonesia has the opportunity to become a maritime axis country in Asia and the world. This opportunity must be realized to its full potential, namely by maximizing activities at the port properly. Activities to facilitate shipping activities both loading and unloading, sea expeditions and so on are needed for the benefit of the agency's role. One of them is the role of the PT. Indo Dharma transportation located in Surabaya. This company has a role in the merchant ship wars in the Surabaya area. The purpose of this study is to describe the role of agency companies in the operation of commercial ships in the Surabaya area.This research is a qualitative research using observation, interview and documentation methods. Through this research, it was found that the case of PT. Indo Dharma Transport Surabaya Branch provides convenience and smooth operation of commercial vessels in the Surabaya Port area.

Archaeobotanical analyses together with historical records can provide unique information about the cargoes and histories of sunken ships, which are found as wrecks at the bottom of the seas all over the world. An interdisciplinary research project was undertaken on the Vrouw Maria (Lady Mary), a Dutch wooden two-masted merchant ship that sank on October 9th in 1771 in the Finnish Baltic Sea. She rested at a depth of 41 m and was in good condition when discovered. Based on written sources and archaeological research, the ship was carrying a valuable cargo including, for example, sugar, dyes, cloth, porcelain, wood and goods that the Russian nobility had ordered. Among them were paintings that the Russian Empress Catherine the Great (1729–1796) had bought at an auction in Amsterdam. Samples from four wooden barrels and from one wooden packing crate among the ship’s cargo were investigated. Botanical analysis revealed products such as stimulants, dyes and fruits originating from the Mediterranean, India, Africa and South America. One of the most intriguing finds from the cargo was Indigofera tinctoria L. (true indigo), a valuable dye plant. Our paper presents the botanical data analysed from the barrels and summarizes the plants mentioned in the historical records on the cargo of the Vrouw Maria.

Nanhai I shipwreck, a fully loaded merchant ship of the Southern Song Dynasty, once heading for the Southeast Asia, represents the prosperous international ceramic trades during that time. Recent excavation provides us with the great opportunity to investigate the export porcelain on this ship. Black Porcelain and green porcelain of Cizao kiln, white porcelain of Dehua kiln, bluish white porcelain of Jingdezhen kiln, celadon of Longquan kiln, and white porcelain of Minqing Yi kiln were analyzed chemically and morphologically by polarizing microscopy, energy dispersive X-ray fluorescence spectroscopy and scanning electron microscopy with energy dispersive spectroscopy. The chemical and microstructural features of each kind of porcelain, evidently different from each other, are discussed in detail in this paper. Among them, the Dehua white porcelain and the Jingdezhen bluish white porcelain may represent the best manufacture techniques for their purest glazes and bodies. Also, anorthite crystals are common in the calcium glazes of the Longquan celadon and the Jingdezhen bluish white porcelain. The most interesting structure among the samples observed is the structure of crystals and Mg Fe rich phase separation in the black glaze of Cizao porcelain, which is also different from other black glazes studied in previous research.

Characteristic amplitude modulated radiated noise signals are generated as the propeller operates underwater. Generally, passive underwater acoustic detection is accomplished by processing the radiated noise of a marine’s propeller. This study proposes a robust passive underwater acoustic detection method of a propeller by combining cyclostationary mechanism and principal component analysis (PCA). The proposed method can extract the characteristic frequency information of a propeller accurately. The effectiveness of the proposed method is verified according to simulated signals and real application cases. Both monocomponent and multicomponent modulated simulated signals are used to test the performance of the proposed method. The proposed method is then applied to the acoustic signals of propeller experiments and merchant ship propeller. Finally, the superiority of the proposed method is demonstrated by comparing the application results with the kurtogram and cyclostationary analysis method, during the extraction of the characteristic frequency of the propeller under low signal-to-noise ratio (SNR). The innovation of the proposed method not only realizes marine propeller detection from propeller acoustic signals but also has remarkable performance under low SNR.

In the preliminary design of merchant ships, shipbuilders generally modify some of the standard specifications to fulfill shipowner needs, which is time-consuming owing to the complex techno-economic constraints of ship design. Therefore, an appropriate standard specifications formulation method is necessary to improve the efficiency of the preliminary design. In this study, we performed genetic algorithm-based clustering to determine the subtypes of a specific type of merchant ship and formulated the standard specification for each subtype. To demonstrate the effectiveness of the proposed method, experiments were performed using 98 specification documents to formulate the standard specifications. The results showed that feature relations among each determined subtype were significantly simpler than those of the main type; thereby, the formulated standard specifications were desirable in the preliminary design of merchant ships.

Operating costs of merchant ships, related to fuel costs, has led the naval industry to search alternatives to the current technologies of propulsion power. A possibility is to employ nuclear reactors like the Russian KLT-40S, which is a pressurized water reactor (PWR) and has experience on civilian surface vessels. However, space and weight are critical factors in a nuclear propulsion project, in addition to operational safety and costs. This work aims at comparing molten salt reactors (MSR) with PWR for merchant ship propulsion. The present study develops a qualitative analysis on weight, volume, overnight costs, fuel costs and nuclear safety. This work compares the architecture and operational conditions of these two types of reactors. The result is that MSR may produce lower amounts of high-activity nuclear tailings and, if it adopts the 233U-thorium cycle, it may have lower risks of proliferating nuclear weapons. Besides proliferation issues, this 4th generation reactor may have lower weight, occupy less space, and achieve the same levels of safety with less investment. Thus, molten salt regenerative reactors using the 233U-thorium cycle are potential candidates for use in ship propulsion.

There is a need for prototyping in the shipping industry but the costs are too high. Numerical simulations can provide a solution for this. In order to use numerical simulations in prototyping, proper numerical tools for relevant components of various suppliers are needed, as well as a framework capable of coupling these tools. HOLISHIP proposes asolution by coupling the tools of various suppliers through the internet, where the tools remain on the server of the owning company, protecting the Intellectual Property Rights (I.P.R.), but providing limited, controlled access to the framework.In this chapter, after abrief introduction on the numerical models in Sect. 7.1, the next Sect. 7.2 describes the need for coupled simulations, what is required from atechnical point of view to achieve that.In Sect. 7.3 the use of simulations in concept design is elaborated, while in Sect. 7.4 the use of simulations in design verification is discussed. Section 7.5 provides insight into the available models, frameworks to perform coupled simulations.Some application, acase study are discussed in Sect. 7.6. Finally, Sect. 7.7 demonstrates the framework through an example application.The conclusions, way ahead are presented in Sect. 7.8.

The article presents an inventory and a typology of the means used to fight against the shipping accidents in the English Channel and the Bay of Biscay, two important places of the global maritime traffic. A map summarizes the spatial articulation of the system set up both at sea and on land. The documents look at the spatial repartition and the decrease of merchand ship accidents from 1963 to 2011.

The Nanhai No. 1 shipwreck is a Chinese merchant ship in the Southern Song Dynasty, and now it is stored in a huge enclosed glass warehouse in Maritime Silk Road Museum in Guangdong Province. At present, the hull of the Nanhai No. 1 shipwreck is still being excavated, and a small part of the hull wood is soaked in a specific solution to desalt. Through long-term exploration, we found that the above two states of hull wood had undergone biodeterioration, so the purpose of this study is to analyze the fungal community of exposed and soaked wood from the Nanhai No. 1 shipwreck. We sampled 10 exposed hull wood and sea mud samples, two wood storage water samples, and air samples in the glass warehouse. We used scanning electron microscope and optical microscope to find that there were obvious fungal structures in exposed wood and wood storing water samples. High-throughput sequencing of fungi revealed that the most abundant genera in exposed and soaked wood were Fusarium sp., and Scedosporium sp., respectively. In addition, Fusarium solani and Scedosporium apiospermum were successfully isolated from the hull wood surface and wood storing water samples, and the degradation tests of lignin and cellulose, the sensitivity tests of biocides and growth curve assay were carried out. We also found that Penicillium sp. and Cladosporium sp. are the most abundant in the glass warehouse air. Our research results show that F. solani and S. apiospermum should be regarded as a major threat to the preservation of the Nanhai No. 1 shipwreck. These results provide a reference for our protection of shipwrecks and other similar artifacts.

AimWe aimed to estimate the risk of COVID-19 outbreaks in a case study COVID-free destination country, associated with shore leave for merchant ship crews.MethodsA stochastic version of the SEIR model CovidSIM v1.1, designed specifically for COVID-19 was utilised. It was populated with parameters for SARS-CoV-2 transmission, shipping characteristics, and plausible control measures.ResultsWhen no control interventions were in place, an outbreak of COVID-19 in our case study destination country (New Zealand; NZ) was estimated to occur after a median time of 23 days (assuming a global average for source country incidence of 2.66 new infections per 1000 population per week, a crew of 20, a voyage length of 10 days, 1 day of shore leave both in NZ and abroad, and 108 port visits by international merchant ships per week). For this example the uncertainty around when outbreaks occur is wide (an outbreak occurs with 95% probability between 1 and 124 days). The combined use of a PCR test on arrival, self-reporting of symptoms with contact tracing, and mask use during shore leave, increased this median time to 1.0 year (14 days to 5.4 years). Scenario analyses found that onboard infection chains could persist for well over 4 weeks even with crews of only 5 members.ConclusionIntroduction of SARS-CoV-2 through shore leave from international shipping crews is likely, even after long voyages. The risk can be substantially mitigated by control measures such as PCR testing and mask use.

The Turkish Straits System (TSS) is a dangerous and narrow waterway extending between the Black Sea and the Aegean Sea, including the Bosphorus, the Dardanelles, and the Marmara Sea and the Gulf of Izmit. The western banks of the TSS constitute the geographic starting point of the European continent, while the banks to the east are the beginnings of the Asia. TSS is considered one of the most strategically significant waterways of the world. This waterway is the main trading routes linking the Black Sea riparian countries to the world markets. As a result, the density in marine traffic through the TSS has recently reached alarmingly high levels. The aim of this study was to estimate the amount of plastic waste generated aboard merchant ships during their passage through the TSS during the period 2006–2017. This potential resource of waste would potentially impact on the Marmara Sea and its natural environment. The results of this study revealed that merchant ships crossing the TSS generated an average of 187.6 m3 of plastic waste per year. This result suggests that the threat given by the ships crossing this strait is approximately 1% of the total amount of waste recorded in the TSS coastals.

The forces that wind exerts on a merchant ship, especially for a container ship that carries high stacks of cargo on board, can be very large; therefore, more accurate simulations than presently av...

A lack of research has been undertaken to explore work&ndash, family conflict and its impact on the shipping industry. The objective of the present study was to empirically examine the effects of work&ndash, family conflict, job stress, and job satisfaction on seafarer performance. Data were collected from merchant ship seafarers in the Yangshan Port, Shanghai, China (n = 337). A data analysis was performed using hierarchical regression analysis. The research results revealed that work&ndash, family conflict and job stress negatively affects seafarer self-reported performance, while job satisfaction positively influences seafarer job performance. Findings also show that job satisfaction plays a moderating role in the relationships between work&ndash, family conflict, job stress and seafarer performance. Our findings demonstrate that work&ndash, family conflict, job stress and job satisfaction manifested are significant predictors for seafarer performance. Important applications and implications are provided for managers and researchers.

Two cases of Legionnaires’ disease and 1 of Pontiac fever occurred among the crew of a merchant ship operating off the shores of Australia. PCR assays identified potential sources in the ship’s cabins. Modification of maritime regulations for Legionnaires’ disease prevention in commercial vessels is needed for nonpassenger merchant ships.

Exact figures for the size of parliament's naval fleets are problematic, because there are a number of surviving sources which record the ships set out by parliament, and these do not always agree. The purpose of this appendix, therefore, is to summarise these sources and indicate the likely (but not definite) numbers of ships set forth by parliament during the period up to 1649. Where auxiliaries are mentioned here, this is because they are included in these sources – as discussed in Chapter 4, parliament mobilised many more auxiliaries than are listed here. Table 1 presents the minimum and maximum ranges indicated by the available sources for the summer guards, which were the largest concentration of ships. ‘Total’, in this table, is not the addition of the maximum or minimum for each category, but the range of totals indicated by the various sources. The printed lists (see Table 4, below) are also incorporated into this table, although they do not distinguish between summer and winter guards and therefore may, in some cases, represent the latter. Table 2 presents the numbers recorded in two manuscripts held at the British Library. The first, Add. MS 17,503, is entitled ‘A list of such Shipps and Frigotts of the Navy Royall as Also of such Marchant Shipps as were sett forth in the service of the King & Parliament in the Yeares 1642: 1643: 1644: 1645: 1646: and 1647’. This document distinguishes between summer and winter guards, and besides merchant ships serving with the fleet it specifies colliers’ ships and fire ships in 1643, as well as merchant ships ‘taken upp … for the Irish Coast’ in 1645, and merchant ships that ‘Capt[ain] Lewis Dick set out for Scotland’ in 1647. It further notes eight pinnaces employed for eight months, in 1642, which are included here, and the ‘Hire and fraight of Ten Packet Boates and Ketches’ in 1644, which are excluded. Finally, it records, for the winter guard in 1643, 1645, and 1646, ‘divers of the Marchant ships’, manned with 1,808, 840, and 456 men respectively. For each of these years the average number of men per merchant ship in the summer guard has been calculated from the available figures, resulting in estimates of eighteen, thirteen, and six ships, respectively (rounding down) for the winter guards.

Bringing to bear new sources of evidence on an old subject, this study of the ordinary British Atlantic merchant ship calls for both traditional and experimental archaeology, laboratory analysis using marine engineering applications, and a return to the archives with new questions and fresh insights. We still have much to learn about this key technology, but limited traditional sources and methods – and the lack of integration of evidence from different disciplines and from non-academic expertise – as well as strong academic biases rooted in our culture, have contributed to a neglect of research in recent years, and to a false impression that the subject is not important enough to warrant the effort.

Using diverse sources, including archaeological evidence, this paper scrutinises the technology of the ordinary British Atlantic merchant ship, assessing continuity and change during the formation and development of the Atlantic empire (1600–1800). The paper argues that observable continuities and changes in rig, in hull design, and in defensive armament were responses to risks posed to owners, builders, and crews. I state that ‘risk mitigation’ was the main policy of the actors involved in the business, thus suggesting an innovative research path to assess decisions to innovate and decisions not to. This can thus contribute to a better understanding of Atlantic and technological history, as well as to an understanding of risk mitigation as a driving force in business and technology, beyond the more commonly used concept of disruptive innovations. Naturally, changes did take place, and investigate why that is helps us understand the continuity more fully, and ship technology more fully.

Using the AIS data in 2017, this study aims to investigate the effectiveness of five ECA policies on pollutant emissions from merchant ships in Shanghai Port waters. Results show that the estimated annual emissions from merchant ships including cargo ships, container ships and tankers are 3.4029 × 104 tons for NOx, 2.1037 × 104 tons for SO2, 2.291 × 103 tons for PM2.5, and 2.921 × 103 tons for PM10 in 2017, respectively. Impact analysis results highlight the fact that effects of each ECA policy vary significantly among different merchant ship types and different water areas. The amount of pollutant emissions from cargo ships (e.g., SO2 and PM2.5) is most affected by the ECA policy. However, the NOx emissions are not significantly changed under different ECA policies. Results also show that future ECA policies could cause a much greater decrease of pollutant emissions in water areas of Yangshan and Wusong.

All environmental hazards impact safety for polar ships, especially polar merchant ship with light ice-class. In order to provide a systematic guidance to deal with any situation during polar operation, International Maritime Organization (IMO) raised mandatory requirements of “Polar Water Operation Manual”(PWOM) in Polar Code. This paper focuses on how to determinate operational evaluation and limitation for the PWOM, which is an important measure to avoid polar ships exceeding operational capability. Features of polar navigation are summarized based on the former polar navigation experience, and typical risk model is set up to describe the process of operation evaluation. The operational limitation is analyzed to indicate the actual capability and limitation as the ship encounters unexpected incident in polar waters. In conclusion, the operation procedure is studied to give a detailed technical proposals for the whole polar operation, which is the main component of PWOM. The outcome may provide helpful to arctic shipping of merchant ships.

The Nanhai No. 1 was a wooden merchant ship of the Southern Song Dynasty, which wrecked and sank in the South China Sea, Yangjiang City, Guangdong Province, China. The Nanhai No. 1 shipwreck was salvaged as a whole in 2007 and began to be excavated in 2013. During the archaeology excavation, some of the hull wood fell off the hull. These waterlogged archaeological woods (WAW) were immersed in the buffer containing EDTA-2Na and isothiazolinone K100 for moisture stabilization, preliminary desalination, and microbial inhibition. We evaluated the properties of these WAW through testing the chemical components (including lignin, holocellulose, and ash content) of the wood, and monitoring the iron element content, anion and cation content in the buffer. At the same time, the microbial composition in the desalination buffer was also detected. The results showed that the holocellulose content in these WAW were much lower than in fresh wood. The ash content in these WAW decreased after desalination treatment. The iron element content, anion and cation content in the buffer were high and kept at a certain level after desalination treatment. At the same time, the problem of biodegradation in the buffer should be paid attention to. The comprehensive protection of WAW requires to combine wood properties and microbial problems. This study provides a reference for the protection of WAW from the Nanhai No. 1 shipwreck and other similar historical wood.

Stability of a ship is very influenced by ship’s roll motion, which is able to cause the ship to capsize. One of the main component which influence the roll motion, is the usage of motion damper at the ship’s hull. Bilge keel is a kind of passive damper whose construction is easy and does not require special system in the operation. The suitable bilge keel size is able to reduce excessive ship motion response when experiencing excitation force. This paper investigates the influence of bilge keel to the motion response of the ship by using a fishing vessel model with round bilge. The study was carried out by model experiment in the calm water and oblique wave using 6 types of bilge keel variation in its length and width. The results showed that the application of bilge keel is able to reduce about 37% motion response of the vessel; and the increase area of bilge keel also reduce the roll damping to 59%. It also can be concluded that common design bilge keel for merchant ship can be applied to the fishing vessel.

Evolution of Japanese Shipbuilding Industry within the Japanese Economic Renaissance ملخص البحث1 يتعرض هذا البحث بالدراسة والتحليل لتطور صناعة بناء السفن في اليابان خلال فترة النهضة الإقتصادية اليابانية ، ولا سيما أن هذه التجربة قد حققت نجاحا مشهودا إرتكز على تمكن ترسانات صناعة بناء السفن اليابانية من تحقيق قدرات تنافسية شديدة التميز ، مكنتها من أن تصبح لأربعة عقود متوالية وإلى الآن في صدارة الترسانات البحرية فى العالم ، إن إستراتيجيات النمو التى قامت الترسانات البحرية اليابانية بصياغتها وتنفيذها قد حققت نجاحا عززته السياسات الحكومية التى تم اتباعها فى هذا الشأن لتشجيع ومساندة صناعة بناء السفن ، فضلا عما اتبعته الترسانات نفسها من إستراتيجيات تنافسية وتكنولوجية وتسويقية استهدفت تحقيق قدرات تنافسية بمستوى عالمي ، من خلال التخصص فى تصميم وبناء السفن البحرية التجارية من مختلف النوعيات والحـمولات ، كذلك مـا اتبعتـه هـذه الصناعة من العمل على تحقيق التكامل الإنتاجى مع الصناعات الأخرى داخل الإقتصاد الياباني ، إعتبارا لأن هذه الصناعة تعد من الصناعات التجميعية الكبرى التي تعتمد على إمدادها بالعديد من المكونات ومستلزمات الإنتاج من مئات الصناعات المغذية ، وقد انعكس ذلك إيجابيا على الإقتصاد الياباني ، إذ باتت هذه الصناعة الهامة بمثابة قاطرة يتبع تحركها ويرتبط بها العديد من الصناعات التي تتبادل معها المنافع الاقتصادية ، والتى صبت جميعها فى خدمة النهضة الإقتصادية لليابان ، إن أهم النتائج التى أسفر عنها هذا البحث تتمثل في بيان أهمية صناعة بناء السفن للإقتصاد الوطنى ، وبيان عوامل تحقيق القدرة التنافسية الفاعلة لهذه الصناعة ، والسياسات الحكومية التى من شأنها مساندة ودعم تلك الصناعة ، وإختتم البحث بتقديم عدد من التوصيات التي من شأنها أن تقدم منهاجا لتنمية صناعة بناء السفن في مصر . Abstract This research discusses and analyz-es the Japanese Shipbuilding industry experience and its competitive capabili-ties which positioned Japan as the worl-d leading shipbuilding country for more than four decades, as a matter fact, this success was based on a comprehensive group of policies implemented by the Japanese governments to support that industry, on the other hand, the Japane-se shipbuilding sector charted a compe-titive, technological, marketing strategy based on building various merchant ship types and tonnages according to the world top standards. Moreover, a high level of integration with the other production and industrial sectors was achieved, due to the fact that ship building is a giant assembling industry that counts on feeding from various indust-ries which exchange economic benefits with it. The deep concern of the Japanese governments to support the national shipbuilding industry is attributed to the role of this industry as a leading econo-mic locomotive for economic develop-ment. This research concluded the sour-ces of competitive advantages for Japa-nese shipyards and government policies followed to support it, and recomme-nded the necessary steps to lead such a success in ship building industry in Egypt.

Maritime piracy and robbery can not only cause logistics chain disruption leading to economic consequences but also result in loss of lives, and short- and long-term health problems of seafarers and passengers. There is a justified need for further investigation in this area of paramount importance. This study analyses maritime piracy and robbery related incidents in terms of the major influencing factors such as ship characteristics and geographical locations. An analytical model incorporating Bayesian reasoning is proposed to estimate the likelihood of a ship being hijacked in the Western Indian or Eastern African region. The proposed model takes into account the characteristics of the ship, environment conditions and the maritime security measures in place in an integrated manner. Available data collected from the Global Integrated Shipping Information System (GISIS) together with expert judgement is used to develop and demonstrate the proposed model. This model can be used by maritime stakeholders to make cost-effective anti-piracy decisions in their operations under uncertainties. Discussions are given on industrial response to maritime piracy in order to minimize the risk to ships exposed to attacks from pirates. Further recommendations on how maritime security and piracy may be best addressed in terms of maritime security measures are outlined.

Purpose – Ballast water of merchant ship is a source of introduction of invasive species around the globe. The purpose of this paper is to present a quantitative risk assessment applied to a model port, the Port of Arzew in Algeria, and based on an analysis of this port’s shipping traffic. Design/methodology/approach – The risk assessment for introduction of invasive species is interpreted in the form of a probabilistic process, with a combination of two probabilities. The first probability is related to the ability of a species to arrive to the destination (recipient port), depending on the quantity of water ballast discharged and the duration of voyage. The second one is based on the species ability to survive in their new environment, which depends on the environmental similarity between donor port and Arzew port. Findings – This assessment’s outcome consists on a classification of scenarios regarding their acceptability. Consequently, it helped to classify donor ports according to a risk scale, from low risk to high-risk donor ports. Research limitations/implications – The phenomenon of invasion of aquatic species is a complex process. Factors such as adaptation and tolerance of species, the attendance or absence of predators, were not taken into account in this study. Practical implications – This study could be used by the maritime administration as a decision-making tool regarding the issue of exemptions under the IMO International Convention on the Management of Ballast Water and Sediments 2004. Originality/value – This is one of the first known studies in Algeria and dealing with ballast water management. The results of this assessment provide useful information to policy makers, in order to develop a national strategy to reduce the impact of shipping pollution on the marine environment.

The paper analyses the results of performed measurements regarding the density of electromagnetic power at various points on board a ship, the noise level determined by the operation of certain broadcasting stations and the intensity of the radiated electric field by a station of 250 MHz. We have presented thereby the sources triggering natural and artificial electromagnetic disturbances with their pertaining components.

Global shipping accounts for nearly one million tonnes of CO2 emissions annually during 2013 – 2015 period, and could grow 50%-250% by 2050 if the condition is unchanged. The International Maritime Organization (IMO) as the specialized agency responded to this issue written in MEPC.304(72) about strategy of reducing green house gas (GHG) emissions from ships. Energy Efficiency Operational Indicator (EEOI) is a monitoring tool based on CO2 emissions proposed by IMO written in MEPC.282(70). The purpose of this research is to evaluate factors influencing the results of EEOI. Estimation of fuel oil consumption using proposed methods by Bialystocki and Konovessis and Moreno-Gutiérrez, et al. are compared with actual fuel oil consumption resulted in average error of 20.44% and 15.45%. The EEOI results is 0.000905 ton CO2/TEU-nm for MV Meratus Benoa and 0.000509 ton CO2/TEU-nm for MV Meratus Bontang. Benchmarking process using the same voyage route revealed that MV Meratus Benoa is less efficient than MV Meratus Bontang. MV Meratus Benoa carried less average cargo than MV Meratus Bontang, while having more average fuel oil consumption. Proposed improvement for better EEOI results is improving the cargo management especially for MV Meratus Benoa and evaluation in ship’s operational setting for any specific sea conditions.

The shipwreck of Bajo de la Campana (VII–VI century B.C.) was a Phoenician merchant ship accidentally discovered in the 1950s off the coasts of the Murcia region (Spain). Sixty-four elephant tusks were part of the cargo. Some of them were recovered by archaeologists between 2007 and 2011 and are now stored in the restoration laboratory of the National Museum of Underwater Archaeology (ARQVA) of Cartagena. This study investigated the bioerosion traces present on 12 selected tusks in order to hypothesize which marine or terrestrial macroborers could have attacked this substrate. No work has previously looked at the biological degradation of this material. Taking into account the mineral composition of ivory, the hypothesized bioeroders were selected from those reported in the literature as bioeroders of rocks or other hard substrates (bones, corals, shells, etc.). The hypothesized biodeteriogens belongs to several groups of marine invertebrates (echinoids, barnacles, molluscs, sponges, polychaetes, and bryozoans) and terrestrial insects. Unfortunately, the absence of parts of the bioeroders’ body or of skeletal elements inside the studied traces did not allow definitive identification, so the attributions remain hypotheses. However, this study could be considered a starting point for an interesting debate and for future investigations on the bioerosion of this precious material.

There are may be more than 50,000 materials available to the engineer. In designing a structure or device, how can the engineer choose from this vast menu the material that best suits the purpose? Mistakes can cause disasters. During the Second World War, one class of welded merchant ship suffered heavy losses, not by enemy attack but by breaking in half at sea: the fracture toughness of the steel—particularly of the welds—was too low. More recently, three Comet aircraft were lost before it was realized that the design called for a fatigue strength that—given the design of the window frames—was greater than that possessed by the material. Many of these properties may be unfamiliar and this chapter illustrates these unfamiliar properties through examples. They form the basis of this course on materials. More engineering components are made up of metals and alloys than of any other class of solid. But increasingly, polymers are replacing metals because they offer a combination of properties that are more attractive to the designer. The engineer can combine the best properties of these materials to make composites (the most familiar is fiberglass) that offer especially attractive packages of properties. Thus, this chapter illustrates—using a variety of examples—how the designer selects materials to provide the properties that are needed.

All along the Spanish texts of the late Middle Ages, one can notice the coexistence of the words nave and nao, denotating both of them a big merchant ship. But this apparent synonymy hides in fact a lexical substitu­tion: since the second half of the 14th century the traditional word nave began to be dislodged by nao, a technicism used by the sailors of the Bay of Biscay. The fortune of this neologism can be undoubtly explained by the spreading of new techniques of shipbuilding developped in the Atlantic area which penetrated as well in the Mediterranean. Extremely striking is the fact that the word nao first appeared in documents closely related to navi­gation; but in the 15th century it often turned up in all types of texts, while nave became rapidly obsolete and it remained only as a historical term. Pendant les derniers siècles du Moyen Âge, on remarque dans les textes espagnols la coexistence des termes nave et nao désignant tous les deux un gros navire de commerce. Mais cette synonymie apparente recèle en réalité une substitution lexicale: le traditionnel nave se voit concurrencé dès la seconde moitié du XIVº siècle par nao, un terme technique des ma­rins du Golfe de Biscaye. La fortune de ce néologisme s'explique sans dou­te par la diffusion des nouvelles techniques de construction naval e dévelop­pées par les riverains de l'Atlantique, techniques qui pénètrent également dans la Méditerranée. Il est intéressant de voir que le mot nao apparaît d'abord dans des écrits gardant un lien étroit avec la navigation; mais an XVe siècle il se trouve de plus en plus dans toute sorte de textes, alors que nave vieillit rapidement et ne s'emploie plus guère que comme terme d'his­toire.

Even historic shipwrecks are now considered as cultural heritage, there are still challenges in protection, management and research of them. The Baltic Sea is like an enormous underwater museum: the conditions in the Baltic are favourable for the preservation of old wooden shipwrecks, and we have a unique source material of seafaring in our waters. Legislation is a good ground for these measures, but there is much more needed like co-operation between authorities but also the diving community. Regular visual monitoring of underwater cultural heritage is a good goal, but also deeper understanding of the patterns of deterioration procesesses now, when the environmental conditions are changing due to climate change. In this article there are some cases where the legislation has been challenged concerning the status and ownership of shipwrecks and how it has been handled in court in Finland. It is also important to make certain measures when there is a new finding to avoid problems occurred in previous cases. Often the problem is that there is not enough scientifically valid basic information concerning underwater findings, especially complex, well-preserved shipwrecks that can create a large, three-dimensional underwater archaeological site with huge variation of materials and also human remains. How to protect, if you do not have deeper knowledge of the site? We should have a basic information gathered to management plans that will be updated regularly and create proper tools for managing the information.

The paper deals with reliability criterions of designing of merchant ship's power supply systems. The essence of this matter with conjunction with safety and quality are presented mainly on Main Switchboard arrangements and receivers installations example. After conducted analyzes some practical conclusions are elaborated.

This paper reports the case of collective acute phosphide (PHsub3/sub) intoxication among the crew aboard a merchant ship. All the intoxicated individuals were hospitalized 3 months after the accident. The aim of examinations was to identify late health effects of the accident. Laboratory tests and consultations were performed during their stay in the hospital. There were 5 cases of toxic liver damage. other 5 patients were diagnosed with posttraumatic stress disorder and adjustment disorders. The results of the study suggest that in cases of acute phosphide intoxication, the assessment of patients' psychological functioning should be an indispensable part of diagnostic procedure. Med Pr 2018;69(3):337-344.W artykule przedstawiono przypadek zbiorowego ostrego zatrucia fosfanem (PHsub3/sub) wśród załogi statku handlowego. Badaniu poddano wszystkie osoby w 3 miesiące po zdarzeniu w celu oceny późnych zdrowotnych następstw wypadku. W trakcie hospitalizacji wykonano konsultacje specjalistyczne i badania laboratoryjne, na których podstawie u 5 osób stwierdzono toksyczne uszkodzenie wątroby. Natomiast u 5 innych pacjentów rozpoznano zaburzenia stanu psychicznego w postaci zaburzeń adaptacyjnych i zespołu stresu pourazowego. Wyniki badań wskazują, że w podobnych przypadkach ocena funkcjonowania psychicznego pacjentów powinna być nieodzownym elementem procedury diagnostyczno-terapeutycznej. Med. Pr. 2018;69(3):337–344.

This article explores the origins and development of a small but significant type of merchant ship, the bulk-carrying steam coaster. They were built in considerable numbers, made an important contribution to industrialization, and their design is largely perpetuated in modern motor coasters, but they have not been well served by shipping historians. An analysis is presented of the size, builders and ownership of all known steam coasters built for British owners from 1850 to 1880. From the data gathered it is argued that this type of ship, developed mainly to serve trades on the British west coast, was distinct from the screw collier introduced to the east coast coal trade in the 1850s, although some characteristics were shared. The steam coaster needed to be smaller and hence more efficient than the screw collier, and became economic only following significant technological improvements to engines and hulls. The findings reveal the importance of yards in the west of Scotland in the development of these ve...

Focusing on the London East India Company's (EIC) first trading center abroad, the factory in Bantam on Java, this essay explores corporate traumas and divisions of interest in this protoglobal organization that illuminate ongoing volatilities in global capitalism. The factory papers, which include the neglected “Journal of John Saris on the Clove,” reward attention today for the light they shed on fundamental challenges of transnational trafficking. The essay calls for a return to the manuscripts of the EIC archive, whose printed materials were edited, in the main, by proto- and late-imperial scholars. A catastrophe-tolerant joint-stock body that was granted legal personhood by royal charter in 1600, the EIC tested a defining predicament of incorporation: that the corporate body outlives its personnel. Bantam's lethality to company employees disclosed the parasitic tendencies of this process. Mariners and factors on fixed salaries risked and were far likelier to lose their lives than shareholders their high-yielding speculations. The loss during the first voyage of Jacobean England's greatest merchant ship and crew in Bantam shocked England's maritime and mercantile communities and ignited rancorous debate over the human, material, and environmental costs of the East Indian trade. Without superfluxes of maritime and mercantile labor and vigorous management of public relations in England, the cash-poor EIC probably would not have survived its first generation.

Historical archaeology may be characterized by an intricate relationship between, written sources and material remains. In research focusing on wrecks, this often results in descriptions of the eve ...

In the article it is told about one of the episodes World War II (1939 – 1945) – the loss of Australian cruiser HMAS «Sydney» in combat with the German raider HSK-8 «Kormoran», the picture of battle is restored, the effective forces and loss of sides are analyzed, is in detail described the raid «Kormoran» for the disturbance of British navigation, speaks out the version of the reason for sinking powerful warship, by the auxiliary cruiser, which was in the essence the armed merchant ship.